History: 1961-1965
The eighth Enterprise (CVA(N)-65)
- the world's first nuclear-powered aircraft carrier – was
laid down on 4 February 1958 at Newport News, Va., by the
Newport News Shipbuilding and Dry Dock Co.; launched on 24
September 1960; sponsored by Mrs. William B. Franke, wife of
the Secretary of the Navy; and commissioned on 25 November
1961, Captain Vincent P. de Poix in command.
After commissioning, Enterprise
began a lengthy series of tests and training exercises,
designed to determine her full capabilities. Beginning six
days of builder’s and Navy pre-acceptance trials on 29
October 1961, she exceeded expectations, her reactors
generating such horsepower that she “literally out-ran her
destroyer escort.”
Lieutenant Commander Oscar
Folsom, Jr., Fleet Tactical Support Squadron (VRC)-40,
became the first to fly from the ship’s flight deck,
transporting dignitaries, who had embarked to witness the
sea trials, to shore in a Grumman C-1A Trader. Enterprise
returned to port with a huge broom tied to her masthead, the
traditional symbol of victory at sea, proclaiming a “clean
sweep.”
Enterprise went to sea for the
first time as a commissioned ship for her shakedown cruise,
on 12 January 1962, on that date also being announced as the
flagship of Nuclear Task Force (TF) One.During this period
she began fleet flight operations, when Commander George C.
Talley, Jr., Commander Air Group (CAG), Carrier Air Group
(CVG)-1 (Tail Code AB), made an arrested landing and
catapult launch in an Ling Temco Vought F-8B Crusader (BuNo
145375) from Fighter Squadron (VF) 62 on 17 January.
After completing carrier
qualifications (carquals), Enterprise was privileged to play
a role in the space age, putting to sea for ten days as part
of the Project Mercury Recovery Force off Bermuda. Three
carriers, including The Big E, patrolled the most likely
areas for reentry and impact of the capsule, but unforeseen
delays postponed that second attempt to send a man into
space and the ship returned to Norfolk.
The following weeks proved busy
ones. On 5 February Enterprise sailed for the Caribbean and
Guantánamo Bay, Cuba, for her shakedown with elements of
CVG-1, including VF-62 (F-8Bs) and VF-102 (F-4Bs), Attack
Squadron (VA)-15 (Douglas A-1H Skyraiders), VA-64 and VA-172
(McDonnell Douglas A-4C Skyhawks), Light Photographic
Reconnaissance Squadron (VFP)-62 Detachment (Det) 60 (RF-8A
Crusaders) and Carrier Airborne Early Warning Squadron
(VAW)-12 Det 60 (Grumman E-1B Tracers) embarked.
In addition, en route to the
Caribbean she paused at Mayport, Florida, to embark Heavy
Attack Squadron (VAH)-7 (North American A-5A Vigilantes). On
15 February the ship logged her 1,000th arrested landing, by
Lieutenant John S. Brickner and his radar intercept officer
(RIO), in an F-4B from VF-102, a tremendous amount of flying
in a relatively short period of time.
At 0947 on 20 February 1962,
Mercury-Atlas 6 launched from Cape Canaveral, Fla., with
astronaut Lieutenant Colonel John H. Glenn, Jr., USMC,
pilot. Completing three turns about the earth in four hours
55 minutes, Glenn became the first American to orbit the
planet, flying spacecraft Friendship 7 in her 75,679-mile
orbit at a maximum speed of 17,544.1 miles per hour. Glenn
splashed down in the Atlantic some 166 miles east of Grand
Turk Island, Bahamas, about 800 miles southeast of Bermuda.
Destroyer Noa (DD-841) recovered him after 21 minutes in the
water; a helo subsequently transported him to carrier
Randolph (CVS-15) at 1745.
Enterprise stood out of
Guantánamo Bay in readiness to deploy as one of the
potential tracking and measuring stations for the epochal
flight. Underway from anchorage Bravo that morning at 0640,
the ship went alongside ammunition ship Mauna Loa (AE-8) for
rearming. Enterprise then conducted Carrier qualifications
before returning to her anchorage during the first dog
watch.
Between 1-6 April Enterprise
completed both her shakedown training and her Operational
Readiness Inspection (ORI), en route to and off Guantánamo
Bay. She received an ORI score of Excellent, 90.3%, from the
Fleet Training Group, Guantánamo, one of the highest scores
awarded to date to a new carrier. Before departing Cuban
waters, Enterprise’s aircraft rounded-off the cruise with an
air power demonstration for a congressional delegation.
Upon completion of those
requirements, she returned to Norfolk, entering port on the
8th, and conducted combined operations with Forrestal
(CVA-59) for a Presidential Cruise from 9–14 April,
President John F. Kennedy and his entourage arriving on
board on the 14th. The busy day included sea and air power
demonstrations for the Chief Executive and many
distinguished guests, including most of his cabinet, the
Joint Chiefs of Staff (JCS), many congressmen and about 30
foreign ambassadors, all hosted by Vice Admiral John M.
Taylor, Commander, 2nd Fleet (Com2ndFlt).
Approximately 20 ships
participated in the exercise off the Virginia and North
Carolina coasts, guests being entertained by a “spectacular
display” culminating in a mass fly-by and recovery.
Commander Joseph P. Moorer, squadron commanding officer
(CO), Lieutenant Commander Joseph S. Elmer, Lieutenant
Richard C. Oliver and Lieutenant William F. Heiss, VF-62,
had the honor of shaking hands with the President on board
Enterprise, at the conclusion of the demonstration.
Enterprise completed her final
acceptance trials off the Virginia Capes between 16 and 18
April, and then entered her builders' yard on the 23rd for
post-shakedown availability.
Departing the yard on 19 June
1962, the “Big E” joined the 2nd Fleet, immediately
beginning fleet operations. The next senior operational
commands she reported to during much of the year included:
AirLant, 1–8 April, and then again, 15 April–24 June;
Commander Carrier Division Four (ComCarDiv-4), 9–14 April,
Com2ndFlt and again, 29–30 September, 6th Fleet (Com6thFlt);
and Commander, Cruiser Destroyer Flotilla
(ComCruDesFlot)-10, 25 June–16 August, Com2ndFlt and again,
17 August–28 September, Com6thFlt.
CVG-6 came on board on 22 June
for a short cruise off the Atlantic coast. Because of the
great number of squadrons and aircraft assigned to the
group, the officers and men of CVG-6 touted it as “the
largest Air Group in the Navy.” During this cruise,
Enterprise anchored out at President Roads, Boston, Mass.,
over Independence Day weekend, 2–5 July, her crew taking
part in the celebrations ashore, as well as hosting upward
of 12,000 visitors.
Leaving Boston, the ship
participated with Forrestal (CVA-59) in LantFlex 2-62, a
nuclear strike exercise, under the command of Rear Admiral
Reynold D. Hogle, (ComCarDiv-4), Commander, TF 24, 6–12
July. Enterprise launched eight “pre-planned” strikes and
six call strikes while operating off the Virginia capes,
against targets ranging from the Tidewater area to central
Florida.
Returning to Norfolk on the 12th,
Enterprise remained for leave and upkeep until 3 August,
when she sailed for the Mediterranean (Med) with CVG-6 –-
VA-65 (A-1Hs), VA-66 and VA-76 (A-4Cs), VF-33 (F-8Es) and
VF-102 (F-4Bs), VAH-7 (A-5As), VFP-62 Det 65 (RF-8As) and
VAW-12 Det 65 (E-1Bs).
Passing the “Rock” of Gibraltar
on 16 August, Enterprise entered the 6th Fleet’s Area of
Responsibility (AOR), the first nuclear-powered carrier to
steam in the Med, her intention to relieve carrier Shangri
La (CVA-38).
The ship participated in a number
of exercises in the Atlantic and Med. RipTide III, (3–5
August), involved long-range simulated nuclear strikes
against targets off the Portuguese and Spanish coasts.
Enterprise launched 14 strikes and nine call strikes, all
opposed, as well as conducting cross-deck and
cross-replenishment operations with other commands, and with
the British and French. Lafayette II, 7 September, involved
14 scheduled conventional strikes coordinated with aircraft
from Forrestal against multiple targets to the French Low
Level Route in southern France, with opposition provided by
French air force and naval aircraft. Indian Summer (7–8
September), comprised three long-range, simulated nuclear
strikes, with fighter escort by F-4Bs from VF-102, against
Spanish targets defended by both USAF and Spanish commands
assigned to NATO. FallEx/High Heels II (6–20 September)
revolved around the exercise of NATO and national
communications and alert procedures. Some 13,000 service
members and 24 ships operated with British, Greek and
Turkish forces, “to develop coordination,” conducting
amphibious landings, with close air support (CAS),
anti-submarine warfare (ASW) and anti-air warfare (AAW)
tactics.
Fall Trap (23–27 September),
involved both providing combat air patrol (CAP) for, and
flying 22 aggressor raids against, a NATO amphibious task
force moving north in the Aegean Sea. This was followed by
CAS of the landings themselves, on 25 September, and
additional support missions on the 26th–27th, in both Greek
and Turkish Thrace.
In addition, her crew was able to
go ashore in Cannes, France (27 August–4 September), when
Enterprise anchored out, the ship’s first foreign
port-of-call. Visiting by invitation was held on three of
the eight days and some 1,200 people took advantage of the
opportunity to tour the ship, among whom were celebrities
Bing Crosby and his wife, Kathryn Grant, vacationing at
their villa on the French Riviera.
Enterprise stood out on 4
September, beginning six days of air operations, following
which she sailed for Naples, Italy, arriving at 0800 on the
10th to begin an eight day visit. The ship’s embarked
aircraft were able to accomplish further training in the way
of impact bombing on various targets, both live and practice
bombs and radar scored bombing. Again the ship held
visitation by invitation and “over 1,200 Neopolitans saw the
ship at first hand.”
On the afternoon of the 14th,
Italian President Antonio Segni inspected Enterprise, and
that evening Rear Admiral Weeks and the skipper hosted a
formal reception on board for approximately 400 NATO
officers, Italian dignitaries and their guests.
Turning over her duties on
station at Soudha Bay, Crete, to TG 60.8, formed around
carrier Franklin D. Roosevelt (CVA-42), on 28 September, she
proceeded westward shortly thereafter. Transiting the Strait
of Gibraltar on the 3rd, the carrier crossed the Atlantic
while assigned to TG 21.8, returning to Norfolk at 1540 on
11 October. The following day Rear Admiral John T. Hayward,
ComCarDiv-2, broke his flag in Enterprise.
Between May and October 1962,
Soviet Premier Nikita Khrushchev began secretly deploying
additional East Bloc forces, estimated as “several thousand”
Soviet, Czech, Polish and Chinese, to Cuba, intending to
address what he considered the strategic imbalance between
the U.S. led-Western Alliance and the Russian-dominated East
Bloc. While those deployments took time, once those forces,
including SS-4 Sandal medium- and SS-5 Skean
intermediate-range ballistic missiles and at least 42
Ilyushin Il-28 Beagle light bombers in Cuba or en route, 20
of which were already in various stages of assembly, became
operational they would threaten much of the southern
continental U.S. with either conventional, or, more
ominously, nuclear bombardment.
However, U.S. intelligence
originally learned of the operation through the efforts of
naval and air crews, who identified and tracked ships
smuggling arms into Cuba, and when photo interpreters
discovered missile sites west of Havana, near the towns of
San Cristobal and Guanajay. Subsequent reconnaissance
flights by Lockheed U-2s, operated by both the CIA and the
Air Force, revealed additional sites -- as well as
“sophisticated” aircraft revetments and surface-to-air
missile (SAM) sites -- on Cuba’s northern coast, near Sagua
La Grande and Remedios. On 25 October, a reconnaissance
mission by VFP-62 also confirmed the presence of Luna (FROG,
or Free Rocket Over Ground) tactical rockets, which, though
shorter-ranged, could also be armed with nuclear warheads.
Discovery of the Soviet deception
precipitated the Cuban Missile Crisis, President Kennedy and
his advisors considering such a threat to U.S. national
security unacceptable. When the Chief Executive told Admiral
Anderson that “it looks as though this is up to the Navy,”
the CNO purportedly replied: “Mr. President, the Navy will
not let you down.” In noting the build-up of East Bloc
forces, Commander-in-Chief, Atlantic Fleet (CinCLantFlt)
ordered training to include “the possibility of action
against Cuban targets.” These training efforts even included
the construction of a simulated V-75 SA-2 Guideline SAM
site.
Admiral Anderson sent a personal
message to the Fleet Commanders on the 17th, advising them
to “be prepared to order as many ships as possible to sea on
a 24 hour notice,” provided their main propulsion plants
were ready.
Responding to the crisis,
Enterprise, with CVG-6 embarked, sortied from Norfolk on 19
October, having loaded provisions and supplies that normally
required up to 10 hours to load, in barely two. Placed on
alert on 18 October, CVG-6 embarked the following day,
containing primarily the same composition it had during its
recent Med cruise. The urgency proved such that the carrier
got underway with only part of the wing embarked, some
aircraft flying on board as she “turned the corner” off Cape
Henry.
AirLant announced that the
carrier’s rapid departure was to conduct engineering
exercises, and to escape possible damage due to Hurricane
Ella, then being tracked off the southeastern coast of the
U.S. The cover story, however, seemed less than convincing,
as evidenced by one reporter’s incredulous question:
“Engineering exercises! A week after she gets back from the
Med? And Ella turned east at noon today. You really want me
to believe that?” Security concerns prompted the cordial
response: “Absolutely.”
Destroyers Fiske (DD), Hawkins
(DD) and William R. Rush (DD) sailed the next day to
rendezvous with the “Big E” as her initial screen.
The following day, TF 135 (Rear
Admiral Robert J. Stroh, ComCarDiv-6, relieved by Rear
Admiral Hayward on 24 October), was activated, comprising
the Enterprise and Independence (CVA-62) task groups, an
underway replenishment group of an oiler and an ammunition
ship, Fleet Air Wing (FAW)-11, stationed ashore, and Marine
Aircraft Group (MAG)-32, comprising Marine Attack Squadrons
(VMA)-331 and VMF-333, the group deploying to Guantánamo Bay
and Roosevelt Roads, Puerto Rico. Independence (CVG-7) was
originally scheduled to be relieved by Enterprise, but the
crisis forced her to remain on station. Her screen initially
included destroyers Corry (DD), English (DD), Hank (DD) and
O’Hare (DD).
Also on the 20th, Admiral Robert
L. Dennison, CinCLantFlt, ordered the A-5A Vigilantes of
VAH-7 to remain ashore at NAS Sanford, Fla., replacing them
with 20 USMC A-4D Skyhawks from VMA-225 from Marine Corps
Air Station (MCAS) Cherry Point, N.C., the Skyhawks being
considered more appropriate for CAS due to their lighter
characteristics. This was the first time that a Marine
squadron operated from a nuclear-powered carrier, and
completing the transfer while underway in the midst of a
crisis demonstrated the flexibility for combat commanders
afforded by the ship. During the height of the crisis,
upward of 100 aircraft would be packed on board Enterprise.
Contingency planning for possible action against Soviet
forces in Cuba took place on board the carrier during her
voyage southward, including most of the planning for
carrier-borne aerial operations.
Faced with the problem of halting
further East Bloc arms shipments into Cuba, on 20 October
the President ordered a blockade of the island, directing
the Navy to stop and search any ship suspected of smuggling
offensive weapons into Cuba. CinCLantFlt issued Operation
Order 43-62, commencing naval operations in support of
Operation Plan 312. By mid-afternoon on Sunday 21 October,
Enterprise was approximately 25 miles southeast of San
Salvador, Bahama Islands, making all speed to the south to
reach her assigned operating areas near Cuba, her escorting
destroyers striving to keep up.
While other U.S. vessels,
designated TF 136 (Vice Admiral Alfred G. “Corky” Ward,
Com2ndFlt) on the evening of the 21st, established patrol
positions in a line out of range of Soviet Il-28s to the
east of Cuba, TF 135 prepared to operate in the waters
around Jamaica, to the south of Cuba, completing the
encirclement of the island.
The Enterprise group was
initially directed to steam near 25ºN, 75ºW, while the
Independence group sailed near 23º10’N, 72º24’W. Both forces
were later reinforced by combined Latin American-U.S. TF 137
(Rear Admiral John A. Tyree, Jr.), which patrolled the
eastern Caribbean for communist smugglers, aircraft from
Enterprise later providing some air support. On Monday
morning, the 22nd, Enterprise rendezvoused with Independence
north of the Bahamas.
En route toward Cuba, the task
force passed four ships carrying 2,432 dependents evacuated
from Guantánamo, including 1,703 on board Upshur (T-AP-198),
351 in Duxbury Bay (AVP-38), 286 in Hyades (AF-28) and 92 in
DeSoto County (LST-1171). Five Lockheed C-130F Hercules and
a Douglas EC-47 Skytrains flew out an additional 378
evacuees, comprising hospital patients, dependents at
Leeward and “certain other noncombatants.”
Events moved toward
confrontation. Additional evidence indicating the progress
being made by the Soviets in Cuba toward making their strike
forces operational, together with further intelligence
concerning the transfer of arms via communist ships en route
to the island, prompted the JCS to set Defense Condition 3
for all U.S. forces worldwide, at 1900 EDT on 22 October.
The order was issued one hour prior to the President’s
televised speech, affecting all U.S. forces with the
exception of CinCEur (Commander-in-Chief Europe), “which
were put in a military precautionary posture.” On board the
carrier, the captain and those of the crew with “a need to
know” greeted the news with grim determination. The men
worked throughout the rest of the 22nd and into the next
day, arming and preparing their aircraft for what they
anticipated would be operations over Cuba.
Aerial strike planning included
both high-level and low-level options, aimed at gaining air
supremacy and knocking out communist air defenses (AD),
chain of command and infrastructure quickly, so as to be
available to support planned U.S. amphibious and airborne
landings, as part of CinCLantFlt Operation Plans 314-61 and
316-61, the air strikes themselves under the cognizance of
312-62.
By 22 October 1962, 17 submarine
contacts in the western Atlantic and Caribbean had been
prosecuted by the USN, not all of them “good” contacts,
including at least three Foxtrots identified within the
quarantine area, and at 0526 on that date, a Zulu-class boat
was photographed in mid-Atlantic refueling alongside of
Soviet auxiliary Terek. Should the crisis escalate,
Enterprise would certainly be targeted by as many of these
Soviet subs as possible, which “demonstrated a willingness”
to expose periscopes or antennae when in need of
information, but U.S. aerial radars were inadequate for
detection and tracking, requiring the development of
“high-resolution radars” for ASW aircraft.
CNO alerted the Fleet Commanders
to the undersea menace: “I cannot emphasize too strongly how
smart we must be to keep our heavy ships, particularly
carriers, from being hit by surprise attack by Soviet
submarines. Use all available intelligence, deceptive
tactics, and evasion during forthcoming days. Good luck.”
President Kennedy’s televised
conference that evening demonstrated the seriousness of the
situation to the American people, as the President warned
about “continued offensive military preparations” by the
East Bloc. “It shall be the policy of this Nation,” the
Chief Executive declared, “to regard any nuclear missile
launched from Cuba against any nation in the Western
Hemisphere as an attack by the Soviet Union on the United
States, requiring a full retaliatory response upon the
Soviet Union.” For diplomatic reasons, Kennedy also
announced the blockade of Cuba as a “quarantine,” the term
considered less threatening in the already highly charged
political climate, principally since a blockade is
considered an act of war in international law: “To halt this
offensive buildup,” the President told the world, “a strict
quarantine on all offensive military equipment under
shipment to Cuba is being initiated. All ships of any kind
bound for Cuba, from whatever nation or port, will, if found
to contain cargoes of offensive weapons, be turned back.”
The next day, the Soviets placed
their strategic rocket forces on a higher state of alert. On
the evening of 23 October, the President announced that the
quarantine would begin at 1000 EDT on the 24th.
International shipping was advised to avoid the area
The Enterprise and Independence
groups, TGs 135.2 and 135.1 respectively, took station south
of Cuba to enforce the blockade, operating south of the
Windward Passage, between Cuba and the island of Hispaniola
and southward, in the vicinity of 18ºN, 74º30”W. A pair of
destroyers, which rotated with their reliefs during the
crisis, normally escorted Enterprise, though on several
occasions the ship was operating with as many as six.
Enterprise and Independence began alternating continous
advance early warning patrols over the Windward Passage, on
24 October 1962.
A Strategic Air Command B-52
Stratofortress sighted the Soviet tanker Groznyy on 25
October. Playing a game of “chicken” with the Americans, her
master attempted to run the blockade, but when the U.S.
destroyers cleared their guns, the Russians “blinked,” and
following implicit instructions from Moscow, Groznyy came
about. Enterprise obtained a radar contact with the
characteristics of a submarine during the afternoon of the
27th., and dispatched an A-1H to shadow the intruder. The
Skyraider maintained a solid contact over the surfaced sub
until relieved by an E-1B. Shortly after the turnover, the
Russian submerged at approximately 18º50’N, 75º26’W.
When contact was lost the next
day, some nervous moments were spent by the men on board the
ships as TF 135 shifted position to south of 18º N, where
the waters south and southwest of Jamaica provide “ideal”
ASW conditions. Throughout this period, the carriers
prepared for possible submarine attack, conducting evasive
steering and zigzagging, as well as avoiding merchant
shipping whenever possible, the latter capable of radioing
their positions to lurking Russian ships or subs.
Planning continued toward a
probable invasion of, or at the very minimum, strikes
against Cuba, and at 0915 on the 27th, Enterprise recovered
an 10 additional A-4Cs from VA-34, increasing her attack
capabilities. At this point, TF 135 was “exercising
max[imum] mobility because of potential submarine threat
north of Jamaica. For present operating in southern sector
from [Guantánamo Bay].” At 2220 on the 28th, Rear Admiral
Hayward notified CinCLantFlt and CNO that he intended “to
operate ENTERPRISE Group (TG 135.2) within 60 miles radius
of 18-30N, 76-30W,” reaching a point with four destroyers
south-southwest of Jamaica, by midnight.
TG Alpha identified a Soviet sub
on the surface as a Foxtrot class, on 28 October, and three
days later sub No. 911 was forced to the surface after
almost 35 hours of continuous sonar contact, including
active “pinging,” by dogged U.S. crews, the frantic Russians
reaching the limits of human endurance.
Nonetheless, during the days to
come, U.S. and Allied forces succeeded in turning back most
of the communist ships. As “political negotiations” began in
the UN and bilaterally between the U.S. and the Soviet
Union, the quarantine “entered a new phase.” On 28 October,
Khrushchev accepted American terms for a cessation of the
confrontation.
Two days later, as Enterprise was
operating in the vicinity of 18ºN, 80ºW, and Independence
near 16ºN, 78ºW, the President agreed to suspend aerial
surveillance and active quarantine operations, pending the
outcome of UN attempts to secure inspection guarantees and a
“show of Soviet good faith.” Over the following days, the
Russians finally conceded to Allied demands to withdraw
their forces from Cuba.
By Halloween, Enterprise,
accompanied by six destroyers, was steaming in a box within
60 miles of 18ºN, 80ºW. Throughout the first half of
November, she continued to support quarantine efforts, her
aircraft intercepting and trailing, and when appropriate
operationally, photographing vessels of interest.
An Eastern Airlines commercial
aircraft sighted a Soviet sub submerging 69 miles north of
San Juan, Puerto Rico, and another boat, No. 945 was spotted
surfacing on the 6th, rendezvousing with tug Pamir three
days later. Additional submarine contacts were made on the
6th and the 13th, the tempo producing such a strain on men
and machines that it was reported that air readiness could
not be maintained at such a pace. Aircraft approaching
Enterprise not equipped with identifying transponders
increasingly became problematic, CAPs “frequently” launching
to intercept unknown aircraft. One such interception
involved a lost F-8E on 25 November.
The “first sign of relaxation
came on the 14th,” when the JCS removed the global Minimize
order (to reduce lower-level communications to priority
traffic, due to high volumes overloading networks) issued on
21 October, though the “restriction remained within the 15th
Naval District and most of the Western Atlantic.”
Between 4–11 November, Enterprise
and her screen steamed round the western tip of Jamaica,
operating to the northwest of the island, but transited with
four destroyers to just north of the area between Falmouth
and St. Ann’s Bay, Jamaica, during the 14th–15th, before
returning to her more westerly operating area. Enterprise
and Independence operated in a “geographic rectangle” formed
by 18º10’N, 19º30’N, 77ºW and 80ºW, between 16–21 November.
By 15 November 1962, naval
aircraft involved in the Cuban Missile Crisis flew 30,000
flight hours in 9,000 sorties, for a total distance of six
million miles. Sixty-eight squadrons comprising 19,000
sailors participated in the action, and “each of the
carriers had covered a 10,000 mile track.”
The ship orchestrated an unusual
at-sea evolution between the 19th–20th, when VA-34 switched
places with VA-64 (both equipped with A-4Cs) from Enterprise
on to Independence, the Black Lancers then embarking on
board Enterprise. The compliments of both squadrons were
lifted between the carriers by helicopters, a difficult and
dangerous operation.
As the crisis gradually subsided
incidents nonetheless continued, but at about 1845 EDT on 20
November, the Atlantic Fleet was directed to discontinue
operations, returning commands to “normal tasks.” TG 135.1
was “dissolved” on the 22nd, commands subsequently detaching
to return to the U.S., by 20 December.
The capabilities of Enterprise
and her embarked aircraft, flying a daily average of 120
sorties, to project power proved crucial to the successful
resolution of the crisis. She completely dominated the
southern Caribbean, as well as the approaches to Cuba and,
in combination with other forces, prevented East Bloc
reinforcements from penetrating the blockade, all but
neutralizing apparent communist advantages.
However, Enterprise was forced to
remain on station monitoring Soviet compliance with the
agreement to remove weapons from Cuba, and to support the
defense Guantánamo Bay. When the crisis began, the Navy was
“very nearly caught with a disproportionate number of
aircraft carriers out of service for overhaul, and voyage
repairs.”
Carrier Saratoga (CVA-60) lay in
overhaul at Norfolk Naval Shipyard=, which exerted a
“whole-hearted” effort that enabled Saratoga to sail on 16
November, 15 days ahead of schedule. Following an
“expeditious” ammunition loadout and a brief period of
refresher training off Mayport, she sailed to relieve
Enterprise, arriving on station on 5 December.
The crew of the “Big E,” which
spent 49 consecutive days at sea during the crisis, with her
screening destroyers rotating for short in-port periods,
some of only a single day’s duration, was thus given the
chance to spend Christmas with their families. From the
7th–8th, approximately 2,000 officers and men were heloed to
“the beach” for leave and liberty, due to rough weather.
Enterprise received notification
of her assignment to relieve Lexington (CVS-16) on 15
December, though the crisis abated sufficiently that it was
not necessary to return to war stations before the New Year.
During his first weekly summary
to Admiral Dennison following the quarantine, Vice Admiral
Ward remarked: “Again the United States had turned to
seapower to wield the iron fist in a velvet glove and again
the Navy and ships of the Atlantic Fleet had shown this
confidence was not misplaced.”
The ship again put to sea between
18–21 December, conducting suitability trials off the
Virginia capes for Grumman A-6A Intruders and Grumman E-2A
Hawkeyes. On the 19th, Lieutenant Commander Lee M. Ramsey
flew a Hawkeye off Enterprise in the first shipboard test of
nose-tow gear designed to replace the catapult bridle and
reduce launching intervals, and was followed a few minutes
later by the second nose-tow launch, by an Intruder.
After spending Christmas and New
Year’s at Norfolk, Enterprise sailed on 28 January 1963 for
air wing refresher training in preparation for her second
Med deployment. During this four day period underway, she
hosted Senators Barry M. Goldwater, R. Ariz., himself a
pilot and major general in the Air Force, and Milward L.
Simpson, R., Wyo., together with Governor Albertis S.
Harrison, Jr., D., Va. Senator Goldwater donned a Navy
pilot’s “G” suit, launching from the ship “with ease.”
On 6 February 1963, Enterprise
sailed from Norfolk, with VAW-33 Det 65 (Douglas EA-1F
Skyraiders) augmenting CVG-6. The next afternoon, she
rendezvoused with guided missile frigate Bainbridge
(DLG(N)-25) off the coast of North Carolina, the first such
rendezvous at sea between nuclear-powered ships, part of
some 21-ships of TF 25 (Rear Admiral Hayward, embarked in
Enterprise) transiting the Atlantic for their deployment to
the 6th Fleet. Largely devoted to training exercises in the
tactics of formation steaming and inter-ship communications,
the transit also provided ample opportunity to demonstrate
the advantages of nuclear-propulsion, as the formation was
forced more than once to slow or reverse course to enable
conventionally-powered ships to refuel while encountering
the “rough and unruly Atlantic.” Enterprise and Bainbridge,
however, steamed eastward unimpeded.
Near the west coast of Africa
south of the Azores, a flight of Soviet Tupolev Tu-95 Bear
long-range reconnaissance aircraft “buzzed” TF 25, but alert
tracking by Bainbridge’s Combat Information Center (CIC)
detected the intrusion at a comfortable range, warning the
flagship. However, one of the Bears continued on, overflying
the carrier.
Inchopping into the fleet’s AOR
as she “swept past” Gibraltar on the 16th, Enterprise
conducted additional training before relieving Forrestal on
station at Pollensa Bay, Mallorca, Balearic Islands. Due to
the lack of facilities at Pollensa for handling a ship as
large as Enterprise, whenever visiting she normally anchored
southeast of and close to Isla de Formentor, in order to
gain some protection from the elements from Promontorio del
Formentor.
Following turnover she made her
first port call of the deployment, to Cannes, on 25
February–3 March. En route the force encountered heavy seas,
Bainbridge recording 35º–40º rolls, though the carrier rode
out the swells relatively more comfortably compared to her
lighter consorts. During two of her three visiting days at
Cannes, Enterprise hosted over 3,000 visitors, including
U.S. Ambassador to France Charles E. Bohlen, and the mayor
of Cannes, before weighing anchor on 4 March, for exercises
with other NATO units.
Between 11–18 March, Enterprise
called on Piraeus, the port for Athínai, Greece, where King
Paul I Oldenburg and Queen Frederica of Hanover, together
with members of the Greek Royal Family, visited the ship,
before getting underway for a period of “joint USN task
force operations in the Crete area,” known as MedLandEx, an
amphibious landing exercise at Timbakion, Crete. Under the
overall command of TF 61, she provided CAS and AAW
protection for Allied forces, between 19–21 March. Following
the exercises she visited Palermo, Sicily, from the
23rd–31st, anchoring out for the crew for liberty boat
excursions ashore.
The ship then operated in the
eastern Med, 1–7 April, participating in RegEx, a combined
nuclear strike, ASW and AD exercise conducted off southern
Italy, Greece and Turkey, under the command of TF 60,
2nd–3rd. Following RegEx, Enterprise visited Naples (8–15
April), where she participated in a one day aerial
demonstration for ranking members of the NATO Defense
College, on the 8th, including simulated attack runs by
aircraft from VA-64.
The carrier then operated in the
eastern Med, 15–19 April, before heading on to Cannes, where
she called from the 21st–29th. Cutting the visit short on
the morning of the 28th, “in anticipation of a possible
Middle East crisis,” Enterprise sailed from France,
participating in Fair Game, Phase Bravo (Alpha was cancelled
due to the same “unsettled conditions in the Middle East”),
a “NATO-wide” exercise in the area near Corsica and southern
France, operating with carriers Saratoga and the French
Clemenceau (R.98), also under TF 60, 5–10 May.
Enterprise returned to Cannes,
11–20 May, where Rear Admiral William I. Martin relieved
Rear Admiral Hayward as ComCarDiv-2, breaking his flag on
board, on 17 May. The ship stood out again for steaming in
the eastern Med, including ORI, from the 19th–26th. On 25
May, she passed 100,000 miles of steaming since
commissioning.
The carrier then visited Corfu,
Greece (27–30 May) after which she steamed to Taranto, Italy
(31 May–3 June). Enterprise then took part in “Chick’s
Charge,” an exercise conducted with Bainbridge to
“investigate sustained high speed tactics for nuclear
powered surface ships,” 3–7 June, upon the conclusion of
which they visited Ródhos, Greece, 8–11 June.
During MedLandEx III, an
amphibious landing exercise at Kavalla, Greece, Enterprise
supplied CAS and AAW protection for the landings, 12–15
June. She then crossed the eastern Med and visited Beirut,
Lebanon, where the annual Administrative Inspection was also
accomplished, 19–24 June.
Underway on the 24th, Enterprise
steamed westward, conducting additional training en route,
including recording her 20,000th landing, on 26 June, before
calling on Genoa, Italy (1–8 July). Following further
steaming in the eastern Med (7–12 July), the ship again
visited Cannes (14–22 July). On the 23rd, Under Secretary of
the Navy Paul B. Fay, Jr. “spent several hours [on] board
while the ship demonstrated her capabilities as a mobile
striking power.”
Afterward the ship visited
Naples, 2–10 August. Enterprise next operated in MedLandEx
IV, providing CAS and AAW protection for an amphibious
landing exercise, this time off southern Sardinia, 11–14
August. Upon completion of MedLandEx IV, she sailed
westward, calling upon Barcelona, Spain, 15–22 August. After
a week in Barcelona, Enterprise stood out and rendezvoused
with cruiser Long Beach (CG(N)-9) in the western Med, on the
23rd, the first meeting of the two ships.
Enterprise steamed to Pollensa
Bay, turning over to Independence on the 24th, and
outchopping two days later for home. En route her return,
she fell under the command of TF 26, arriving at Pier 12,
NOB Norfolk, on 4 September.
At one point during a very dark
night, an alert sounded at about 2100, and the men of VFP-62
Det 65 scrambled aloft a “Photo Crusader,” discovering in
the process that it was an exercise, their target Saratoga.
Preceded by a Vigilante, the photo crew swept over the
“enemy” carrier at 0030, photographing her with photo flash
bombs. Returning to Enterprise, they secured by 0230,
successfully demonstrating their versatility. Many of the
men of Fighting Photo during this deployment had also
participated in the Cuban Missile Crisis, considered “a very
seasoned crew.”
Back at Norfolk on 5 September,
Enterprise remained in port for her post-deployment
stand-down and upkeep through 1 October. She then alternated
periods in port with exercises at sea with the 2nd Fleet.
While underway during 28 October–8 November, Enterprise
hosted students from the Armed Forces Staff College,
National War College and the Naval War College.
Enterprise operated with
Forrestal in StrikEx I, a combined strike, ASW and AD
exercise conducted in the southeastern U.S., under
ComCarDiv-2, 4–6 December. This was followed by steaming off
the Virginia capes, where she conducted her
Administrative/Material Inspection, 12–13 December, and ORI,
20–23 January 1964. Also on the 20th, she hosted Secretary
of the Navy Paul H. Nitze.
On 8 February 1964, Enterprise
again set sail from Pier 12, NOB Norfolk, for the 6th Fleet,
transiting the Atlantic eastbound under the command of TF
25. Supplementing CVW-6 was VAW-33 Det 65 (EA-1Fs).
Chopping to Com6thFlt on 19
February, she entered the Med on the 22nd, reaching Golfo di
Palma, Sardinia, and turning over with Independence. Almost
immediately the “Big E” became involved in exercises with
Com6thFlt, while assigned to TF 60. During Early Bird, 24–26
February, Enterprise furnished CAP and strike aircraft both
to protect and to oppose the transit of a NATO convoy in a
major exercise. Early Bird began with a Fleet Conference in
Soudha Bay on the 24th, attended by participating ships,
including Enterprise, which anchored out in the bay.
On the evening of 25 February,
Enterprise assisted the Finnish freighter Verna Paulin,
which had signaled for help, telling of a crewman injured in
a fall. Enterprise made a high speed run through the night
to rendezvous with the ship. A Tracer from VAW-12,
Lieutenant Marshal W. Jones, Ensign Matthew M. Cushing,
Lieutenant (jg) Charles E. Murray and AMH1 Dow, launched to
assist. Murray gave radar vectors to a helo carrying a
flight surgeon from the carrier, who was put on board the
vessel before sunrise, a dangerous evolution hampered by
darkness. All received commendations from Rear Admiral
Martin.
Enterprise and her crew stood out
from Soudha on the 28th, for a visit to Istanbul, Turkey,
5–11 March, where they also anchored. Following their visit
the officers and men of the ship and her embarked air wing
participated in RegEx 1-64, 11th–14th, tasked with a
combined strike, ASW and AD exercise conducted in Turkey and
Italy, concluding this period by contributing to the Cyprus
Patrol, taking station as a result of “the unsettled
political situation that existed on the island,” 14–21
March.
During this period, Enterprise
was joined by Amphibious TF 61, whose sailors and marines
had “been at sea for several weeks with no prospects of
hitting a liberty port in the near future.” On 17 March, the
“Big E” hove to near TF 61, and the men of Enterprise plied
her boats back and forth all day to enable liberty parties
to “visit the carrier. Hanger decks were set up for athletic
events, and all of the ships stores and soda fountains were
opened. In addition, an aerial firepower demonstration was
staged to “show these men the type of support they could
expect if ever the time came that they might need it.”
Enterprise’s embarked pilots had
the opportunity to make simulated conventional strikes
against ground and naval targets in southern France during
Lafayette V, a bilateral exercise with the French, 26–27
March. Upon completing the exercise Enterprise visited
Cannes, 28 March–6 April.
Between 1 October 1963 – 31 March
1964, Enterprise steamed 26,073.2 miles, achieving her
28,000th arresting landing on 12 March. Lieutenant “Red”
Potts of VAW-12 approaching for a landing on 5 April, the
ship’s 30,000th, but was waved-off for short interval and
“CAG got the landing instead.”
As April began, Enterprise found
herself as flagship for TF 60. She made a grueling
replenishment with store ship Rigel (AF-58) on the 6th, the
men of the two ships breaking existing 6th Fleet cargo
transfer records by passing 194 tons of provisions per hour
to the carrier, 600 tons all told.
Enterprise continued to operate
near Italy throughout the month, visiting Naples, from 13–20
April, where they put on two air shows, on the 13th and the
20th, as well as hosting students from the NATO Defense
College during the former and officers from the Air War
College during the latter.
On 24 April Enterprise again
received Secretary of the Navy Nitze, on an extended tour
observing naval forces in Europe. The “Secretary had hardly
been piped off” then Vice Admiral Paul H. Ramsey, AirLant,
came on board for two days. Enterprise proceeded on to
Genoa, 27 April–4 May. On 5 May Enterprise aircraft
furnished CAS for an Italian Army exercise conducted in the
Po River valley.
The high pace of operations on
the 5th included a near tragedy, avoided by the quick
reactions of responders. At 1023, Lieutenant Commander
Jerrold B. Chapdelaine, pilot and AE1 Clifton N. Stringer,
bombardier/navigator, VAH-7, launched in their A-5A, Bureau
(Serial) Number (BuNo.) 148931, for a dual mission as duty
tanker and for practice bombing. The weather was calm,
moderate sea state, with a fresh breeze. At approximately
1132, Chapdelaine began a high angle loft maneuver using a
smokelight as the target. After passing approximately the
vertical position, he noted unusual rolling and yawing
tendencies and selected maximum afterburner. As the nose
passed through the horizon, he attempted to roll upright,
but the Vigilante entered uncontrolled flight. Unsuccessful
at attempts to recover, the crew ejected after passing an
indicated altitude of 2,500 feet, hitting the water about
four miles from the carrier. Plane guard destroyer Kenneth
D. Bailey (DDR-713) rescued Chapdelaine and a Kaman UH-2A
Seasprite, Lieutenant (jg) Christopher R. Thomas, Ensign
David C. Shelby, Airman J.S. Mitchell and Airman G.S.Fox,
from Helicopter Utility Squadron (HU)-2 Det 65, flying the
starboard plane guard position, retrieved Stringer, whose
condition prompted Lieutenant (j.g.) Thomas to elect to
depart immediately for the ship, so that Airman Mitchell,
who had entered the water to assist the injured
bombardier/navigator onto the rescue seat, had to be
recovered by the destroyer.
Following that exercise,
Enterprise put into Cannes for a port visit, 9–13 May. Upon
getting underway, it was revealed that “the anchor shank had
broken and the major part of the anchor remained
unrecoverable on the bottom of the bay.”
Meanwhile, Long Beach and
Bainbridge sailed for the Med on 28 April, accompanying
carrier Franklin D. Roosevelt (CVA-42). Making their
eastbound transit at high speed, the ships trained in ECM
tactics, entering the Med in the dead of night on 10 May.
The ships steamed to Pollensa Bay, Mallorca, where they held
a turnover conference, before departing for their deployment
and participation with Enterprise in Operation Sea Orbit.
Enterprise rendezvoused with Long
Beach and Bainbridge on 13 May, forming Nuclear TF 1 (Rear
Admiral Bernard M. Strean), the world’s first
nuclear-powered task force. Also the only NTDS-equipped and
nuclear-powered ships in service, they began a unique series
of evaluations and tests to determine the efficiency of
their systems working together, through 22 July.
The task force participated in
Fairgame II, 13–22 May, a strike, ASW and amphibious
exercise off southern France and Corsica, Enterprise also
attending a fleet conference at Rade de Salins, France, on
the 16th.
The ship’s size and nuclear
propulsion enabled Enterprise to carry greater quantities of
fuel and cargo then hitherto possible, and she continued to
break existing records. Halfway through Fairgame II, she
rendezvoused with oiler Mississinewa (AO-144) for an
underway replenishment on the busy day of 16 May.
Mississinewa transferred 437,000-gallons of JP-5 jet fuel
per hour to Enterprise, another 6th Fleet record for the two
ships. On the 22nd, Enterprise set a pumping record when her
aircraft were fueled with 309,612-gallons of JP-5 in 24
hours.
Bainbridge entered Naples on 7
June, to pick up 87 midshipmen for their Summer Cruise. All
but 14 were subsequently transferred by helicopter and high
line to Enterprise and Long Beach.
While at sea later in June, TF 1
operated with three U.S. attack submarines, including
Seawolf (SSN-575), another unique dimension to their
experiences. Being matched against an actual nuclear-powered
opponent, as opposed to simulations, challenged crews in ASW
tactics.
Lieutenant Christopher R. Thomas,
HU-2 Det 65, affected the first night autorotation of a
helicopter to the flight deck of an attack carrier on the
night of 16 July. Thomas was flying an UH-2A when his
Seasprite experienced complete engine failure over the deck
of Enterprise, Thomas and his crew recovering safely.
Additional ports visited during
her cruise included Cannes, 23–28 May, Genoa, 29 May–3 June,
Naples, 13–15 June, Palermo, 15–18 June, Taranto, where an
admiral’s reception for Italian officials was held, 19–24
June, Barcelona, 3–8 July, Palma, Mallorca, 10–15 July,
Naples, 23–27 July and Pollensa Bay, Mallorca, where she
turned over to Forrestal on the 29th.
On the evening of 20 July, one of
the ship’s company, ABH3 J.M. Davis, was blown overboard
from Enterprise. HU-2 crew Ensign Verne P. Giddings, Ensign
Dennis C. Rautio, ADJ3 J.V. Tomlin and ADR3 J.A. Lukens,
immediately proceeded to the port side of the ship in their
Seasprite and hoisted Davis aloft in barely two minutes.
Embarked on board the carrier for
Operation Sea Orbit was CVW-6 (VA-64, VA- 66 and VA-76
(A-4Cs), VA-65 (A-1Hs and A-6A Intruders), VF-33 (F-8Es and
F-4Bs) and VF-102 (F-4Bs), VAH-7 (A-5As), VFP-62 Det 65
(RF-8As), VAW-12 Det 65 (E-1Bs), HU-2 Det 65 and VRC-40 Det
65 (two C-1As).
Readying his men and their ships
for Sea Orbit, Rear Admiral Strean noted: “We will test the
ability of these new ships…around the world…This cruise will
be of tremendous importance to the Navy.” Planning for the
epic cruise included the novel experiment of foregoing
underway replenishments, primarily to test the feasibility
of the concept of nuclear-powered ships’ survivability and
flexibility in the event of a global conflict with the
Soviet Union, as basing rights would be reduced by changes
in the political climate or enemy attacks, if not entirely
unavailable.
However, achieving such an
unorthodox goal required massive provisioning prior to
departure. Enterprise thus again came alongside of Rigel for
provisioning, in the western Med, at 0500 on 30 July.
The route for Sea Orbit would
take the ships down the western coastline of African, round
the Cape of Good Hope, across the Indian and Pacific Oceans,
round the Cape of Good Horn at the tip of South America and
up along the Atlantic coastline of the latter continent to
home.
“Part of our mission,” Rear
Admiral Strean later explained, “is to test the ability of
these ships to maintain high speed indefinitely while
operating in all kinds of sea and weather environments.”
Sustained steaming in the open sea throughout the cruise was
usually accomplished at a speed of advance (SOA) of 22
knots, modified as needed for shipping and navigational
hazards. However, under “the weather conditions
encountered,” this SOA proved “extremely conservative.”
During the transit between New Zealand and Cape Horn, TF 1
maintained “with ease” an SOA of 25.56 knots, and there was
never a time during the cruise where “a speed of 30 knots
could not have been maintained.”
At 1430 on 31 July, Enterprise,
Long Beach and Bainbridge began their epic cruise by
westerly passage through the Strait of Gibraltar. Chopping
to the Atlantic Fleet they became TF 1 (Rear Admiral
Strean), before putting into Rabat, Morocco, for their first
port visit.
VRC-40’s Traders supported TF 1
throughout the cruise by providing mail, cargo and passenger
service, VIP passengers including numerous high-ranking
dignitaries from countries visited along the route, as well
as sailors requiring emergency leave.
From Rabat the ships sailed
southward down the Atlantic coastline of Africa, arriving
off Dakar, Senegal, on 3 August, where Enterprise hosted a
Senegalese delegation, led by Emile Badiane, Minister of
Health, Education and Welfare, Colonel J.A. Diallo, Acting
Minister of Defense, and French Contre-Amiral Gabriel M.
D’Oince, Commandant, South Atlantic Naval Zone.
The ships next sailed for
Freetown, Sierra Leone, arriving off that port “under partly
cloudy skies” on the morning of the 4th, then continuing on
to a position off Monrovia, Liberia, during the afternoon.
At 0606 on 6 August 1964,
“Neptunus Rex and his court arrived on board all ships of
Task Force One...” as Enterprise crossed the equator for the
first time, at 00º latitude and 00º longitude. Although the
ceremonies were interrupted by a CAP launch to intercept “an
off airways radar contact,” the pilots were able to return
“in time to be initiated into Order of Golden Shellbacks.”
Altogether “over 4,300 men were elevated from the rank of
Pollywog to that of Shellback.”
On the 10th, by which point the
crews had changed to Blues with the lower temperatures, TF 1
rendezvoused off the Cape of Good Hope with South African
destroyer Simon van der Stel (D-237) and frigate President
Steyn (F-147). Two Avro (Hawker Siddeley) Shackleton M.R.
Mk. 3s provided “close” ASW support while the ships
exchanged 19 gun salutes.
Rear Admiral Strean visited Simon
van der Stel, flagship for Rear Admiral Hugo H. Biermann,
Chief of Staff, South African Navy, via her embarked Bristol
(Westland) Wasp HAS.Mk 1 helo. Rear Admiral Biermann,
Commodore Fougstedt, Deputy Chief of Staff, Plans and
Operations, and Sub Lieutenant Hornivall, together with U.S.
Commander R. Alford, returned the call. An exchange of
honors and an air demonstration began a tradition of
friendship and cooperation between the South African Navy
and Enterprise. The then headed through the Mozambique
Channel along the east coast of Africa into the Indian Ocean
(IO).
Arriving off Nairobi, Kenya, on
15 August, a party of 12 Kenyans, led by U.S. Ambassador to
Kenya William H. Atwood, Peter M. Koinage, Minister of State
for Pan-African Affairs, and James Gichuru, Minister of
Finance and Economic Planning, flew on board, witnessing an
aerial demonstration. Adding to the pass in review portion
was the loading of missiles into battery on board Long Beach
and Bainbridge as they passed Enterprise, which “seemed to
impress the visitors very much.”
Shifting into Whites as they
continued onward, the force arrived off the West Pakistani
coast on 20 August, a “hot and humid day.” That morning, a
UH-2A, BuNo. 149027, Modex #12, Lieutenant Commander James
T. Denny, pilot, Lieutenant John D. Chilcoat, co-pilot,
AMSCA Charles E. Reynolds and ADR3 Robert A. Schiele, lost
power and crashed about one and one half miles from the
carrier’s bow, rolling to port. Long Beach, preparing to
launch No. 61, her UH-2B, HU-4 Det 43, for a scheduled
personnel transfer, supplemented Enterprise’s alert helo,
No. 1. All four survivors, uninjured in the mishap, returned
to the carrier within minutes, No. 1 picking up Denny,
Chilcoat and Reynolds, while No. 61 hoisted Schiele aloft
from their rafts. Meanwhile, No. 12 remained inverted, and
Bainbridge lowered a motor whaleboat, which took the helo in
tow and brought it alongside Enterprise, whose divers passed
a wire cable around the rotor hub. The line parted during
the attempted recovery by crane, however, and the Seasprite
sank in 40 fathoms.
Enterprise and her consorts then
rendezvoused with three Pakistani naval vessels under the
command of Commodore Salami, for exercises. Afterward, three
Pakistani destroyers escorted the force into Karachi, West
Pakistan, for the first port visit of the cruise. “Difficult
boating conditions” caused by six–eight foot swells from the
monsoon season restricted shipping, however, permitting only
Bainbridge to enter the port and forcing Enterprise and Long
Beach to anchor “several miles out.” After a two day stay in
Karachi (20–22 August), TF 1 stood out on the 22nd,
launching 33 jets for an aerial demonstration over Karachi
and Mauripur airport, before proceeding on a southerly
course along the west coast of India. The ships crossed the
equator for the third time on the 26th, then making for
Fremantle, Australia, but steering “well clear of
Indonesia.”
Enterprise launched one F-8E and
an F-4B “condition CAP” for a “high flying and fast moving
radar contact,” on 25 August. Some 32 miles from the carrier
and at an altitude of 44,000 feet, the aircraft intercepted
a British Hawker Siddeley Vulcan medium bomber, being
vectored prior to recovery to another target that turned out
to be a commercial transport, 95 miles from TF 1.
By the following day, the ships
were 500 miles southwest of the northern tip of Sumatra,
steaming on a southeasterly heading, when they received
message traffic concerning a British Royal Navy (RN) force,
consisting of carrier Victorious (R-38) and her two escorts.
Two days later, while south of
Indonesia, the U.S. ships passed within 160 miles of the
British, who were steaming south-southeast, having just
transited the Sunda Strait, where they were overflown by
Indonesian Tupolev Tu-16KS Badger Bs.
On this date, Enterprise also
intercepted an Indonesian Badger, which “turned back.” The
two forces began an AD exercise, the men of Enterprise
pitting their skills against those of Nos 801 (Hawker
Siddeley-Blackburn Buccaneer S.1s), 814 (Westland Wessex
HAS.1s), 849A (Fairey Gannet AEW.3s) and 893 (Hawker
Siddeley-DeHavilland Sea Vixen FAW.1s) Squadrons.
The last day of August found
Enterprise west of Australia. A party of 24 visitors, led by
O.T. Mayfield, U.S. Consul General, Frederick C. Chaney,
Minister, Royal Australian Navy (RAN), David Brand, Premier,
Western Australia, Sir Frederick Samson, Lord Mayor of
Fremantle, and Charles J.B. Veryard, Lord Mayor of Perth,
landed on board the ship via COD, at 0900.
During the afternoon, a beach
flyover by 24 aircraft was made above Perth and Fremantle,
and an air firepower demonstration was performed for “a
large and highly enthusiastic crowd,” the aircraft arriving
“at exactly the minute advertised.”
On 2 September, Enterprise
launched a refresher training flight of 14 jets and eight
propeller driven aircraft, advance liaison team members
departing with this launch to land at Melbourne. This also
marked the first time that nuclear-powered ships sailed in
the south Pacific.
At 0836 the next day, a party of
24 visitors from the city, led by Rear Admiral T.I.
Morrison, Deputy Chief of Naval Staff; Air Vice Marshall
C.T. Hannah, Deputy Chief of Air Staff; Henry E. Bolte,
Premier, Victoria; John F. Rossiter, Minister of Education,
Victoria; Leo Curtis, Lord Mayor, Melbourne; and Captain
James D. Mooney, U.S. Naval Attaché.
Meanwhile, Enterprise steamed
south of Melbourne, performing an aerial demonstration by 33
jets. Two formation flybys by 24 aircraft were later staged
over the Australian War Memorial and over Melbourne.
Bainbridge, meanwhile, visited Fremantle, 31 August–2
September, and Long Beach, Melbourne, detaching at 1220 on
the 3rd, and getting underway again at 1100 on 5 September.
Enterprise arrived off Sydney on
4 September, staging an aerial demonstration, “one of the
best performed during the cruise.” At 0830, 22 dignitaries
arrived on board via COD, led by Sir Garfield E.J. Barwick,
Chief Justice of the High Court of Australia; J.D. Anthony,
Minister for Interior; Rear Admiral A.W.R. McNicholl, Flag
Officer Commanding, East Australian Area; Rear Admiral O.H.
Becherk, Flag Officer Commanding, Fleet; Peter Howson,
Minister for Air; Air Marshall Sir Valston Hancock, Chief of
Air Staff; and Lieutenant General Sir John Wilton, Chief of
General Staff. The ship pulled into Sydney later in the day
to a tumultuous welcome, as an “estimated crowd of 100,000
persons jammed the fleet landing and the cliffs overlooking
Sydney Harbor,” and upward of 200 vessels following her in.
Australian frigate Derwent (F.22)
temporarily relieved Long Beach and Bainbridge as escort and
plane guard for Enterprise. Captain R.C. Swan and his crew
received a “Well Done” message by Rear Admiral Strean for
their seamanship as the two ships worked together.
Enterprise anchored for a three
day visit to the city, during their stay the crew being
honored by the visit of Australian Prime Minister Sir Robert
G. Menzies and Lady Menzies. And the exchange continued
after the visit, as through the efforts of AOMC B.A. Juel,
VA-76, a kangaroo was obtained from the Sydney Zoo for the
zoo in Norfolk. A total of 9,316 people visited the ship,
and her crew reciprocated with 8,203 liberty calls ashore,
not a single incident being reported by the Superintendent
of Police, the Sydney Herald noting “…this was extraordinary
considering the large complement of men.”
Getting underway during the
morning watch, at 0526 on the 7th, the carrier proceeded to
New Zealand waters, but not before an additional flyover was
performed later in the morning. Although weather conditions
prevented the mass flyover above Canberra, the nation’s
capital, a lone F-4B penetrated the overcast for some
members of the government, as there was “much interest in
this aircraft in Australia.” The entire flight then
proceeded to Sydney, where the men overflew the War
Memorial, Nowra Air Training Base, Richmond, and “the famous
bridge.”
En route to New Zealand, a large
radar contact rapidly approaching the ships suddenly split,
eliciting a CAP launch, though upon interception turning out
to be a New Zealand Canberra and an Australian Handley Paige
transport.
A frontal system accompanied the
ships from Australia, descending upon Wellington with gale
force winds in the afternoon of the 8th. Nonetheless, some
official visits were arranged, and New Zealanders hosted
those going ashore. “Here, as in Australia, the hospitality
shown to the Task Force was overwhelming.”
A dinner reception ashore for TF
1 officers was attended by high ranking New Zealanders,
including Sir Peter Phipps, Chief of Defense Staff and Rear
Admiral R.E. Washbourn, Chief of Naval Staff, and their
wives. Underway the next morning, the ships rendezvoused
northwest of South Island, skirting the front for milder
weather.
A party of 32 New Zealand
dignitaries arrived on board via COD at 0900 on 9 September,
including Keith J. Holyoake, Prime Minister, Air Commander
T.F. Gill, Assistant Chief of Air Staff, T.P. Shand,
Minister of Labor, A.R. Kinsella, Minister of Education, Dr.
D.A. Cameron, Australian High Commissioner and Dean of
Diplomatic Corps and H.B. Powell, U.S. Ambassador, New
Zealand.
The group witnessed “…what was
undoubtedly the most spectacular aerial firepower
demonstration of SEA ORBIT,” prompting Prime Minister
Holyoake to comment that “…The U.S. is the greatest lover of
peace and the greatest hater of war…” In addition, New
Zealanders were hosted on board the cruiser and frigate.
Upon departure, CVW-6 staged a farewell flyby over
Wellington. Long Beach and Bainbridge visited Wellington,
8–9 September.
The voyage east from New Zealand
began with eight foot seas and a quartering 25 knot wind,
cloudy skies accompanying them “all the way to Cape Horn,”
including “non-persistent” light snow. From 9–17 September,
the men of TF 1 did not see land while transiting the south
Pacific, becoming “Golden Dragons” when they crossed the
International Dateline (IDL) on 10 September, experiencing
“two Thursdays.”
Six days later, a frontal
condition pursuing the ships from New Zealand finally
“brushed past” overnight, rocking the vessels with 14 foot
swells, Long Beach recording a 41º roll. Enterprise steamed
from Wellington, New Zealand, to Cape Horn, 5,223 miles, in
just eight days, 12 hours and 24 minutes, a considerable
achievement for her crew.
“It was cold and overcast when
the Captain announced to all hands that the Cape stood off
the port beam,” seven and one half miles away, at 1250 on 17
September. The snow-capped heights of Cape Horn,
traditionally the nemesis of mariners, rise ominously 1,400
feet out of the sea, but “presented little challenge” to the
carrier as she rounded “the Horn,” preceded by Long Beach
and then Bainbridge. Soon after clearing Cape Horn, however,
they encountered 18-foot seas and 41-knot winds.
Enterprise’s great size and seakeeping qualities, however,
served her well, as she recorded a maximum roll of 10º, Long
Beach took one at 30º and Bainbridge 27º.
Enterprise’s next underway visit
by foreign dignitaries occurred as she steamed off Buenos
Aires, Argentina, and Montevideo, Uruguay. At 0830 on 21
September, 31 guests from Buenos Aires, landed on board via
COD, led by Brigadier General Manuel C. Soria, Chief
Military Staff of the President, Ricardo Illio, General
Secretary to the President, Dr. Luis A. Caeiro, Technical
Secretary to the President, Palmiro Bogliano, First Vice
President, House of Representatives and Edwin M. Martin,
U.S. Ambassador, Argentina.
An air firepower demonstration
was conducted, “Chilly temperatures and strong winds did not
diminish the warm greeting they received” from the officers
and men of Enterprise and CVW-6.
During the afternoon watch,
beginning at 1553, the ship hosted a party of 23 guests from
Montevideo, led by Dr. Washington Beltran and Dr. Carlos M.
Penades, National Councilors of Uruguay; Don A. Tejera,
Minister of the Interior; and Dr. Hector P. Reyes,
President, Senate Committee on Internal Affairs, the
dignitaries witnessing the second “sound splitting” aerial
demonstration of the day by the ship’s embarked wing.
Experiencing “warm sunshine” on
the 23rd, TF 1 reprised it’s performance of the previous day
off the entrance to the harbor of Rio de Janeiro, Brazil,
for 28 VIPs from the cities of São Paulo and Santos, headed
by Governor Adhemar Pereira de Barros; General Amauri Kruel,
Commander, 2nd Army; Laudo Natel, Vice Governor, Sao Paulo;
Major General Marcio de S. Melo, Commander, 4th Air Zone;
and Dr. Ciro Albquerque, President, Legislative Assembly.
The crew donned Whites for the occasion, their first chance
to do so since they leaving Pakistan.
Enterprise and her consorts then
proceeded into Baía de Guanabara, Rio de Janeiro. In column
1,000 yards apart, the ships passed Sugarloaf Mountain and
the statue of Christ the Redeemer, greeted by thousands of
Brazilians thronging Copacabana Beach. Enterprise fired a 21
gun salute before dropping anchor, at 1330, answered by a
Brazilian Army shore battery, a Forca Aerea Brasileira
“flying team circling over the three ships in a series of
precision maneuvers” in NA-72s, North American AT-6 Texans.
After entering port, Rear Admiral
Strean paid visits to Brazilian officers, including Vice
Admiral Zilmar C. de A. Macedo, CinCFlt, Vice Admiral Levy
P.A. Reis, CNO, and Vice Admiral Sylvio M. Moutinho,
Commander, 1st Naval District, General Tenante B.E.
Fleuriss, Chief of Staff, Air Force, and General Decio P. de
Escobar, Chief of Staff, Army, together with Rear Admiral
Edward E. Colestock, Chief, U.S. Naval Mission.
Rear Admiral Strean met Vice
Admiral Macedo on board Brazilian light cruiser Tamandaré
(C-12), formerly USS St. Louis (CL-49). All of these men,
including Lincoln Gordon, U.S. Ambassador, Brazil, and his
wife, were also among the 2,668 visitors to Enterprise
during this stay.
Leaving Rio at 0700 on the 25th,
an entourage of 54 led by Brazilian Vice President Jose M.
Alkimin, Vice Admiral Reis, Vice Admiral Batista, Minister
for the Navy, Admiral Waldemar de F. Costa, Secretary
General, Navy, General Pery C. Bevilaqua, Chief of Staff,
EMFA (JCS), General Palmeiro de Escobar, Chief of Staff, Air
Force and Vasco L. da Cunha, Minister of External Relations,
arrived on board two hours later for an aerial firepower
show, a beach flyover by 37 aircraft being carried out.
Two days later while passing
Recife, the task force rendezvoused with Brazilian destroyer
Araguaia (D-14), transferring the nine Brazilian officers
who had stayed on board as observers to her.
The same performance at Rio was
repeated for a delegation of 24 from Recife, landing on
board at 0845, its senior members being General Manoel P. de
Lima, representing Paulo Guerra, Governor, Pernambuco
(State). A group flyover was conducted during the afternoon
watch, at 1315, the ships also performing a two hour
firepower demonstration.
During this launch, however,
Flare 709, an A-5A (BuNo 147863), Lieutenant Commander John
C. Tuttle, pilot, and Lieutenant (jg) David R. Sharp,
bombardier/navigator, VAH-7, experienced hydraulic system
failure about 17 miles from the ship. Both Sharp and Tuttle
ejected; a searching E-1B spotted the men in their life
rafts, at 1432, vectoring in a UH-2A, Lieutenant G.R.
Thomas, pilot, HU-2 Det 65, from Enterprise, that pickedup
both men at 1447.
Shortly after leaving Brazil,
Enterprise and her consorts crossed the equator for the
fourth time in less than two months.
Arriving off San Juan, Puerto
Rico, TF 1 performed its last at-sea demonstration of the
cruise, but for an American audience led by Solis S.
Horwitz, Assistant Secretary of Defense for Administration
and Jeffrey C. Kitchen, Assistant Under Secretary of State
for Political-Military Affairs. The group, including members
of the Departments of Defense and State and press
representatives, remained on board overnight, being flown
back on the 2nd. Following the show, Bainbridge sailed for
Charleston, S.C., seen off by the Enterprise band’s
rendition of “Carolina in the Morning.”
Sea Orbit ended just after 1500
on Saturday, 3 October 1964, when Enterprise and Long Beach
reached Norfolk, and Bainbridge reached Charleston.
Secretary Nitze, Admiral David L. McDonald, the Chief of
Naval Operations, and Vice Admiral Ramsey, AirLant, came on
board Enterprise via helo to inspect the ship and her crew.
During welcoming remarks, CNO complemented the crew: “You
look magnificent!” Enterprise and her consorts had completed
the circumnavigation of the globe “with no external
assistance of any type, save God” in 65 days, steaming 30,
216 nautical miles without fueling or provisioning, hosting
VIPs from 15 countries, crossing the equator four times and
making port visits on three continents. Sea Orbit served to
validate the global power projection capabilities afforded
by nuclear propulsion coupled with modern communications and
aviation systems. Rear Admiral Strean afterward noted that
at any time during the cruise, TF 1 “could have been
diverted to any other maritime area of the world without
logistical considerations and could have been ready for
immediate operations upon arrival.” Rear Admiral Strean
latter reflected that Sea Orbit demonstrated conclusively
“the special global mobility and self-sufficiency of nuclear
powered surface ships…”
TF 1 entertained 19,936 visitors
while the ships were in port, and 425 underway guests, while
its aircraft were viewed by thousands, often in areas where
tactical airpower “has seldom, if ever, been seen.” The
impact that both the ships and aircraft had upon the people
who viewed them facilitated diplomatic relations with many
countries visited along the route, and U.S. ambassadors
“frequently stated that such visits made their job easier.”
Enterprise underwent pre-overhaul
availability (3 October–2 November 1964), receiving her
“second successive” Battle Readiness Pennant, as well as
repeated “E” awards for her Air, Engineering and Reactor and
Weapons Departments, on 9 October. In late October she
operated off the Virginia capes, both “to purge her tanks”
in preparation for entering drydock, and to afford 1,220
dependents a chance to sail out with her for a brief cruise,
viewing an aerial firepower demonstration and an underway
refueling.
On 2 November 1964, Enterprise
shifted from her anchorage at Hampton Roads up the James
River to her builders’ yard for her first refueling and
overhaul, having steamed upward of 200,000 miles, equivalent
to eight circumnavigations of the globe, and recovering over
42,000 aircraft, in three years of commissioned service.
Compartments were built to suit new needs and her fighting
ability was increased by “various innovations."
Among these new innovations was
the Integrated Operational Intelligence Center (IOIC).
Developed by North American Aviation, it was composed of an
IOI Center, an Airborne Systems Support Center (ASSC) and a
squadron of supersonic RA-5C reconnaissance aircraft. The
IOIC received and processed photographic intelligence data,
storing it for future use, equipped with computers that
rapidly researched and plotted “desired targets and their
defenses.” The system was all weather and day/night capable.
The Satellite Navigation System
(SatNav), exceeding “the Loran System in precision fixes,”
was also installed. Developed by Johns Hopkins University,
Md., SatNav utilized data transited from the satellite
orbiting the earth five times daily, a revolutionary
integration of systems at that time. To provide space for
the new system’s receivers, and for greater range on the
Loran, the mainmast was raised 10 feet and a second yardarm
was added. An oil-fired boiler was installed for electricity
and ventilation when the ship was in port for long periods,
enabling the reactors to be temporarily shut down.
In addition to renovating
existing aviation shops, two new ones were built. A pair of
sponsons was added, while the port missile sponson was
converted into a 280-man compartment to accommodate wartime
manning. All four shafts were removed, two of were replaced.
During the overhaul and refueling period, Vice Admiral Hyman
G. Rickover, Director, Division of Naval Reactors, Atomic
Energy Commission, visited the ship several times, praising
the performance of the her crew.
On 17 February 1965, work on the
hull was completed, the drydocks were flooded and tugs
guided the carrier out of Shipway 11 and over to Pier 8,
where she was moored for additional work, focusing upon
refueling. The ship was ready for sea again the following
spring, an exhausting effort for all involved.
Enterprise was notified of her
transfer to the Pacific Fleet on 1 June, and effective on 1
October 1965, her homeport was changed to NAS Alameda,
Calif.
Initial planning provided for her
transit to the west coast around South America in a
“leisurely trip,” putting into several ports en route. Upon
arrival in the Pacific, Enterprise was scheduled to proceed
to Alameda, establishing her “residency for several months.”
Eventually, she was to deploy to Vietnam in April.
On 9 June 1965, Enterprise tested
her propulsion systems, turning around, stern away from the
waterfront area, so that her four powerful screws would not
damage the docks. A week later, she began a new experience
for her crew when she took a “fast cruise.” Still moored,
the ship simulated underway conditions for five days.
Enterprise successfully completed
sea trials off the Virginia capes, 22–24 June 1965, under
the personal direction of Vice Admiral Rickover. The
propulsion trials included steaming at full power and an
emergency reversal test, together with aircraft launching
and recovery, as well as “check out” of all ship’s systems
and equipment.
The effort required getting her
again ready for sea was recognized on 25 June, when
Commander John A. Smith, Reactor Officer, received the Navy
Commendation Medal, citing his “meritorious achievement in
the field of naval reactor operations.”
However, normal planning for her
shift of home ports was disrupted in late August, word being
received that because of the build-up in the U.S. commitment
to South Vietnam, the ship would take the faster route
around Africa, reporting directly to Commander, 7th Fleet
(Com7thFlt) as Carrier Task Unit 77.7.1, under ComCarDiv-3,
TG 77.7. Departure was rescheduled for late October, and the
crew increased the “intense pace that was not to relax until
the ship left the line the following year.” Already under
pressure to transfer their families between coasts, the
officers and men of the ship commenced “frantic” efforts to
relocate literally thousands of dependents.
Meanwhile, the ship was refloated
and assigned to Com2ndFlt on 5 July 1965, remaining under
that command through 30 September. On 9 July she shifted to
Pier 12, NOB Norfolk. A week later, Rear Admiral James O.
Cobb relieved Rear Admiral Strean as ComCarDiv-2, on 17
July. Shortly thereafter, Captain James L. Holloway, III,
relieved Captain Michaelis as the ship’s third skipper.
Two days later Enterprise cast
off mooring lines to begin her Independent Ship Exercise off
the Atlantic coast. Captain Holloway put the crew through
“an exhaustive series of drills;” included a simulated
nuclear attack. Following five days of training, she
anchored again in Hampton Roads before getting underway for
Carrier qualifications off the Virginia capes, accompanied
by destroyers Richard E. Byrd (DDG-23) and Sampson (DDG-10)
between 26 September–1 August 1965.
From 9 August–8 September 1965,
Enterprise participated in training at Guantánamo Bay, under
the direction of Commander, Fleet Training Group, 12
August–3 September 1965, the rest of the period spent in
transit. The ship “simulated battle conditions and
participated in exercises designed to increase the
proficiency of all hands,” overseen by a party headed by
Vice Admiral Charles T. Booth, II, AirLant, and Dr. W.P.
Raney, Special Assistant for Research to Assistant Secretary
of the Navy.
In conjunction with the
announcement of the transfer of the Navy’s nuclear surface
force to the Pacific Fleet, CVW-9 (Tail Code NG) was
assigned to Enterprise, reporting on board on 25 September
1965. The wing’s nearly 1,800 officers and men raised the
ship’s complement to almost 5,400, which “now had her
powerful broad sword and shield which was to slash at the
Viet Cong war effort.”
Comprising the wing were VA-36,
VA-76, VA-93 and VA-94 (A-4Cs), VF-92 and VF-96 (F-4Bs),
Reconnaissance Attack Squadron (RVAH)-7 (North American
RA-5C Vigilantes), VAH-4 Det M (Douglas A-3B Skywarrior
tankers, not initially redesignated as KA-3Bs), VAW-11 Det M
(E-1Bs) and HC-1 Det M (UH-2As), the latter departing from
Naval Auxiliary Air Station (NAAS) Ream Field, Imperial
Beach, Calif., via airlift to the east coast and combining
with pilots and crewmen from HC-2 to form the det,
proceeding on with the carrier to the west coast. Some 96
aircraft were assigned to the wing: 24 Phantom IIs, 56
Skyhawks, six Vigilantes, three Skywarriors, four Tracers
and three Seasprites. VAs-36 and 76, RVAH-7, VAH-4 Det M and
HC-1 Det M, deployed on 26 October 1965.
Three days later Enterprise
steamed to the Virginia capes for refresher training,
emphasizing night flight operations, accompanied by
destroyers Rich (DD-820) and Steinaker (DD-863). On 9
October 1965, she headed south to the Jacksonville, Florida,
operations area.
Carrier qualifications for CVW-9
were conducted off the Virginia capes, 11–14 October 1965,
the ship returning to Norfolk through the 26th, recording
her 45,000th arrested landing on the 11th. On 18 October,
Rear Admiral Henry L. Miller, ComCarDiv-3, reported on
board, selecting the carrier as his flagship.
Eight days later Enterprise again
put to sea, her total embarked complement during this
deployment being approximately 350 officers and 4,800 men.
Before getting underway that morning, Vice Admiral Booth
addressed the crew, “praising them for an illustrious past
history, and wishing them well in the future.”
From 30 October–1 November 1965,
in cooperation with Bainbridge, Enterprise completed her ORI
at St. Thomas, Virgin Islands. The ship then proceeded
toward the Philippines, crossing the equator on 7 November,
Enterprise having “the audacity to transgress the realm of
King Neptune with a crew mainly consisting of pollywogs.” By
day’s end over 4,000 of them became shellbacks.
However, tragedy struck the ship
the next day, when Airman Apprentice Barry E. Peterman was
blown overboard from the flight deck by a jet exhaust during
night landings. After recovering aircraft, Enterprise
“combed the seas” with an extensive all-night SAR, but
Peterman was never found.
Enterprise rounded the Cape of
Good Hope on the 14th, rendezvousing with Independence in
the IO on the 21st, a day out of the Strait of Malacca, the
two ships exchanging honors, as well as gear and people.
Relieving her on station, Enterprise inchopped to Com7thFlt,
falling under the command of TG 77.7 to become the first
nuclear-powered ship to serve in that fleet. While
transiting the Strait of Malacca, the carrier passed British
warships, Japanese freighters, as well as junks and sampans
of indeterminate nationality.
Six days later Enterprise moored
at Leyte Pier, NAS Cubi Point, her normal berth when
visiting Subic Bay, Philippines, where she remained, 27–30
November. This was the first liberty her crew had received
in 32 days at sea. During this deployment, the ship received
orders directing her to “carry out special operations with
the Seventh Fleet in support of U.S. and Allied forces in
Vietnam.”
On 30 November, accompanied by
old consort Bainbridge, and the destroyers Barry (DD-933)
and Samuel B. Roberts (DD-823), Enterprise sailed from Subic
Bay to war.
Two carrier operating areas had
been created to prosecute the war in Southeast Asia.
Initially designated Point Yankee, Yankee Station was
established in the Gulf of Tonkin as the primary operations
area from which carriers could conduct operations against
North Vietnam, though aircraft flying from Yankee Station
could also cover much of the rest of the theater.
Evolving as the war continued,
Yankee Station consisted of several stations. Moved
northward in April 1966, reducing the distance aircraft were
required to fly to reach their targets in North Vietnam, it
subsequently was returned to its original position in 1968.
With the resumption of intensive bombing against the north
in 1972, the station was again moved north, designated as
North, Mid and South, at 19º, 17º and 16º N, respectively.
The latter two stations encompassed 10 charted reefs or
shoals limiting operations “if taut station keeping was
directed.”
Dixie Station was established
primarily to support operations across the south while
additional aviation facilities were prepared ashore, and to
allow CVWs to “warm up” prior to their operations at Yankee
Station, as communist AD was relatively less developed in
the south, as opposed to what would become the more
intensive and layered AD of the north.
On the “warm grey morning” of 2
December 1965, Enterprise arrived at Dixie Station, the
weather consisting of broken clouds up to 8,000 feet,
ranging from light air–gentle breeze, visibility seven NM,
dropping to one–three NM within intermittent rain showers.
Her “bridge and every available spot on deck were covered
with newsmen and military observers watching the
unprecedented first in the history of war on the seas–the
use of a nuclear-powered aircraft carrier in combat
operations… With her entrance into combat, a new era was
opened before the world.”
Enterprise marked her combat
debut by launching 21 aircraft in a strike against Viet Cong
(VC) installations near Bien Hoa, South Vietnam. Commander
Sheldon O. Schwartz, pilot, and Lieutenant (jg) George S.
Moore, RIO, VF-96, flew their Phantom II as the lead
aircraft aloft for the strike. Leading the strike in was
Commander Otto E. Krueger, CO, VA-94, becoming the first
pilot to enter battle from the ship. CVW-9 flew 125 strike
sorties on that date, “unloading 167 tons of bombs and
rockets on the enemy,” and 131 sorties on the following day.
Rear Admiral Miller sent a
message to CNO regarding the occasion: “I have the distinct
honor and pleasure to announce to you that on the Second Day
of December 1965 at 0720H, the first nuclear powered task
group of your Pacific Fleet and the United States Navy
engaged the enemy in South Vietnam.”
During these operations, Captain
Holloway noted that for most of the crew “it was the first
time that the command ‘Flight Quarters’ was not a drill or a
practice for pilots.” Throughout the next six months, as
part of Operation Rolling Thunder, aircraft from Enterprise
carried out relentless strikes against the enemy, blasting
transport and supply areas, bridges and coastal shipping
carrying communist supplies.
Enterprise’s first day of the
war, however, was not without loss. Silver Kite 206, an F-4B
(BuNo 151409), Lieutenant Tracy J. Potter, pilot, and
Lieutenant (jg) Donald W. Schmidt, RIO, VF-92, was a section
leader of a two-plane section on a CAS mission. Potter and
Schmidt were the first to roll in a dive attack on their
target, from approximately 30º, while flying at 450 knots
indicated air speed (KIAS). Releasing six MK 82 general
purpose bombs at about 5,000 feet, they immediately pulled
up, but the “wingman reported bomb detonation very close
beneath aircraft.” At 1310, with their Phantom II trailing
fuel and the fuel tape indicating only 100 lb remaining, the
men ejected five miles south of their target, from 5,500
feet, at about 11º39’N, 106º37’E.
Observers noted a Phantom II
“flaming out”, making contact with the forward air
controller (FAC) via their PRC-49 radio, and soldiers of
Army Det B-33, 5th Special Forces (SF) Group, Hon Quan,
arrived 35 minutes later, directing an Air Force CSAR helo
to the area. Both were recovered from a rubber plantation,
approximately five miles southeast of the SF camp, Schmidt
having suffered a broken arm with leg and pelvic injuries.
Both men were transferred to a C-123 for a flight to Tan Son
Nhut AB, where Schmidt was transferred to the 3rd Field
Hospital, Saigon, to recover from his injuries. A subsequent
strike by squadron Phantom IIs destroyed the downed
aircraft.
“Early electrical fuzing, or
bombs colliding with each other” were considered likely for
the premature detonation, however, the FAC reported some
“bomb detonations on target.” Though not reliably determined
as the cause, the ship’s pilots were instructed to use
minimum 100 millisecond intervals on their bomb releases.
Launching on a Visual Flight
Rules (VFR) strike mission, an F-4B, BuNo. 149468,
Lieutenant (jg) Robert G. Miller, pilot, and Lieutenant (jg)
George F. “Duke” Martin, RIO, VF-96, experienced “fuel
exhaustion” while returning to the ship. Demonstrating how
dangerous and difficult landing upon a carrier at sea is,
Miller and Martin made no less than six VFR approaches.
Their first pass was waved-off due to the pitching deck, the
second for interval, and the remaining ones resulted in
bolters (missing the arresting gear and taking off for
another try). Following the second bolter, Miller was
directed to rendezvous with a KA-4C in the landing pattern
for refueling. The tanker and the Phantom II descended to
1,000 feet, but were unable to “plug-in” after two attempts.
Primary Flight then directed the F-4 to again attempt to
land, but after the sixth attempt, the Air Boss ordered the
crew to climb and eject. Miller and Martin ejected at 1327,
while approximately ¾ mile ahead of the ship and from 1,500
feet, Miller noting his remaining fuel state at only 300 lb.
Both men “were recovered in minimum time by the airborne
Angel.
In addition, an F-4B, (BuNo
151421), Commander Thomas S. Rogers, Jr., pilot, and
Lieutenant Gordon R. Mansfield, RIO, VF-92, experienced a
“hard landing” on board Enterprise, at 1451. Waved-off on
the first pass, Rogers brought them around for the second
attempt, but the rolling ship and her pitching deck caused
the Phantom II to land slightly high at the ramp. Rogers
attempted to cushion the landing, but the port main tire
blew. Boltering, Rogers and Mansfield were waved-off two
more times before they engaged #3 cross deck pendant on the
fifth pass. Both men sustained minor injuries, but
inspection of the aircraft disclosed a cracked main wing
spar.
On 7 December 1965, Enterprise
aircrews commemorated the Japanese attack on the Hawaiian
Islands in 1941 by flying 156 strike sorties into North
Vietnam, pulverizing enemy installations with a variety of
ordnance. On 10 December, Hanson W. Baldwin, Military
Correspondent, New York Times, visited the carrier,
remaining on board overnight and observing operations the
following day, when CVW-9 flew 211 sorties, 165 of them
strike, the largest number by Naval Aviation to date during
the conflict. “The tons of bombs that have flown off this
ship,” Captain Holloway observed later, “would stagger you.”
Three days later, U.S. Ambassador
to South Vietnam Henry Cabot Lodge, Jr., escorted a South
Vietnamese entourage, including Chief of State (Chairman of
the National Leadership Council) Lieutenant General Nguyen
V. Thieu, Premier Air Vice Marshal Nguyen C. Ky, Lieutenant
General Chieu and Lieutenant General Co, through Enterprise
to view operations. General Thieu utilized the occasion to
chalk his own sentiments about the enemy onto a bomb being
loaded for a strike.
Hill City, an RA-5C (BuNo
151633), Lieutenant John K. Sutor, pilot, and Lieutenant
(jg) George B. Dresser, bombardier/navigator, RVAH-7,
commenced a second photo reconnaissance run over a swamp
area containing sampans, at 0804 on 15 December 1965. Upon
completing the pass Sutor came around toward the south, but
about two minutes later noticed a temperature increase
around his feet and legs. He was notified by an A-4
attempting to join the flight for an inflight inspection
that Hill City was trailing “grey-white” smoke from the
Vigilante’s underside, “smoke, heat and fumes” then becoming
“apparent” in both cockpits. Checking their instruments the
men suddenly lost pitch control. Trying to head seaward,
they were unable to maintain altitude by pitch trim,
deciding to eject, from around 8,000 feet, while flying 300
KIAS, at 0830. Landing in the water approximately two–three
miles southeast of a sampan, near 10º02’N, 104º45’E, they
noted with horror that the vessel “took a course to approach
crew who were in their rafts.” At that moment A-4s, diverted
from strikes against a VC district and battalion
headquarters (HQ) and suspected petroleum, oil and
lubricants (POL) storage area to Rescue Combat Air Patrol
(RESCAP), fortuitously arrived, making a strafing run across
the sampan’s bow, which “reversed course and disappeared.”
The RA-5C crashed in shallow water, approximately two NM
from shore. Both men were recovered by an Army helo, 121st
Aviation Company, 13th Aviation Battalion, at 0843, and
returned to Soc Trang, Sutor receiving “several 2nd degree
burns on forearm,” but Dresser surviving relatively
unharmed. Although neither man noted enemy ground fire, one
of the Skyhawk pilots claimed receiving ground fire from the
area, and there was also a fragmentary earlier report of an
Air Force aircraft hit over the same area.
On the 17th Enterprise sailed to
Yankee Station, concentrating attacks on “Red supply routes,
bridges, and munitions depots” across North Vietnam. “Great
care was exercised to insure that all strikes were made only
on military installations involved in logistics, and not on
centers of civilian population.” Strike planning had to be
made before the targets themselves could be hit, adding
further problems for planners.
Three days later, entertainer
Martha Raye [Margaret Y.T. Reed], visited the ship to
conduct a holiday show, transferring by highline the
following day to a pair of destroyers to ensure that their
crews were also included in her tour.
At various times while on Yankee
Station, Enterprise and CVW-9 were joined by detachments
from Fleet Air Reconnaissance Squadron (VQ)-1 (Douglas EA-3B
Skywarriors), providing “SAM and MiG radar threat warning
services for the survivability of Navy strike/RECCE forces,”
VAW-13 (EA-1Fs) and Helicopter Antisubmarine Squadron (HS)-4
(Sikorsky SH-3A Sea Kings), all deployed to NAS Cubi Point,
Subic Bay, Philippines.
Flight operations while on Yankee
Station normally consisted of 12 hours out of every 24, an
exhausting schedule for the men, many of whom also had to
stand watches and attend to other duties. Sleep became a
precious commodity. Strikes were typically launched in 90
minute cycles, the prior cycle recovering directly after
each launch cycle, increasing the danger from accidents, but
necessary for operations.
Three days before Christmas of
1965, 110 aircraft from Enterprise, Kitty Hawk (CVA-63) and
Ticonderoga (CVA-14) launched “a massive coordinated strike”
against the Uong Bi Thermal Power Plant, 15 miles northeast
of Haiphong and a source of national pride for the North
Vietnamese. The aircrews “virtually” destroyed the plant,
temporarily disrupting approximately two-thirds of the power
to Hanoi and Haiphong. This was the first industrial target
authorized struck by naval aircraft in North Vietnam. The
“Big E’s” aircraft approached from the north, while those
from Kitty Hawk and Ticonderoga, swept in from the south,
the last aircraft leaving the target area around 1600. The
initial strike leaders also reported hits on the Hai Duong
Bridge, and aircraft from Kitty Hawk hit a pair of nearby
SAM sites. The plant was vital to the communists and heavily
defended by 37 and 57 mm AAA, the strike group being
subjected “to intense light AA and AW fire from commencement
of run into a point approximately two miles south of target
area,” as well as observing the launch of at least one SAM,
which detonated approximately five miles from the target.
Nonetheless, aircrews persevered,
knocking out the generator hall, boiler house–which was
“visibly ripped away, revealing intense fires raging from
within”–and “several important buildings,” including
shattering the roof of an administration building. A
petroleum storage area was “engulfed in flames,” and a
conveyor feeding a coal treatment center was “completely
demolished.” A cluster of approximately a dozen storage
buildings was hit, “entirely destroying three,” and
“finally, the boundary road surrounding the complex was
interdicted.”
Two Enterprise Skyhawks ,
however, were lost during this vicious battle. Sun Glass
502, an A-4C (BuNo 149521), Lieutenant John D. Prudhomme,
VA-76, was the first Skyhawk lost. Prudhomme was the “No. 2
man in a 4 plane section” for a low level Snakeye low drag
general purpose bomb run. Entering his dive two miles from
the target area, he “appeared to lose control shortly after
entering” the zone of “intense” flak. Just as his leader was
making a jinking left turn, Prudhomme was observed to roll
his wings level, nose over and down, crashing “in flames”
into a ridge approximately one mile northwest of the target
at 1502. Observers saw no parachute. There was no attempt to
recover Prudhomme or his Skyhawk, due probably to fierce
enemy resistance.
Gale Force 705, an A-4C (BuNo
148305), Lieutenant (jg) Wendell R. Alcorn, VA-36, was the
second. Rolling in on the attack, Alcorn was hit over the
target area, “outbound following delivery” flying 450 KIAS,
at 1509, when he ejected from no more than 200 feet
altitude, his wingman nonetheless noting a “good chute”
about one half mile south-southwest of the plant area,
around 21º02’N, 106º48’E. An immediate CSAR, including an
HU-16, supported by a pair of A-1s on RESCAP, was launched.
However, no voice calls were heard from Alcorn, but although
a possible beeper was reported, it just as quickly went
cold. None of the aircraft experienced any success in their
searches for Alcorn, partially attributable to the “fact
both aircraft downed in heavily populated and well defended
area.” Alcorn was initially classified as MIA, but was taken
by the enemy, not returning home until 12 February 1973.
The next day the “Big E” endured
the loss of another aircraft. Hoboken 414, an A-4C, (BuNo
149562), Lieutenant (jg) William L. Shankel, VA-94,
encountered enemy fire from the turn point 14 miles north of
the target area, the Hai Duong Bridge(s), all the way in
over the bridge(s), and continuing on to the turn point five
miles south of the target area, heaviest between 3,000–7,000
feet. At some point during his run, Shankel was hit,
undergoing smoke in his cockpit before he ejected, though no
aircrews saw him eject or his Skyhawk go down. A “thorough”
search of the egress area was made, but there was no
indication of Shankel or his beeper. Further CSAR efforts
were curtailed, again due to the heavy population and
resistance encountered in the area. Shankel was captured by
the communists, not returning home until 12 February 1973.
Early in December the VC offered
to institute a cease-fire from 1900 Christmas Eve–0700
Christmas Day. Shortly before the holiday began, Military
Assistance Command, Vietnam (MACV), Saigon, responded by
issuing a 30 hour cease-fire, to last until midnight on the
25th.
Enterprise observed the “shaky
cease-fire”–sporadic fighting continuing across the
country–her crew being afforded a brief lull in the carnage
before returning to operations the following day. On the
27th, Lieutenant Edward S. Promersberger, VF-92, “nosed” his
Phantom II down for the ship’s 50,000th arrested landing.
On 28 December, aircraft from
Enterprise and carriers Hancock (CVA-19) and Ticonderoga
flew missions in I and II Corps areas against VC supply and
rest areas, and against company and battalion-strength troop
concentrations.
As many as 80 structures,
including seven bunkers, were reported destroyed, and heavy
bombing caused the collapse of at least four tunnels,
together with numerous fox holes and fire positions.
Aircraft from the “Big E” flew 31 of these sorties,
including 27 Skyhawks and four Phantom IIs, receiving small
arms fire from the area of 14º58’N, 108º53’40”E, but the
aircrews “silenced” the enemy on their first bombing run.
At approximately 0150 on the
28th, Show Time 607, an F-4B (BuNo 151438), Lieutenant Dean
H. Forsgren, pilot, and Lieutenant (Jg) Robert M. Jewell,
RIO, VF-96, while landing on board Enterprise following an
armed reconnaissance over Laos, was waived off for being too
low. Coming around for a second pass they reached “bingo”
fuel status–which was 0 at the time of flameout–and ejected,
disappearing from radar about 15 miles from the ship. The
crew of a Douglas KA-3B Skywarrior marked the area of
ejection, the ship giving “a good vector” toward 607’s last
known position, 350º. Angel 4, a UH-2A (BuNo 149769) from
Helicopter Combat Support Squadron (HC)-2 Det 65, Lieutenant
Leif A. Elstad, pilot, Lieutenant (jg) Michael A. Johnson,
co-pilot, ATN3 D.A. Larson and Airman M.P. Laws, were flying
plane guard approximately 10 miles from the ship when they
received the message announcing the crash.
Coming about, they flew to the
scene, “easily” locating the survivors in the water by
visual sighting of .38 cal. tracers and Mk-13 Mod 0 distress
signals, barely 30 minutes into the search. Although both of
the Phantom II’s crewmembers were carrying PR 49A radios,
they were unable to “home in” accurately on their signals,
most probably due to the two–three miles separating the
survivors. The sea state was greater than initially reported
(four foot swells), the rescue being “complicated” by high
seas and gusty winds, as well as the reluctance of the two
officers to leave their respective life rafts, but both were
brought back on board via the rescue sling.
The next day tragedy again struck
the ship. Silver Kite 203, an F-4B Phantom II (BuNo 151412),
Commander Edgar A. Rawsthorne, squadron CO, pilot, and
Lieutenant Arthur S. Hill, Jr., RIO, VF-92, were on an armed
reconnaissance mission over southern Laos as part of Steel
Tiger interdiction operations. Diving into a valley from
8,000 feet to make a rocket run against a pair of trucks at
around 0238, Silver Kite 203 failed to pull-up and crashed
into a ridge in a “fireball,” about two-thirds of the way up
toward the summit, at approximately 17º35’30”N, 105º36’30”E.
There was no possibility of ejection and though a CSAR was
launched, the men were not recovered, the aircraft exploding
upon impact and burning, leaving little likelihood of
survival or identifiable remains. Commander Thomas S.
Rogers, Jr., then assumed command of VF-92.
History: 1966-1970
Following the 1965 Christmas
truce, Enterprise continued supporting Allied troops in
South Vietnam from Dixie Station, accompanied by destroyers
Brush (DD-745) and Hawkins (DD-873), the latter designated
as the carrier’s “rescue destroyer.” Further targets hit by
the ship’s embarked aircraft December 1965–January 1966,
included both the Hai Phong and Hai Duong Bridges. The brief
halt to the fighting, anticipated by some as the harbinger
of peace, “produced no discernible chance in enemy
behavior.” Any cessation of reduction in the operations was
“illusory,” as the skipper noted in his 14 February family
newsletter: “Although the pause in bombing the North seemed
to mean an easing of hostilities to the people at home, the
war was no less real to us.”
Sun Glass 501, an A-4C (BuNo
147704), Lieutenant (jg) Donald C. MacLaughlin, Jr., VA-76,
launched with his wingman as a “two-plane strike element”
for a strike over North Vietnam, on 2 January 1966. The
weather en route was overcast, three–five miles visibility,
dropping to zero due to fog three miles south of the target
area. The leader made the first Snakeye run at 1,300 feet
from east–west, pulling out to the right, after which
MacLaughlin advised that he was losing sight of the target.
At about 0815, the leader lost sight of the latter, whose
transmissions were becoming “intermittent,” though claiming
he was receiving without interference. The leader told
MacLaughlin “to pull up and hold in clear area,” while he
made his second run, but received no answer from 501.
Transmitting “in blind” for MacLaughlin to join him over a
geographic point at 10,000 feet, the leader orbited the area
three times, summoning CSAR forces before returning to
Enterprise. Two A-1 Skyraiders from Hancock’s VA-215,
launched in response. Later that day, a rescue helo located
wreckage approximately four miles east of the target, on the
165º radial of a 1,700 foot hill, 45 miles from Chu Lai
TACAN (Tactical Air Navigation System), at about 14º46’N,
108º52’E.
Setting down next to the
wreckage, the crew was unable to locate MacLaughlin, finally
being forced to leave due to enemy ground fire. The next day
a similar effort located MacLaughlin’s body, but was again
unable to retrieve him or any of his Skyhawk due to enemy
fire. There was evidence that people had been around the
“blood-stained wreckage,” and speculation that the pilot
survived, the South Vietnamese carrying him away. His loss
was considered the “result of direct enemy action.”
The first big strike of the New
Year 1966 came when 116 aircraft from Enterprise, Hancock
and Ticonderoga flew sorties against VC targets in all four
Corps areas in South Vietnam, on 8 January. “Suspected”
troop concentrations and storage areas were hit in
successive runs, FACs reporting 97 structures destroyed and
94 damaged, all aircraft returning safely.
Gale Force 713, an A-4C (BuNo
147753), flown by Lieutenant (jg) Stephen B. Jordan, VA-36,
was on an armed reconnaissance mission as part of a Steel
Tiger strike against a Laotian bridge, on 14 January 1966.
Obscured by “heavy jungle,” the bridge was difficult to
adequately locate and identify from the air and Jordan made
four runs over the target before locating it on his fifth
pass. Making an estimated 20º dive, 800 feet above ground
level at 325 KIAS, Jordan pickled once to drop one retarded
MK-82 Snakeye bomb. Other flight members reported that one
bomb did impact the normal distance astern almost upon
recovery, a large cloud of dust and smoke appeared around
Jordan’s Skyhawk. Apparently, Jordan pickle released
three-bombs, but though initiating a standard recovery, the
pilot “felt three mild bumps and experienced a moderate
mushing sensation.” Passing over the target, Jordan
experienced further settling and his A-4 contacted treetops
beyond the bridge, beginning to heavily stream fuel. His
flight leader assessed Jordan’s damage, including the loss
of approximately one foot of each wing tip, together with
damage to the main landing gear and to the ailerons, the
latter “vibrating rapidly.” An A-3 rendezvoused with him for
refueling en route to a divert to Da Nang Air Base (AB),
South Vietnam.
Meanwhile, Bainbridge’s CIC
received Jordan’s emergency IFF signal and it was arranged
that the pilot would rendezvous with Bainbridge if possible,
before bailing out. However, unable to jettison his
remaining MK-82 or to lower his port main landing gear,
Jordan elected to proceed toward Enterprise and eject near
the ship. The wind was 090º, 15 knots, and the air and water
temperature were both 75º. The sea was calm, with wave
height estimated at no more than two feet. Jordan ejected
approximately 10 NM from Enterprise, while at 10,000 feet
and 150 knots, at 1649. By the time he entered the water and
deployed his raft, Kittyhawk Angel, a UH-2A (BuNo 149769)
Lieutenant James H. Biestek, HC-1 Det M, pilot, the plane
guard, raced to the scene. However, as the helo crew
attempted to recover the downed pilot, Jordan’s parachute
shroud lines were drawn-up into the Seasprite’s rotor
blades, entangling Jordan’s legs. Following several tense
moments, the helo crew lowered Jordan back into the water, a
crewman leaping in to assist the dazed pilot, exhausted from
his ordeal. The crewman was able to cut Jordan free and the
pilot was lifted-up to safety at 1658, Jordan later noting
that he believed the helo approached so rapidly that he and
his raft (which he had not fully entered) were blown back
into the parachute before it sank. Bainbridge later
recovered the gear adrift in the water and the raft.
Enterprise left the line after
45-continuous days of combat the next day, CVW-9 having
flown 4,242 combat sorties. Her “weary crew” headed to Subic
Bay, Philippines, holding memorial services for those lost
in action while en route, before arriving at Subic Bay,
mooring to Leyte Pier, NAS Cubi Point, on the 17th.
The seven days in port were
“uneventful,” except for a meeting of the U.S. and
Philippine Mutual Defense Board, led by Rear Admiral Jack P.
Monroe, Commander, U.S. Naval Forces, Philippines, Major
General J.W. Wilson, 13th Air Force and General Rigoberto J.
Atienza, General of the Armed Forces of the Philippines, on
19 January.
After a week of rest and
recuperation for her officers and men, Enterprise steamed to
Hong Kong, anchoring off Victoria Island for a six day
visit, 26 January–1 February 1966. Among the sites visited
by sailors in Hong Kong was the Tiger Balm Gardens, while
some men also “lent their efforts” in support of the St.
John’s Children’s Welfare Center.
On 28 January 1966, Enterprise
held a reception including a buffet, colors ceremony and
displays, for distinguished visitors. Enterprise was “given
a rough treatment” by Chinese communist newspapers,
especially following a routine press conference presented by
Rear Admiral Miller and Captain Holloway on that date, the
Peking International News commenting that “U.S. imperialism
has recklessly engaged in war intimidation and provocation
by showing off its “strength” in Hong Kong.” During this
deployment, the British colony was the only foreign port to
receive the ship besides Subic Bay.
Soviet intelligence-gathering
vessels (AGIs) constantly bedeviled U.S. ships, following
tracks and maneuvering so aggressively in their efforts to
collect material as to often impede operations, producing
navigational hazards. One such Russian “eavesdropper” in the
Gulf of Tonkin began to plague Enterprise, but Captain
Holloway ordered the ship up to flank speed on a collision
course, afterward recalling that the AGI “got the hell out
of the way.”
Beginning on the morning of 3
February 1966, however, Enterprise and Bainbridge were
followed by a “playmate,” Soviet AGI KO2-1399, whom they
affectionately dubbed Ivan. To deal with KO2-1399’s
“somewhat troublesome but not insurmountable… antics” fleet
tug Molala (ATF-106) received orders to “spy on the spy.”
The formation was revised, Enterprise taking the lead,
followed by Bainbridge, in turn shadowed by Ivan, in turn
“sleuthed” by Molala, the latter conducting “shouldering and
blocking tactics.”
Returning to Dixie Station in
company with Bainbridge, Hawkins and Samuel B. Roberts on 4
February 1966, Enterprise unleashed her aircraft against VC
“strongholds” in II, III and IV Corps in support of
Operation Kick Quick IV, 9–10 February, which were
“hammered.” About 100 buildings in “camouflaged enemy
buildup areas” were destroyed.
On the 11th, Enterprise moved up
to Yankee Station, beginning armed reconnaissance and
interdiction attacks against VC supply lines in the north
two days later. Aircraft from the “Big E” and “Tico” struck
“several” roads north of the 17th Parallel, 13–14 February.
The next day, her aircraft flew 16 missions against supply
areas and bridges, including the Dong Ngam Shipyard, and a
highway bridge at Loc Diem. Operations continued throughout
the month, but “constantly overcast monsoon skies”
prohibited large scale strikes.
On 16 February 1966, Rear Admiral
Thomas J. Walker relieved Rear Admiral Miller as ComCarDiv-3
and Commander, Enterprise TG. During his farewell remarks,
Rear. Admiral Miller praised the crew, presenting air medals
to over 100 pilots and flight officers, noting that
“…arduous work, almost unbelievably long hours and combat
environment have become a way of life that all hands have
taken in stride. Their performance has been superb in every
respect.”
During February, the carrier
rendezvoused with Bainbridge and fast combat support ship
Sacramento (AOE-1), the crew of the latter transferring 327
tons of supplies to Enterprise and Bainbridge in barely 24
hours, a taxing replenishment.
On 18 February 1966, Silver Kite
201, an F-4B, BuNo. 152297, Lieutenant (jg) James T. Ruffin,
pilot, and Lieutenant (jg) Larry H. Spencer, RIO, VF-92,
launched as the wingman of a two-plane section on a Big Look
CAP mission. Ruffin and Spencer reported radar, TACAN and
compass malfunctions, losing sight of their escort due to
dense haze, while under control of guided missile destroyer
Joseph Strauss (DDG-16), who last held the Phantom II on
radar 14 miles north of Hon Me Island, at 19º39’N, 106º04’E,
at 1350. The flight leader instructed 201 to squawk
emergency IFF, which was detected by a SAR destroyer at
19º39’N, 106º50’E, “an area of high SAM threat.” Four A-4s
from Enterprise conducted a “low altitude air to surface
search” but failed to locate any trace of 201, being joined
by aircraft from Kitty Hawk. Low overcast, fog and poor
visibility hampered search efforts. The F-4 was shot down in
the vicinity of Thanh Hoa, Spencer being taken by the North
Vietnamese after he hit the water following ejection. The
pilot was unable to escape his captors, “many junks and
small boats” being observed in the area. A Chinese communist
correspondent gloatingly described Spencer’s capture: “The
Army and people of Thanh Hoa Province neatly brought down an
invading U.S. aircraft and captured its American flier
yesterday,” continuing by describing how 201 “was hit and
burst into flames by the fierce barrage of antiaircraft
fire,” local militiamen taking “the American bandit alive.”
The spiteful communist propaganda was nonetheless accurate,
as Ruffin did not survive, his remains being returned to the
U.S. on 3 June 1983, and identified on the 27th. Spencer,
captured, did not see home again until 12 February 1973.
Strikes were run on the Bai
Thuong Barracks near Thanh Hoa, and a storage area near
Vinh, on 20 February 1966. Three days later, Enterprise and
Kitty Hawk sent 108 sorties against enemy troop
concentration, storage and supply areas south of the
Demilitarized Zone (DMZ).
Enterprise came about from Yankee
Station for NAS Cubi Point later that day, arriving at Subic
Bay on 25 February 1966. Astronaut Captain Walter M. “Wally”
Schirra, Jr., and his wife, “special emissaries of the
President,” visited on 6 March. Five days later, Ferdinand
E. Marcos, newly elected president of the Philippines, and
staff was piped on board by sideboys, greeted by a 21 gun
salute and Vice Admiral John J. Hyland, Com7thFlt. President
Marcos inspected aircraft and spaces, before departing by
helo.
Enterprise stood out the next
morning for Taiwanese waters for Operation Blue Sky, a joint
“special” AD exercise with the Nationalist Chinese. But at
0530 on the 14th, Bainbridge’s collision alarm sounded as
Japanese Nippon Yusen Kaisha tanker Tamba Maru headed on a
collision course with the formation, in clear violation of
international rules of the road. Only “deft maneuvering” by
Bainbridge averted a collision; Tamba Maru continued on
without yielding the right of way.
Six hours later, Enterprise
launched her aircraft for the demonstration. Vice Admiral
Hyland welcomed a party led by Generalissimo and Madame
Chiang Kai-Shek, who arrived on board from Taipei via an
HC-1 Det M helo. “They are more than trained or skilled,
they are performing miracles,” observed the Generalissimo
regarding the ship’s pilots during the air show, adding that
he would remember his visit “with pleasure.”
However, rounding out an eventful
day, just before sunset at 1723, at 23º49’2”N, 122º29”E,
both ships felt a sudden jar, Bainbridge hauling out to
starboard. The origin of the jarring was “mysterious and
later evaluated to be of seismic origin,” an aftershock
resulting from a magnitude 8.00 earthquake that struck at
1631 on the 12th, at 24º20’N, 122º60”E.
Following the exercise and a
reception for the Taiwanese delegation on board Enterprise,
she returned “quickly” to Yankee Station to resume
interdiction strikes on 16 March 1966, though the monsoon
was “at its peak, impeding many scheduled strikes with rain,
low foggy ceiling and thunderstorms.”
Hoboken 401, an A-4C, BuNo.
147740, Lieutenant (jg) Frederick C. Baldock, Jr., VA-94,
was section leader of an armed reconnaissance mission over
North Vietnam, on 17 March 1966. Following an attack on a
target, Baldock was last seen at 1453, executing evasive
maneuvers “in an area of intense anti-aircraft and surface
to air missile defense.” The section leader, 404, had ALQ-51
lock-on, and three minutes later “missiles away” was
overheard on the radio, though the caller was not
identified. Although no one in the air saw 401 go down, two
Enterprise A-4Cs heard a beeper, while three other A-4Cs in
the area noted a column of white smoke at 18º34’N, 105º47’E.
Crown Alpha sped to the area for a CSAR, and A-1s flew
toward a RESCAP area off the coast, however, no trace of
Baldock and his Skyhawk were located, though he was
tentatively identified as lost over the area of 18º37’N,
105º48’E. Baldock was captured, destined not to return to
the U.S. until 12 February 1973.
Gale Force 703, an A-4C, BuNo.
148313, Commander James A. Mulligan, VA-36, launched as
“number one” in a division of three aircraft on an armed
reconnaissance mission, on 20 March. Attacking traffic on a
road, the flight began receiving “intense anti-aircraft and
automatic weapons fire commencing at pull up.” Mulligan’s
Skyhawk was hit while at approximately 2,000 feet and began
streaming smoke, fire and fuel from the vicinity of his aft
engine compartment. The strike was aborted, the flight
beginning to climb up to extinguish the fire, Mulligan also
jettisoning a MK 83 from his starboard wing station, but
unable to do so with a hung MK 83 on his port wing station.
At approximately 10,000 feet, an explosion was observed in
the vicinity of the forward engine compartment, 703 rolling
360º to the left. Mulligan leveled his wings “momentarily,”
transmitting and then ejecting, slightly nose down, while at
275 KIAS. Mulligan hit the ground in a marshy area, around
18º28’N, 105º50’E, but apparently lay unconscious for upward
of nine minutes, failing to regain consciousness in time to
escape capture by six–seven North Vietnamese who arrived and
carried him off. The two remaining Skyhawks in the flight
made strafing runs with their 20 mm guns in a vain attempt
to protect the pilot and to provide cover for a possible
rescue, but were unsuccessful. Mulligan did not see freedom
again until his return to the U.S. on 12 February 1973.
Also on the 20th, Silver Kite
202, an F-4B (BuNo 151410), Lieutenant Jmes S. Greenwood,
pilot, and Lieutenant (jg) Richard R. Ratzlaff, RIO, VF-92,
was conducting an armed reconnaissance as part of a strike
against targets near the Vinh Luu Bridge, 40 miles south of
Vinh, North Vietnam. Accompanying 202 was Silver Kite 210,
another squadron Phantom II. Both aircraft approached the
target from barely 100 feet from the west, receiving heavy
AAA. Both jets were hit “immediately after bomb release,” at
about 1745. The crew of Silver Kite 210 extinguished their
fire by reducing power, returning to Enterprise.
Silver Kite 202, however,
developed fires in both engines, Greenwood losing control
within two minutes. The aircraft pitched nose down and
Greenwood instructed Ratzlaff to eject. When they ejected,
they were 20º nose down, flying about 250 KIAS, between
6,000–7,000 feet, above low coastal clouds and at
approximately 18º20’N, 106º17’E. Greenwood afterward
explained his intention to remain with the plane as long as
possible in an effort to get well out over the Gulf of
Tonkin when they bailed out, as the low cloud cover
prevented him from seeing whether they were over land or
water. Greenwood, whose legs “seemed numb” from tight straps
attached to his leg restraints and bleeding from a
laceration to his head, hit the water about three miles out,
but Ratzlaff went in barely 100 yards from the beach. There
were 15–20 junks and sampans in the vicinity, as well as
numerous people ashore who ran out to the water’s edge
toward the RIO. Greenwood afterward noted “Just before I hit
the water, I noticed one enemy junk about two miles north of
us, and many people gathering near the beach near the point
where my RIO was descending. I considered him too close to
the beach to even think of an attempt to swim for open
water…”, noting armed men putting to sea in junks and
sampans. Ratzlaff stood little chance against such a horde
and was captured, not being released until 12 February 1973.
Observing the fate of his
backseater, Greenwood justifiably hesitated to draw
attention to himself by inflating his flotation gear,
waiting 10 minutes until he spotted Crown Bravo, a USAF
Grumman HU-16 Albatross flying search patterns. It was now
late in the day, and in the gloom of the overcast, Greenwood
proved difficult to spot in the water. The downed pilot
fired a pencil flare to alert the Albatross’ crew, but was
immediately alerted by gunfire from behind. Turning around,
he was stunned to see a boat approaching him, barely 500
yards off and closing rapidly, her occupants intent on
finishing the job.
Each time that Greenwood fired a
flare, the North Vietnamese on board the vessel, estimated
at about 10 men and a woman, with at least two riflemen and
a gunner with an automatic weapon, opened up on him, but
with the gathering darkness rendering spotting him by the
rescuers difficult, his options were understandably limited.
The crew of the Albatross made a pass over the junk,
exchanging automatic fire with the North Vietnamese and when
the latter, by now barely 100 yards away, continued toward
Greenwood, following it up with a second pass, dropping two
empty fuel tanks, “narrowly” missing the boat. Although the
Albatross was hit, the pilot expressing doubt that he could
land due to impact holes in the fuselage, the men were
undaunted, refusing to leave the downed pilot until the
RESCAP arrived, also dropping an orange flare to mark
Greenwood.
Enterprise was monitoring the
entire battle on her radar and radios, doing everything
possible to effect the rescue. Overpass 004, an E-1B Tracer,
vectored Hoboken 402 and 410, a pair of A-4Cs, as RESCAP,
together with diverting Raven 05 and PND 306, another
Skyhawk flight. Both flights hurtled in, making strafing and
rocket runs on the junk, causing about half of the North
Vietnamese on board to jump overboard, but the other half
bravely returned fire at the Skyhawks.
Guided missile frigate Worden
(DLG-18) had meanwhile launched Clementine Angel, her UH-2B,
Lieutenant Commander David J. McCracken, Ensign Robert H.
Clark, Jr., Chief Davis and AMH2 G.E. McCormack, HC-1 Det 5
Froggy Five. Clementine Angel was in contact with the
Albatross crew, who told them to hurry, as “enemy junks were
closing in on the downed pilot,” and at approximately 1830
the helo arrived on the scene. Two sampans turned and also
began closing in.
McCracken later reflected upon
their close call. “I flew toward what I thought was the
flare, got too close to some junks near the beach, and they
opened fire on me. The smoke I saw wasn’t from the marker
flare, however, but from a burning belly tank.”
Immediately appreciating the dire
situation, McCracken made a firing pass from 50 feet above
the junk, enabling McCormack to return fire with the M-60,
causing more North Vietnamese to jump, apparently killing at
least one man. The firefight was so intense that Clark lent
a hand with an M-1 Thompson sub machinegun, almost
simultaneously spotting Greenwood in the water.
However, mortar and machine gun
fire from shore now erupted around the scene. Clementine
Angel hovered over Greenwood, lowering a horsecollar sling
that the pilot gratefully grabbed “in a death grip,” and
returned to Worden. But as they were doing so, mortar rounds
straddled the helo, the splash of the first round lifting
the Seasprite’s tail and putting it into forward motion,
McCracken later noting that “Getting out of there was my
intention anyway–but not in so violent a maneuver!”
Greenwood, who spent upward of an
hour in the guided missile frigate’s sick bay in shock and
another two–three hours recovering, had been in the water
for almost 40 minutes.
Hoboken 411, an A-4C (BuNo
148499) Lieutenant Commander John M. Tiderman, and Hoboken
406, another A-4C (BuNo 148515), Lieutenant Frank R.
Compton, VA-94, both launched as a SARCAP, on 21 March 1966.
By the time they reached a point approximately five–ten
miles off Cap Mui Ron, the ceiling was 100 feet, with thin
scattered clouds up to 2,000. During the letdown from
18,000–1,000 feet, the number two man on the starboard side
overran the lead aircraft, reducing power and repositioning
himself “in a normal three plane, trail formation.” Thus
“there was some degree of maneuvering for position at the
time of the incident.”
Hoboken 400, flight leader, was
leveling off at 800–1,000 feet and the flight was in and out
of the cloud tops, indicating the three aircraft did not
have visual reference to one another at all times. Suddenly
he saw a bright flash in his rear view mirror and lost
visual and voice contact with 411 and 406, which probably
collided. At 1010, however, while encountering low stratus
clouds with tops at 800–1,000 feet, the pilot and RIO of
Showtime 613, another F-4B, both saw a SAM off the coast,
arching upward at high speed, heading 090º at 1,000 feet.
Their initial sighting was a “plume of smoke” and then a
“black pencil shaped object” leveling off. Flare 103, an
RA-5C, also spotted the contrail but not the SAM itself.
“Missile sighting and loss of
Hoboken 411 and 406 correlate in time and position” was one
speculative analysis. In addition, Hoboken leader reported
two indications of his ALQ-51 light on briefly, and the
general consensus was of an SA-2 launching. Raven 302,
flight leader of a reconnaissance mission, together with
Crowns Alfa and Bravo, Electron 502, Clementine helo and
Fetches 53 and 54, two SH-3Ws, were all diverted to assist
with the CSAR. Though visibility was poor at the scene,
helmets, a lifejacket and similar gear were recovered, their
close proximity negating the possibility of successful
ejections, reducing the likelihood of anyone surviving.
Neither man was ever recovered.
Sun Glass 502, an A-4C (BuNo
148444) Lieutenant (jg) Bradley E. Smith, VA-76, launched as
the leader’s wingman in a three plane flight on an armed
reconnaissance over North Vietnam, on 25 March. The
visibility near the coast was four–five miles in haze, no
cloud cover. Spotting a ferry slip at Quang Khe highway
ferry, near a river mouth approximately one mile inland, the
leader directed 502 to make a 20º Snakeye run on it. Prior
to roll in, the number three Skyhawk observed Smith over the
water at around 3,000 feet, in a right turn, at 0805.
However, no explosion or impact, or bomb detonations were
noted, but as 502 failed to appear for the flight’s
rendezvous, a CSAR was initiated.
No less than 11 aircraft from
Enterprise and Ticonderoga including a pair of A-4s for
RESCAP, an HU-16 and destroyer Agerholm (DD-826) and Worden
searched for hours, but no trace of Smith or his Skyhawk was
discovered, nor any beeper heard. The North Vietnamese,
however, announced the capture of “a pilot in the vicinity
of Quang Binh City” on the same morning; Smith did not
return to the U.S. until 12 February 1973.
From 2 December 1965–31 March
1966, Enterprise’s aircraft flew 7,598 strike sorties into
both North and South Vietnam. As March passed into April,
the weather remained unpredictable and enemy fire
“intensive.” When the ship suffered casualties, they came in
“isolated bunches, with sudden shock by all the crew.”
On 1 April 1966, Hollygreen 112,
an A-3B (BuNo 142665), Commander William R. Grayson, pilot,
det OIC, Lieutenant (jg) William F. Kohlrusch,
bombardier/navigator and ADJ1 Melvin T. Krech,
crewman/navigator, VAH-4 Det M, was on No. 1 Catapult
preparing to launch for a daylight tanker mission in support
of strike aircraft while Enterprise was steaming in the
South China Sea. Suddenly, the Skywarrior’s nose wheel was
observed to collapse aft and the nose settled to the deck. A
catapult end speed of 350 knots was recorded, indicating
“the aircraft became disengaged from the catapult.” The A-3
immediately dropped off the bow, though the airspeed was
considered adequate for the crew to attain “level attitude”
prior to hitting the water nose down. Tragically, the crew
could neither deploy their parachutes nor survive the
impact. The structural failure was suspected of causing the
aircraft and the catapult “to become disengaged” at a time
that prevented the Skywarrior from “obtaining flying speed.”
Two days later, on 3 April 1966,
the crew took a brief break to be entertained by comedian
Danny Kaye [David D. Kaminsky] and songstress Vikki Carr
[Florencia B. de C. M. Cardona]. Their show was “sandwiched
into the operation schedule at 0800,” permitting off duty
crewmembers to gather in the hanger bay for the 45 minute
show.
At dawn on 4 April 1966, aircraft
from Enterprise “dove out of the haze to bomb an enemy
supply center at the hub city of Vinh.” For almost a week,
the ship’s embarked aircraft “hurled destruction” at the
communists, and “only smoking rubble remained when they
streaked away on the last run.” Among those on board to
witness the strikes were six members of the House Armed
Services Subcommittee, led by Deputy Secretary of Defense
Cyrus R. Vance, as well as her first skipper, Rear Admiral
de Poix.
Retiring from the line on 12
April 1966, Enterprise came about for Subic Bay. While in
transit she received a distress call regarding a C-1A, BuNo.
146050, Lieutenant Commander Clayton P. Mays, pilot, and
three crewmembers, VAH-4, Hancock that went down in a storm
near China while crossing the South China Sea en route from
NAS Cubi Point to Kitty Hawk. Enterprise supported Hannah by
sending out 90 SAR missions over the next 24 hours, but
neither men nor machine were recovered.
Rear Admiral David C. Richardson
relieved Rear Admiral Walker as Commander TF 77.7, on 14
April 1966. Enterprise arrived at Subic Bay the next day for
a brief stay, before standing out again on the 20th.
U.S. air strikes against VC
“supply arteries” gradually eroded North Vietnamese ability
to move large convoys over roads, and they enemy began
substituting with waterborne shipping, meaning that CVW-9
“found itself with an increasing responsibility against
junk, sampan, and barge traffic throughout Vietnam’s complex
waterway system.” Strikes between 22–28 April 1966 thus
concentrated upon these routes.
British, Australian and Japanese
media representatives visited the carrier on 24 April 1966.
Two days later aircraft from Enterprise flew a “massive
raid” on the railroads connecting Thanh Hoa with Vinh,
“causing virtual disruption of these lines of
communication.”
Enterprise celebrated her 60,000
arrested landing, on 28 April 1966; she then steamed south
for Dixie Station, operating there against “the heavily
infested Mekong Delta” during 29 April–7 May 1966, before
returning to Yankee Station from the 8th–15th. The 29th of
April marked the ship’s 100th (non-consecutive) day of
combat; the next day, Lieutenant Commander Walter S. Gray
had the honor of flying the ship’s 10,000th strike.
During the first half of May, the
“bank of haze that had hampered air operations since March,
lay like a thick curtain over North Vietnam from Vinh to the
Chinese border and little could be accomplished.” The ship
returned to Yankee Station on 8 May 1966, launching
interdiction strikes.
Coming about for NAS Cubi Point
on 15 May 1966, Enterprise had barely arrived before Typhoon
Irma compelled her exit. Cruising along the Filipino coast
for three days (18-20 May), she rode out the typhoon before
anchoring in Manila Bay, 20–21 May. The next day, Enterprise
stopped in Subic Bay to pick up almost 300 crewmembers
stranded by Irma before returning to Yankee Station to
resume strikes against the enemy, 22 May–5 June.
Early on the morning of 23 May
1966, Gale Force 712, an A-4C (BuNo 147762), piloted by
Ensign Karl W. “Butch” Leuffen, VA-36, participated in an
armed reconnaissance mission over Route Package 005, North
Vietnam. Leuffen was part of a five hour flight by three
Skyhawks against Dong Khe Railroad Bridge. The terrain,
considered “flat,” was not a problem, however, the ceiling
was at 7,000 feet, overcast, with visibility at six NM, but
during the pre-brief it was revealed that a flight had
located a “target of opportunity” through the overcast. The
Skyhawks made three passes over the bridge, encountering
“light” but “accurate” AAA, identified as 37 mm guns, barely
a minute into their runs, though claiming “all ordnance on
target.”
During their third pass from a
30º dive angle from approximately 2,800 feet, while flying
around 400 KIAS, at 0305, Leuffen felt “a thump during
target run in.” Releasing his ordnance, he recovered at
2,500 feet. Butch Leuffen’s Skyhawk began streaming fuel,
the pilot noting a rapid loss of oil pressure. Refueling
from an A-4 tanker, he began heading back toward Enterprise,
but had no sooner reached the ship, beginning his landing
approach from the 180º position when he heard “loud
scrapping noises,” and commenced losing altitude. The
pilot’s engine seized, forcing him to eject, at 18º15’N,
107º10’E, noting as he did so that his fuel bypass light was
lit. Hitting the water and sinking almost two feet before
resurfacing, he was quickly recovered by the ship’s plane
guard UH-2A, HC-1. Leuffen felt survival was due to “his
ability to position himself prior to departing the
aircraft.” HC-1 Det 5 transferred from Worden to the “Big
E”, on 5 June.
The communists were “moving even
more…supply traffic over the water routes,” and aircraft
from Enterprise “inflicted heavy damage” to the port
facilities at Ben Thuy, on 28 May 1966. Enterprise launched
“a large air armada” on the Ben Thuy port facilities, which
had taken over “a great deal of Vinh traffic,” on 28 May,
the “raid termed a large success.” Over a two day period in
May, VA-93 dropped seven North Vietnamese highway and
railroad bridges, earning the Blue Blazers the additional
nickname of “Bridge Busters.”
Three days later Enterprise
launched “one of the major strikes of the war” to date,
against the military complex at Nam Dinh, including a
railroad yard and a POL storage center, in the Red River
region of North Vietnam. Six missions blasted the facilities
there, causing “massive destruction to its supply
capabilities.
The Nam Dinh area was heavily
defended by both AAA, including 37, 57 and 85 mm guns, and
by SA-2 SAMs. Attacking aircraft were greeted by a veritable
barrage of fire, yet pilots persevered, completing their
runs. The flat terrain aided visual identification from the
air, and the ceiling was at 10,000 feet with broken clouds.
One flight of four F-4B Phantom
IIs from VF-92 dropped a total of 31 MK 82 Low Drag General
Purpose bombs on five separate AAA sites, each comprising up
to six guns, the first two and the fourth consisting of 85
mm batteries, and the third of 37s. The Phantom IIs were
over the guns between 1025–1028, noting “no firing following
attack,” though a previously unidentified 85 mm battery at
the fifth site surprised aircrews, continuing to fire till
the flight was “well clear of the area.”
Another flight of four Skyhawks
from VA-93 blasted the railroad yard, destroying as many as
10 boxcars, as well as damaging an “unknown number” of
others, together with some buildings, with 52 MK 81s.North
Vietnamese AAA opened up as the flight entered the target
area, bursting at 7,000–10,000 feet, then shifting fire to
below the Skyhawks, which were coming in around 8,000 feet
at approximately 450 KIAS, then shifting to above them, then
“right on,” tracking. The pilots described the fire as
“heavy and accurate,” believing it to be radar controlled.
One A-4C, BuNo. 147834, was struck a “glancing blow” in its
port wing by an 85 mm fragment, at 1024, recovering and
returning to the ship.
Four more Skyhawks from VA-76
plastered nearby port facilities with 58 MK 81s, destroying
“at least” six buildings and damaging “many others,” the
pilots observing “numerous” secondary explosions. However,
the enemy started firing while the A-4Cs were almost 5 NM
from the target area, white, black and grey AAA bursts being
“seen at all altitudes below 10,000 feet.”
In addition, shortly after
departing the target area the flight leader saw a contrail
and then an “orange-white burst,” at about 1029. An aircraft
in another “flight had a singer tone but did not see the
SAM.” Although the Skyhawks in this strike were similarly
equipped, they had “no warning,” and a “SAM red call” was
not heard until after crossing the coast outbound following
the strike.
While the other aircraft were
hitting Nam Dinh, a coastal reconnaissance mission by a pair
of VA-36 Skyhawks spotted eight cargo junks operating
suspiciously, sinking one with six MK 81s, between
1045–1100, at 20º17’N, 106º34’E, the pilots making runs 30
seconds apart.
Around 1100, the enemy fired a
salvo of three SA-2s at the aircraft, while the pilots were
flying between 500–1,000 feet. The first missile passed
ahead of the Skyhawks, the second passed above them, and the
third detonated above the pilots, at 20º15’N, 106º36’E. The
missiles burst within 150–200 feet of the A-4Cs, which dived
at least 100 feet to avoid the SAMs.
Former boxing champion Archie
Moore [Archibald L. Wright], came on board Enterprise on 2
June 1966, showing the crew movies of his championship
boxing exploits that spanned half a century.
On 5 June 1966, many of the “crew
watched with relief as the last launch nosed onto the angle
deck.” After pulling off the line and discharging her
remaining ordnance and combat material at Subic Bay,
Enterprise and Bainbridge finally left for their new
homeports on 9 June, CVW-9 aircraft intercepting and
escorting over the ships four Soviet Bears (Bears oddly
appropriate in view of their California destinations), on
the 14th, the ships crossing the IDL the next day and
inchopping to Com1stFlt, on 19 June 1966.
Bainbridge detached from the
carrier four days later to proceed independently to Long
Beach Naval Shipyard, while the carrier returned to NAS
Alameda. Newscasters began arriving on board Enterprise on
19 June 1966, and the crew held an improvised end of cruise
party on the 20th.
The next day, 21 June 1966, “the
Golden Gate Bridge appeared through the morning haze.”
Sliding “through the mist” beneath the bridge the ship was
welcomed by one of the largest celebrations given a vessel
entering the bay since WWII.
Traffic backed up on the bridge
approaches for miles as crowds of “cheering people with
streamers and signs leaned out over the rails of the Golden
Gate.” Whistles sounded and fireboats shot water geysers
skyward as the ship steamed into the bay, mooring at NAS
Alameda, city officials dedicating the day in honor of the
ship. More than a third of the crew went on leave, the
remainder taking advantage of “the tremendously warm
welcome” extended to them by the people of the area, with
San Francisco, Oakland and Alameda proclaiming 21 June as
“Big E Day.”
CVW-9 flew 20,076 sorties, 13,020
combat, 2 December 1965–5 June 1966, the wing proudly
claiming that “the queen of the seas was married to the king
of the air wings,” made 19,131 catapult launches and 18,142
arrested landings, dropped 8,966 tons of ordnance, performed
six helo rescues and spent 120 days on the line.
Enterprise remained in the San
Francisco-Oakland Bay area throughout the summer and fall
for ship’s maintenance and refresher training, being visited
by a party led by the Consul General of India, on 28 June.
Enterprise moved across the bay into San Francisco Bay Naval
Shipyard, Hunters Point, beginning a period of repair and
“routine maintenance,” and to “establish a base of
operations at her homeport,” 30 June–2 September 1966.
Workers at the shipyard put in
60,000 man days in barely two months on the ship,
principally concerned with five major projects: major
repairs to all four catapults; installation of an RIM-7E
Basic Point Defense Missile System (BPDMS) Sea Sparrow III
launcher on the port quarter for AD; modification of all
aviation electronic shops to handle the electronic gear on
E-2As and A-6s; modification of communications spaces; and
“ship painting and cleaning.”
While there Enterprise was
visited by Vice Admiral Rickover, Mayor John F. Shelley, San
Francisco, and Archie Moore, the boxing champion’s second
visit. On 27 August, she was opened to over 2,400 shipyard
workers and their dependents.
The carrier held a “fast cruise”
for a day and a half checking out the new systems before
returning to Alameda, 2–6 September 1966. From then through
the end of the month, Enterprise conducted Carrier
qualifications and training exercises, preparing for her
next deployment to Vietnamese waters.
During the first of two separate
underway periods for Carrier qualifications and crew
familiarization, (6–10 and 12–16 September 1966), the crew
received a party of 14 prominent business and civic leaders,
guests of the Secretary of the Navy, and during the weekend
between the two cruises, Admiral James S. Russell (Ret.)
visited the carrier.
During 10 days of “minor touching
up” at San Francisco Bay Naval Shipyard, Hunters Point,
CVW-9, comprising VA-35 (A-6As), VA-56 and VA-113 (A-4Cs),
VF-92 and VF-96 (F-4Bs), RVAH-7 (RA-5Cs), VAW-13 Det 65
(EA-1Fs), VAH-2 Det M (A-3Bs) and HC-1 Det 65 (UH-2A/Bs),
reported on board. Also on board at various times were VQ-1
(EA-3Bs) and Heavy Photographic Squadron (VAP)-61 (RA-3Bs).
In addition, VAW-112 (E-2As) would later be established at
sea while on board Enterprise in the Gulf of Tonkin, on 20
April 1967.
Meanwhile, Enterprise sailed down
the coast for additional training, including test firing her
Sea Sparrow missiles, on 26 September 1966. The ship
returned for two days early on 28 September, to “check out
her arresting gear.” Anchoring for the night, she moored at
San Francisco Bay Naval Shipyard, Hunters Point, the next
day.
The ship conducted additional
drills and air exercises (3–12 October 1966), a period
punctuated by tragedy. At 2215 on that day, Flare 102, an
RA-5C Vigilante (BuNo 149288), Lieutenant John K. Sutor,
pilot, and Lieutenant (jg) Peter C. Carrothers, radar
navigator, RVAH-7, launched from Enterprise on a night
reconnaissance mission. Flare 102 climbed to 21,500 feet and
returned overhead to attempt to rendezvous with Folder III,
the KA-3B duty tanker (BuNo 147650), Lieutenant Deighton A.
Hunt, pilot, Ensign Carroll L. Gibson, bombardier/navigator,
and AO1 Melvin F. Colby, crewman/navigator, attached to
VAH-2 Det M, for inflight refueling practice. Enterprise
advised Flare 102 that they were “experiencing difficulty”
contacting Folder 111, requesting that the Vigilante connect
with the tanker. The two aircraft rendezvoused, Sutor
joining Hunt on his starboard wing. At 2315, Flare 102
assumed the lead and was vectored to the marshal point. A
section penetration was initiated at 2331. The aircraft each
entered the overcast at 1,700 feet, 10 NM astern of the
ship, transitioning to level flight at 1,200 feet, 175 KIAS.
During the transition to the landing configuration at
approximately 2352, at the eight-mile rate, in straight and
level flight, they collided, Folder 111 “apparently”
striking the Vigilante on the starboard side. Flare 102
rolled to the left in a “nose down” attitude, Sutor shouting
to Carrothers to “eject!” Both men were rescued by one of
the carrier’s helos and returned to Enterprise, but an
“immediate and thorough” search and rescue (SAR) by aircraft
from NAS North Island, backed-up by the Coast Guard, failed
to locate any survivors from Folder 111.
Enterprise returned to NAS
Alameda to prepare for Operation Base Line Two, a major 1st
Fleet exercise giving “battle readiness testing to ships
facing deployment in the Far East.” A region of Southern
California Special Operations Area (The southern California
operating area) was “roped off” to create an area with
features approximating those of Yankee Station off North
Vietnam.
As Enterprise entered the
“hostile sea,” she test fired the missile system, also being
subjected to simulated attacks by submarines, motor torpedo
boats and aircraft. On 17 October 1966, Vice Admiral Bernard
F. Roeder, Com1stFlt, came on board to observe operations.
However, teeth sheered off from a
pinion, putting out of action one of the reduction gears of
the ship’s propulsion system, this and “minor repairs to the
catapults” forcing her to put into San Francisco Bay Naval
Shipyard, Hunters Point, 21–31 October.
The ship stood out for a week of
carquals for A-3s, F-4s, E-2s and C-2s, 31 October–4
November. On 5 November, a dependents cruise was held, an
aerial display being performed. Preparing for their
impending cruise, VAH-2 Det M departed NAS Whidbey Island,
Wash., for the carrier, on 8 November.
Deploying for WestPac at 1000 on
19 November 1966, a “typically cold, rainy and grey” day,
Enterprise passed beneath a small group of well wishers
gathered on the Golden Gate Bridge and “churned on through
the drizzle” Hawaii-bound. Assigned to CVW-9 were 79
aircraft: 24 Phantom IIs, 28 Skyhawks, six Vigilantes, nine
Intruders, five Skywarriors, four Hawkeyes and three
Seaprites.
Steaming to Hawaii in five days,
Enterprise encountered seas and winds that “were quite high
at first,” though calmer weather prevailed as she neared
Hawaiian waters, postponing her continued westward sailing
to give the crew a brief respite by visiting Pearl Harbor,
on 23 November 1966. Subsequently, she completed her ORI,
the crew “scurrying to general quarters, at odd times during
the day and in the middle of the night.” Lieutenant Governor
Andrew T.F. Ing presented Captain Holloway with a state
proclamation issued by Governor John A. Burns, declaring
“Enterprise Day,” while local newspapers ran stories
heralding the arrival of “a new Enterprise,” referring to
the ship’s famous WWII predecessor.
Some 20,000 “curious citizens
jammed the pier” to visit the carrier that Sunday, but only
four hours were allotted for the visitors and the influx
proved so unexpected that by the end of visiting hours at
1600, many thousands still had not been able to come on
board and the crew reluctantly turned many away. Ten
remaining plankowners still served on board, taking
advantage of the occasion to celebrate the ship’s fifth
anniversary.
The carrier slipped from her
berth the following Monday, heading out from Oahu on her
westerly course into WestPac accompanied by Bainbridge,
destroyers Turner Joy (DD-951) and McKean (DD-784) and
guided missile frigate Gridley (DLG-21), inchopping into 7th
Fleet on 3 December 1966. Shortly thereafter she came within
range of Soviet reconnaissance patrols, being overflown by
Bears on “a few occasions.”
En route to the Philippines, the
ship participated in Operation Newboy, an AD exercise, on 7
December 1966. Enterprise moored at Leyte Pier, NAS Cubi
Point, the next day, and began loading supplies. Final
combat preparations for her embarked squadrons were
completed at NAS Cubi Point.
Before sailing again for
Vietnamese waters, Rear Admiral Walter L. Curtis, Jr.,
ComCarDiv-9, broke his flag on board. Standing out on 15
December 1966, the carrier was escorted by Bainbridge,
Gridley and Manley (DD-940) to Yankee Station, arriving on
the 18th, beginning the ship’s first line period during this
deployment, covering 18 December 1966–16 January 1967.
The first jets roared off at dawn
on 18 December 1966, Enterprise’s opening strikes of the
deployment. Although a low ceiling, fog and gloom from the
monsoon hampered those initial runs, the ship nonetheless
commenced six months of “grueling combat.” Despite ongoing
inclement weather, she flew successful strikes against rail
networks and power plants. Enterprise’s A-6 Intruders proved
particularly effective during night and foul-weather
missions using radar navigation and radar bombing when “low
ceilings prohibited visual deliveries.”
Interdiction of enemy supplies
proved the primary objective for these earlier strikes,
hitting bridges, railroads and supply dumps near Vinh, Thon
Hon and Ha Tinh. While the majority of those missions took
place under “instrument and night conditions,” her aircraft
also participated in both VFR and Iron Hand missions. During
a pre-dawn strike two days before Christmas of 1966, her
aircraft hit the Vinh Railroad Yard, North Vietnam.
Lieutenant Commander Robert W. Miles, pilot, and Lieutenant
(jg) Kenton W. Van Lue, bombardier/navigator, VA-35, both
later received the Distinguished Flying Cross for their part
in this strike, with a “large secondary explosion” being
observed by other aircraft in the area.
That same day (23 December 1966),
destroyer O’Brien (DD-725), patrolling about 21 miles north
of Dong Hai, North Vietnam, came under heavy fire by 57 mm
enemy shore batteries, at 1046. Numerous shells exploded
around the ship and although she maneuvered to try and avoid
the incoming salvoes, she received three direct hits and
suffered two men killed and four wounded. Three divisions of
CVW-9 aircraft from Enterprise, together with planes from
Kitty Hawk, were diverted from their primary targets to aid
O’Brien, and along with the destroyer’s own guns (130
rounds), silenced the batteries. Destroyer Benner (DD-807)
relieved O’Brien on station that evening, while Maddox
(DD-731), about 10 miles south when the latter was attacked,
closed the area, assuming control of strike aircraft. Their
presence enabled the damaged destroyer to retire to obtain
medical assistance for her men, and then proceed to Subic
for repairs; O’Brien returned to sea in less than two weeks.
The 48 hour cease fire over
Christmas, and “seasonal poor flying weather” reduced the
scope of operations in Vietnamese waters during 21–28
December 1966. Intruders, however, pounded the Hanoi-Vinh
Railroad by “generally using a full system radar drop,” and
conducted a “limited amount of interdiction of waterborne
cargo traffic.”
On the day after Christmas of
1966, Archbishop Francis C. Spellman of New York, Vicar of
the Armed Forces, held mass for nearly 2,000 men gathered in
the hanger bay. In addition to the two day stand-down during
the New Year’s ceasefire, operations over North Vietnam were
“further curtailed by the dominant northeast monsoon weather
pattern,” 29 December 1966–3 January 1967.
Through 16 January 1967, when she
came about from Yankee Station, Skyhawks and Phantom IIs
from Enterprise carried out primarily armed reconnaissance
missions, “to seek out and destroy” communist waterborne
logistics craft, coastal highway bridges and suspected
infiltration routes.
Under Secretary of the Navy
Robert H. Baldwin visited Enterprise on 10 January 1967;
Secretary of the Air Force Harold Brown paid a call on the
12th. Four days later, after 28 days on the line, she sailed
for Subic Bay, mooring at Leyte Pier, NAS Cubi Point, on the
18th. The next day, Rear Admiral Maurice F. Weisner relieved
Rear Admiral Walter L. Curtis, Jr., as ComCarDiv-1, on board
Enterprise.
Enterprise stood out from Subic
on 26 January 1967, anchoring off Manila for a brief visit
(27–30 January, before steaming for Vietnamese waters.
Departing Manila on 30 January, she conducted an AAW
exercise with British carrier HMS Victorious.
Returning to Yankee Station on 1
February 1967, Enterprise resumed operations against North
Vietnam, though poor weather continued to “prevail and
discourage” Alpha (maximum-effort) strikes. During this
period, coordinated “major strikes” hit the Thanh Hoa
Railroad Yard/Siding, Dong Phong Thong Railroad Yard, and
both the Hon Gai and Bac Giang Thermal Power Plants.
However, the weather continued to
impose restrictions, missions often depending upon “a
transitory break in the cloud cover” to enable targets to be
seen from the air. Dubbed the “Winter War” by pilots in
reference to their difficulties in completing missions, this
problem partially abated with the introduction of the A-6,
whose modern avionics and systems made possible strikes
hitherto restricted by weather. Referring to the tactical
advantages offered by their aircraft, Intruder pilots on
board Enterprise began to quip that “The weather was
terrible, just perfect for us.”
The first two months of 1967 saw
Enterprise aircrews paying considerable attention to the
railway facilities at Vinh, Thien Linh Dong–both “singled
out for particular decimation”–Dong Phong Thuong, Thanh Hoa,
Pho Can, Qui Vinh and Ninh Binh, all “soon in need of
considerable repair.” In addition, “numerous bombing and
rocket” attacks were flown against enemy barges, bridges and
supply areas in the mountains near the DMZ. During 4–5
February, aircraft from Enterprise and Ticonderoga hit the
Thanh Hao trans-shipment complex, forcing the communists to
begin a massive reconstruction of facilities there. Strikes
in this period were part of an “interdiction in depth”
campaign.
The three-week lunar celebration
known as Tet is the most significant Vietnamese holiday. The
U.S. and its Allies traditionally observed a truce during
this period, and beginning on 8 February 1967, the Tet cease
fire, normally authorized for 48 hours, was extended to six
days, giving rise to unfounded rumors of an end to the war.
However, the war not only continued, but the intervening
lull afforded the enemy AAA gunners and SAM sites an
opportunity to strengthen their defenses.
At 1145 on 12 February 1967,
Flare 105, an RA-5C (BuNo 151623), Commander Donald H.
Jarvis, pilot and squadron executive officer (XO), and
Lieutenant (jg) Paul M. Artlip, radar navigator, RVAH-7,
launched from Enterprise on a Blue Tree photographic
reconnaissance mission, escorted by Show Time 603, a Phantom
II. At approximately 1240, Flare 105 was at about 800 feet,
flying 450 KIAS, on a heading of 30º left bank, beginning a
slight right turn, in right echelon formation parallel to
the Vietnamese coast. Suddenly, numerous 37 mm and 57 mm AAA
commenced concentrated firing almost simultaneously. Both
aircraft received heavy fire from the enemy guns and 603
observed a hole in 105’s starboard wing. Both aircraft
entered overcast.
Show Time 603 broke in clear on
top at 6,000 feet, but failed to locate 105 by either visual
or radio search, so immediately alerted CSAR forces, during
which the Phantom II crew sighted an oil slick on the water.
Almost afterward, the crew also heard a beeper signal,
followed by a very weak PRC-10 transmission: “Goodman,
Goodman, down here.” Continuing their search for the downed
crew, the crew of 603 sighted both men in the water, one in
a raft and the other floating approximately one-fourth of a
mile away, the impact area at approximately 20º10’N,
106º24’E. Sighting the raft was actually very difficult, as
it blended into the “yellowish” water, but unusually, the
green flight suit stood out.
An enemy junk, however, was
rapidly closing the downed crew, but 603, assisted by a
second Phantom II as RESCAP, drove her off. Loosefoot 68, an
SH-3A, arrived on the scene at about 1315 to pick-up Artlip,
but due to an overheating transmission, was forced to
terminate the rescue and return to Long Beach. A UH-2 then
arrived and attempted to retrieve Jarvis, but was unable to
do so due to a hoist malfunction. Crown Bravo, an HU-16,
arrived at 1400, assuming on scene commander. However, the
rescuers now came under small arms fire from shore, so a
pair of Arab A-1s, together with a couple of Battle Cry
A-4s, were vectored-in to suppress the fire with Zuni 5.0
Inch [130 mm] unguided rockets and 20 mm rounds. Thirteen
minutes later, Crown Bravo landed and picked up the pilot,
the recovery hampered by injuries, including two fractures,
to Jarvis’s arm, and his entanglement in parachute shroud
lines, together with a helo crewman who had stayed in the
water with Jarvis. Crown Bravo returned Jarvis to Da Nang.
Although “prevailing seasonal
poor flying weather” impeded operations during the week of
15–21 February 1967,” Enterprise’s aircraft utilized radar
bombing and attacked targets “of opportunity” across North
Vietnam. Rear Admiral Weisner was relieved by Rear Admiral
Roger W. Mehle as ComCarDiv-1, on the 18th.
Toward the end of the week,
planes from Enterprise concentrated their efforts on lines
of communications “interdiction control points in RT [route]
areas south of Than Hao, truck convoys and rail cars”
replacing waterborne craft as primary targets following
inclement weather problems that “largely limited combat
operations to coastal recce [reconnaissance].”
During night operations, a pair
of CVW-9 Intruders dropped four CBU-2A cluster bombs, two MK
82 500 lb general purpose bombs and four MK 81 250 lb bombs
on a Route 1A “truck bottleneck at a downed bridge,”
resulting in six secondary explosions generating “large
columns of black smoke.” Ongoing poor weather over North
Vietnam, however, compelled diversion of many sorties toward
southern Laos.
Show Time 614, an F-4B (BuNo
150413) Major Russell C. Goodman, USAF, pilot and former
Thunderbirds (USAF Air Demonstration Squadron) narrator, and
Ensign Gary L. Thornton, RIO, VF-96, launched with their
wingman, Show Time 601, at 1530 on 20 February 1967. The
flight was assigned a “lucrative target” of 20 railroad cars
at Thien Linh Dong Railroad Siding, six nautical miles
southwest of Thanh Hoa, the AAA plot indicating that the
area was “lightly defended.”
Approaching the siding, the
flight climbed to 11,000 feet, maneuvering into position. At
approximately 1625, 601 commenced its roll-in to a 45º dive
to release at 5,000 feet. As 601 leveled its wings in the
dive, the crew observed a 57 mm burst over the target,
followed seconds later by an explosion at 5,000–7,000 feet.
Shortly afterward, 601 spotted a second explosion on the
ground northeast of 614’s aim point.
The wingman aborted his dive to
search for survivors, but spotted no parachutes nor
overheard beepers, and believed the first explosion to be
614 impacting with the ground. Viceroy A-1s arrived overhead
to support the search, which was drawing heavy AAA and
automatic weapons fire from the area. However, Goodman was
killed, while Thornton was captured and did not return home
until 4 March 1973.
“Unsatisfactory flying weather
predominated over North Vietnam during the entire week” of
22–28 February 1967, “severely restricting activities.”
Enterprise Intruders, however, conducted a total of five
radar attacks on both the Hon Gai and Bac Giang Thermal
Power Plants, North Vietnam. Both plants lay within “the
flak umbrellas of Hanoi and Haiphong.”
Leading the first Alpha strike
against the latter, accomplished on the night of the 24th,
aircrews from VA-35 (Commander Arthur H. Barrie) flew into
the teeth of “intense” AAA fire and SAM launches, but had
the satisfaction of noting three secondary explosions
“accompanied by brilliant arcing and blue sparks.”
Show Time 606, an F-4B, BuNo.
152989, Lieutenant David W. “Hawk” Hoffman, pilot, and
Lieutenant (jg) Robert C. Ewing, RIO, VF-96, launched for a
night Barrier Combat Air Patrol (BarCap), on 25 February.
The ceiling was 10,000 feet with scattered clouds. After
Show Time 615, another VF-96 Phantom II flying as their
wingman, was forced to abort its mission, 606 rendezvoused
with Piraz, another aircraft, when Hoffman discovered that
the Phantom II’s port engine was on fire. Shutting the
engine down, Hoffman turned south toward Enterprise, but the
aircraft continued to lose altitude, the starboard engine
receiving no more than 80% power, so 606 called a “mayday
situation.” Folder, an A-3B tanker from VAH-2, stayed with
606 until the latter was at 1,600 feet, approximately 13 NM
from Home Plate (Enterprise). Meanwhile, an SH-3A from
carrier Bennington (CVS-20) had closed the area to support
the SAR. Hoffman and Ewing ejected at 2124, at about
18º17’N, 107º42E, being recovered by an HC-1 helo from the
“Big E.”
On 26–27 February 1967, seven
crews from VA-35 were involved in the first USN aerial
mining operations since WWII. Squadron Intruders dropped two
fields of MK-50 and 52 mines in the estuaries of the Song
Ca, and in the Song Giang Rivers, North Vietnam, attempting
to disrupt enemy coastal and riverine barge and sampan
smuggling to VC and Laotian Pathet Lao forces. The Black
Panthers flew in low, but although they received some light
AAA in the vicinity of Vinh, noted no SAMs.
Additional minelaying missions in
March by planes from Kitty Hawk over the Cua Sot, Kien Giang
and Song Ma Rivers supplemented those carried out from
Enterprise in late February. Although the enemy almost
immediately began clearance efforts, the combined minelaying
flights forced the North Vietnamese to temporarily suspend
utilizing coastal barges for smuggling, as well as seriously
curtailing local fishing activities, often used to feed
communist troops.
The squadron eventually expended
53 mines in 11 sorties, a unique achievement recognized by a
message from Rear Admiral David C. Richardson
(ComCruDesGru-5), TF 77, on 2 March 1967: “…The outstanding
professional manner in which this task was efficiently and
expeditiously accomplished was most satisfying and
emphasized again the value of keeping all your tools sharply
honed and ready for employment on short notice.”
Admiral Ulysses S. Grant Sharp,
Jr., Commander in Chief, Pacific Fleet (CinCPac), visited
the ship for “high-level discussions,” on the 27th.
Enterprise pulled off Yankee
Station on 2 March 1967, entering Subic Bay on the 5th. The
carrier stood out from Subic for Hong Kong on 12 March,
anchoring near Green Island at the British colony, 14–20
March, providing “relief from the rigors of combat.”
Enterprise returned to Yankee
Station on 22 March 1967, and beginning the following day,
the Ha Tau Naval Supply Complex “felt the wrath of
Enterprise air strikes for several days.” Enterprise and her
resourceful aviators were demonstrating that “radar
significant targets” could be struck by “utilizing the
all-weather delivery system of the Intruder.” Additional
North Vietnamese targets hit by strikes launched from the
carrier included Chi Ne Army Barracks, Thai Nguyen Thermal
Power Plant and Thai Nguyen Iron and Steel Mill, the latter
two targets over 24–25 March. Opposed by SAMs and heavy AAA,
the aircraft still “inflicted heavy damage on the enemy.”
Reconnaissance missions often
flew against considerable opposition, but while just as
perilous as strike sorties, seldom received much media
attention. Unarmed missions proved especially difficult for
such crews, requiring steady nerves without the possibility
of returning enemy fire. Commander William Winberg, III,
pilot, and Lieutenant (jg) Paul M. Artlip, radar navigator,
RVAH-7, flew a “vital” 1.7 hour daylight reconnaissance
mission, in RA-5C, covering railroad segments 6A and 6B,
together with “heavily defended” Thanh Hoa complex, North
Vietnam, on 26 March. A Phantom II from VF-92 provided
escort. Though reported as a clear day, haze over the
targets reduced visibility.
Winberg approached Thanh Hoa at
1446, from a minimum altitude of 4,000 feet, flying a
maximum speed of 670 KIAS, on his way home by 1450. But it
was a long four minutes, as he received AAA fire over the
targets. Nonetheless, he “continued his run, obtaining 100
percent photographic coverage of his assigned route.” In
addition, Winberg decided to extend his flight to gain
coverage of both the railroad yard and the industrial
complex, discovering a new railroad bypass and a new
Petroleum-Oil-Lubricants (POL) storage site. For his
resourcefulness and determination, the intrepid aviator was
later awarded the Navy Commendation Medal.
On 27 March 1967, Enterprise
received her first Battle Efficiency “E” as part of the
Pacific Fleet. Two days later, 7th Fleet officers and men
who distinguished themselves in action against the
communists, were decorated by a South Vietnamese delegation,
including Chief of State General Thieu, Premier Air Vice
Marshal Ky, Chief of the Joint General Staff General Cao V.
Vien and naval Captain Tran Van Chon, accompanied by a group
led by Vice Admiral Hyland, Com7thFlt and General William C.
Westmoreland, USA, Commander, MACV. Premier Ky presented
awards to several naval aviators, together with Captain
Holloway, VA-35’s Commander Arthur H. Barie, Commander Glenn
E. Kollmann, Lieutenant Commander Ronald P. Hyde, and
Lieutenant (jg) Nicholas M. Carpenter, and Commander James
L. Shipman, CAG, CVW-9, received the Vietnam Cross of
Gallantry. The next day Ambassador Henry Cabot Lodge visited
the ship.
Strikes during April 1967 focused
upon the Bac Gian power plant and the Thia Nguyen steel
plant. Skyhawk pilots pinpointed enemy bridges and supply
caves with Bullpups, while Phantom IIs crews “turned in
superlative efforts” against barges.
During the first half of the
month Enterprise was assigned to TG 77.0 (Rear Admiral Roger
W. Mehle, ComCarDiv-1, embarked in Enterprise, in turn under
Rear Admiral Richardson, TF 77, embarked in carrier Kitty
Hawk, en route to Yankee Station. On 9 April, Vice Admiral
Hyland met with Rear Admiral Mehle on board the “Big E,”
while she was steaming at Yankee Station.
The Com7thFlt weekly summary for
5–11 April 1967 summarized operating within the difficult
weather conditions succinctly: “Although TF 77 averaged over
100 sorties per day in the Rolling Thunder program,
continuing winter monsoon weather patterns remained over
North Vietnam during the week. Visible results included
destruction of five significant bridges and the damage or
destruction of approximately 10 trucks and 200 cargo junks
and barges. However, radar-controlled missions continued to
maintain U.S. pressure over much of NVN, including two A6A
strikes against the Thai Nguyen steel plant north of Hanoi.”
Six Intruders from Enterprise
struck the Thai Nguyen Iron and Steel Plant three times, all
flights reporting success, and on the 8th, her Phantom IIs
“inflicted heavy damage” to several buildings in a storage
area 30 miles north of Vinh with 250 lb bombs. An additional
strike by her A-6s on the Da Chong Storage Area 37 miles
east-northeast of Haiphong touched off a “huge” secondary
explosion by 500 lb bombs.
Inflicting such damage, however,
did not come cheaply. Show Time 610, an F-4B (BuNo 152978),
Lieutenant James R. Ritchie, pilot, and Ensign Frank A.
Schumacher, RIO, VF-96, were on a coastal reconnaissance of
North Vietnam on 8 April, when they lost utility hydraulic
pressures following a hit by AAA, while flying at about
1,500 feet. Ritchie was apparently unaware of the hit
initially, but by 1445 was noting the pressure loss. Ritchie
was able to guide the Phantom II over the Gulf of Tonkin
before both men ejected at approximately 1450, around 9,000
feet, at 20º31’N, 107º11’E, when it “pitched up out of
control.” Both men hit the water relatively near each other,
about four miles off the coast. Schumacher felt his chute
slowly dragging him down, so he pulled the raft over,
inflating it on the way down, entering it. Meanwhile, 615
attempted to reach 610 without result and Overpass, an AEW
aircraft from Enterprise, lost contact, so a CSAR was
initiated.
Overpass diverted a pair of
Skyhawks, which arrived as RESCAP, visually sighting the RIO
through his smoke signal. Both survivors utilized their
URC-10 survival radios and this enabled the SAR crews to
localize the effort, “Beepers received loud and clear.”
Clementine 1, a UH-2B from HC-1 Det 17, Lieutenant Jaque L.
Meiling, pilot, Lieutenant Andrew J. Curtin, co-pilot, ADJ3
Richard H. Hall and Airman Allen E. Salsbury, flying from
guided missile destroyer England (DLG-22), rescued both men,
in an evolution “completed in a very minimum of time due to
close proximity of enemy controlled island areas.”
On 9 April 1967, three V-75 SA-2
Guideline SAMs neared an A-6 approximately six miles before
the pilot reached his target. Two of the Guidelines burst at
his “10 and 11 o’clock” positions within 200 feet of the
aircraft, causing “violent buffeting.” The third blew up
directly under the Intruder, causing light damage. After a
successful run, the pilot “encountered intense AAA with
bursts all around the plane while outbound.”
The next day, Enterprise aircrews
“returned to the Phu Cu railroad siding 28 miles south of
Thanh Hoa,” accessing “good delivery” of their ordnance. On
the same date, CVW-9 aircraft pounded the Ha Tinh highway
bridge 25 miles south-southeast of Vinh with 250-pound
bombs, “billowing grey smoke” rising from the northern
approach to the bridge after the raid.
Between 12–18 April 1967, TF 77
aircraft, including those flying from Enterprise, damaged or
destroyed more than 200 cargo junks/barges and more than 50
trucks, in operations “largely limited to radar strikes and
random attacks where weather conditions permitted.” During
that period, on the 17th, A-4s from CVW-9 pulverized an
automatic weapons site 30 miles north of Vinh with Zunis. On
the same day, Intruders hit the Thien Linh railroad siding
eight miles south-southwest of Thanh Hoa with 500 pounders,
and other A-6s struck the Ha Tou naval supply area, 28 miles
east-northeast of Haiphong. The next day, “moderating winter
monsoons” permitted task force aircraft to inflict damage by
“a widespread armed reconnaissance throughout North
Vietnam.”
Enterprise arrived at Cubi Point
on 19 April 1967. On the 26th, Rear Admiral Horace H. Epes,
Jr., relieved Rear Admiral Mehle as ComCarDiv-1. The ship
returned to Yankee Station on the 29th, CVW-9 noting upon
arrival that the “weather now appears to be clearing to
allow strikes up north.” “Big E’s” planes attacked the Thien
Linh Dong railroad bridge and siding nine miles
south-southwest of Thanh Hoa, interdicting it with 250 and
500 lb bombs, on 29 April. Other aircrews flew against the
Ngoc Son storage area eight miles south of Vinh, and dropped
a bridge 13 miles south-southwest of Vinh with 500 lb bombs.
The ship and her embarked air wing took advantage of the
break in the weather to launch alpha strikes against the
Vinh and Bai Thuong airfields, the latter cutting the runway
in three locations.
Two minor airfields felt
Enterprise’s ordnance the next day (30 April 1967) when
Skyhawks, escorted by Phantom IIs, “heavily damaged” the
Vinh ammunition and fuel storage area with 500 lb bombs.
Another flight of A-6s pounded the Hon Gai military storage
area 33 miles northeast of Haiphong with 500-pounders,
pilots noting a secondary explosion and “several fires.”
Meanwhile, her Skyhawks cut the approaches to the Tien Dien
highway bridge with air-to-ground missiles.
Also on the 30th, Lieutenant John
K. Sutor, pilot, and Lieutenant Peter C. Carrothers, radar
navigator, RVAH-7, flew a 1.7 hour daytime unarmed photo
reconnaissance mission, in RA-5C, into Route Package IV,
over the “heavily defended” areas of Ninh Binh, Phu Ly and
Namh Dinh, North Vietnam. The photographs were required to
provide pre-strike information for future flights against
these railroad targets, consisting respectively of a siding,
complex and yard. The Vigilante was escorted by an F-4B,
VF-92. Encountering clear weather, the aircraft made their
run over the targets, from 1406–1411. Barely two minutes
into the run, 85 mm AAA engaged the aircraft, but despite
“heavy barrage fire, aircraft buffeting and aircraft
damage,” the men completed their mission, making their main
run at high speed (a maximum of 620 KIAS) but at low
altitude (a minimum of 3,500 feet), so that complete
photographic coverage of the objective areas could be
obtained. Both pilots evaded the AAA bursts, at least 20
being counted, by “jinking,” opting not to launch Chaff
countermeasures. Nonetheless, the RA-5C was hit, receiving
damage to its radar altimeter, but Sutor and Carrothers
completed their mission. Carrothers “skillfully” operated
the “complex radar, navigation and reconnaissance
equipment,” and the success of the mission “under extremely
hazardous conditions” was due to “careful planning and
personal courage,” by both men, for which Carrothers was
later awarded the Distinguished Flying Cross.
The fourth and fifth line periods
saw “frequent breaks in the weather over North Vietnam,”
enabling more visual sorties to be flown than hitherto
possible during this deployment, over 50% of the total
sorties flown during May–June 1967. Targets struck included
Haiphong’s thermal power plants (east and west), Kep
airfield and Van Dien vehicle depot. During one mission
against the latter, her aircrew counted no less than 35
airborne SAMs, evading them “through violent evasive
maneuvers.”
Planes from Enterprise
participated in strikes over North Vietnam in Route Packages
II, III and IV, the Air Force bearing the primary
responsibility for Route Packages I and V, during the first
week of May 1967. Over “a dozen major bridges” were hit,
together with “a large number” of waterborne vessels. In
addition, they carried out a successful strike against a SAM
site near Thanh Hoa.
On 1 May 1967, Enterprise and Bon
Homme Richard (CVA-31) launched a “May Day celebration” in
the form of a coordinated strike against “MiGs and flak
sites”
In the vicinity of Kep airfield.
Flying an F-8E from “Bonnie Dick”, Lieutenant Commander
Marshall O. Wright, VF-211, downed a North Vietnamese MiG-17
with an AIM-9D Sidewinder.
“The A-4 Skyhawks then took over
the show and concentrated on the grounded MiGs,” as enemy
pilots desperately attempted to scramble or escape. During
the ensuing mêlée, Lieutenant Commander Theodore R. Swartz,
VA-76, also embarked in Bon Homme Richard, shot down a
Fresco with a Zuni, making him the first and only A-4C pilot
to claim that unusual distinction, Swartz receiving the
Silver Star for this action. The combined strike force left
three MiGs on the ground “burning,” as well as “making the
runway unusable.”
On 7 May 1967, the Chi Ne
Military Barracks was struck, followed the next day by the
Ha Tou naval storage area. Major coordinated strikes were
conducted against the Bac Giang and Haiphong (East) Thermal
Power Plants, on the 10th and 13th, respectively. In
addition, a raid against the Da Chong POL supply base
triggered “huge” secondary explosions.
The weather gradually improved
over North Vietnam during 3–9 May 1967, allowing naval
planes to fly almost 1,200 attack sorties, concentrating
upon lines of communications (LOCs) and fixed military
installations in Route Packages II, III and IV. Over a dozen
bridges were destroyed or damaged, and aircraft from the
“Big E’ hammered a SAM site near Thanh Hoa on the 4th, as
well as sinking or disabling a number of waterborne craft.
However, during the raid on the
SAM site, Battle Cry 314, an A-4C (BuNo 148514), Lieutenant
(jg) James S. Graham, VA-113, was lost. Graham was number
four of a flight of 10 aircraft. Rolling in, the leader saw
37 and 57 mm AAA bursts, estimated at 5,000 feet. As number
three pulled off from his attack he observed 314 below,
approximately 20º nose down, wings level attitude, although
not burning or smoking. Turning, number three spotted a
parachute over the target area at around 3,000 feet. When
Graham failed to respond to radio entreaties, the third
Skyhawk flew by at 800 feet, Graham stoically waving before
he landed in the edge of trees bordering a small village
near the target area, approximately two miles from the
coast. Graham’s Skyhawk slammed into the ground three miles
south of the target. Aircraft remained overhead for
approximately 30 minutes, but intense ground fire and the
heavily populated area forced them to terminate rescue
efforts and return to the ship. Sadly, Graham’s remains were
not returned to America until 14 August 1985, being
identified on 24 October of that year.
Enterprise A-6 aircrews attacked
an ammunition storage area three miles north of Thanh Hoa
with 250 and 500 lb bombs, and 20 mm guns, on 5 May. “Dense
smoke from the southern half” of the area prevented further
damage assessment, but the men claimed “all ordnance was on
target.” On the same date, her Phantom IIs “silenced two
flak sites” two miles east of Thanh Hoa, some of CVW-9’s
other F-4s hitting a storage area 23 miles north-northwest
of Vinh with 250 lb bombs, triggering a secondary explosion.
Two days later, her Intruders
struck the Dong Phong Thuong Pontoon and Railroad Bridges 12
miles north-northeast of Thanh Hoa with 250 pounders,
dropping the former, and the northern span of the latter.
The ship’s Phantom IIs destroyed a nearby AAA site.
During the week of 10–16 May
1967, carriers operating in Vietnamese waters, including
Enterprise, flew approximately 1,300 combat sorties, with
major strikes against Haiphong, Western and Bac Giang
Thermal Power Plants, Eastern Plant, which was “put out of
commission,” Kien An Airfield, and numerous bridges and
waterways, dropping both the Tamda Railroad and Highway
Bridges. The alpha strike against Haiphong Thermal Power
Plant East on the 10th was fiercely opposed by the enemy,
aircrews counting no less than 22 SAM launches.
On 11 May 1967, Skyhawks and
Intruders operating from Enterprise, escorted by Phantom
IIs, “sliced” the bypass and tracks in the Pho Can Railroad
Yard and Station 20 miles north-northeast of Thanh Hba with
250 and 500 lb bombs. Other CVW-9 Skyhawks hit Chu Tu caves,
utilized by the North Vietnamese to store military supplies,
with 500 pounders and air-to-ground missiles, as well as
hitting the AAA site there with additional missiles. Not to
be outdone, the wing’s F-4Bs sank a ferry loaded with two
trucks, 17 miles south-southeast of Vinh, their 250 lb bombs
triggering a secondary explosion.
Two days later, Enterprise A-4Cs
“triggered an orange secondary explosion at the Vinh
Petroleum Products Storage Area,” five miles north of Vinh,
with 250 and 500 lb bombs.
On 18 May 1967, Battle Cry 316,
an A-4C (BuNo 147842), Lieutenant Robert J. Naughton,
launched as part of a four plane section that split into two
flights, the first to tackle four 40 foot barges, and the
second comprising Naughton as the lead against Dong Phong
Thuong Railroad Siding. The ceiling was 1,500 feet,
visibility 10 NM. Rolling in at 450 KIAS from 8,000 feet on
a string of boxcars for a 30º LAU-10 rocket attack, Naughton
damaged four, but was hit by AAA, tentatively identified as
37 mm, his wingman noting fuel streaming from the centerline
tank as 316 was pulling up. Both began heading for the coast
when the Skyhawk suddenly burst into flames, Naughton
failing to respond to his wingman’s calls, though able to
jettison external stores.
The fire continued to burn
fiercely, enveloping the A-4 from the mid-fuselage area,
aft, altitude now 6,000 feet. At this point, 1235, the
Skyhawk was observed to decelerate rapidly, entering a 20º
dive, impacting the ground and exploding. A parachute was
sighted, and upon hitting the ground, near 19º56’30”N,
105º56’30”E, Naughton contacted his wingman via a URC-10
radio, directing the latter’s strafing runs.
Additional aircraft, including
the other two Skyhawks and a Champion flight, arrived
overhead, alternating strafing runs with the wingman on low
level passes until all ordnance was expended. Big Mother
rescue helo “was holding 10 miles off the beach,” waiting
for some A-1s for cover, but the latter never arrived. As
the aircraft were coming about, people were observed
entering the area, Naughton last seen seated on the ground
surrounded by five North Vietnamese. He did not return home
until 4 March 1973.
Planes from Enterprise “ranged
throughout” the theater in the third week of May 1967,
making “accurate and damaging” strikes against North
Vietnamese supply-support installations. Enterprise and
CVW-9 participated in a three carrier coordinated strike
against “key” targets in the north, on 19 May. Intruders
from Enterprise, backed-up by Skyhawks from CVW-5, embarked
on board Hancock, damaged the eastern approach of the
“vital” Hai Duong Railway/Highway Bridge, 20 miles northwest
of Haiphong, the primary rail link between Hanoi and
Haiphong, with air-to-ground missiles. The A-6s also
destroyed the nearby railroad station and depot at Thien
Linh Dong railroad marshalling yard, with “a barrage of
missiles and bombs,” including both 1,000 and 2,000
pounders. In addition, aircraft hit the Van Dien vehicle
depot complex. En route to the latter, aircrews encountered
a “barrage of SA-2 missiles.” Nonetheless, Skyhawks fired
upon four SAM sites in the vicinity of Hanoi, but evasive
maneuvers taken by the aircraft precluded battle damage
assessment (BDA). The “Big E’s” planes damaged the Thanh Hoa
Railroad and Highway Bridge on Route 1A and cratered the
approaches to Dong Phong Thuong Bridge. Skyhawks damaged
structures at Thanh Hoa Storage Area, and as flak
suppressors, Phantom IIs struck three SAM sites. Intruders
pummeled Bai Ha Xa truck park and Quang Nap storage area.
At 1020 on 19 May 1967, Ray Gun
502, an A-6A (BuNo 152594) Lieutenant Commander Eugene B.
“Red” McDaniel, pilot, and Lieutenant James K. Patterson,
bombardier/navigator, VA-35, launched from Enterprise as
part of a Rolling Thunder strike mission. Their target was
the Van Dien vehicle depot, Hai Duong Province, North
Vietnam. Broken clouds were initially reported, the weather
being considered adequate for prosecution of the strike,
McDaniel’s 81st combat mission over North Vietnam. The
aircraft went in from an altitude of 15,000, but experienced
“continuous blinking red” (enemy radar attempting to track
them) the entire flight and at 1107, 501 noted “missiles
lift off,” SAM launches against the aircraft. But though
“jinking” all the way in and back, none of the pilots
observed AAA bursts.
Nevertheless, upon arriving over
the target the weather was overcast at 8,000 feet “at
least,” and the flight leader cancelled the strike, breaking
left. 500 suddenly spotted three “silver” North Vietnamese
MiG-21 Fishbeds “far below” in a loose diamond “on the
deck,” and when one of the MiGs broke upward, jettisoned
their ordnance.
While flying at approximately 280
KIAS, about 150 feet aft and 200 feet down from the first
pair of the aircraft (the flight leader and Ray Gun 502),
the wingman saw 502 “jettison all bombs and pull hard
rolling just prior to a SAM (believed to be an S-125 NEVA-M
SA-3 Goa) detonation at 502’s one o’clock.” McDaniel and
Patterson broke right, jettisoning their bombs. 503 felt
“pellets hit” (though their aircraft remained undamaged)
hearing both the explosion and 502 calling “Being hit,”
followed by an ominous silence from the crew of the stricken
Intruder. 502 commenced a descending turn slowing in speed
heading for a 3,930- foot peak and began smoking.
When just over the peak at around
4,000 feet, both men jettisoned the canopy and ejected very
close together, “two good chutes” being observed. McDaniel
and Patterson landed on the southeasterly slope of a small
basin, while the Intruder impacted nearby, in an area
commonly known as “Banana Valley.” Several minutes later,
the wingman of the division leader, while egressing from the
target, established radio contact with both survivors.
McDaniel reported that he was in good condition, whereas
Patterson felt he had “badly broken” his left leg and “did
not believe he would be able to move.” Due to heavy
transmissions and enemy interference in the area, the flight
leader believed that 502 was still airborne, checking on
other possible losses from the strike. Both aviators were
subsequently captured by the North Vietnamese, although
Patterson reportedly eluded his captors for three–four days
before being taken. Red McDaniel endured captivity until his
return to the U.S., on 4 March 1973. However, Patterson did
not return home and at the time of writing, his status is
considered “presumptive finding of death.”
That same day, Show Time 604, an
F-4B (BuNo 152264), Commander Richard Rich, pilot, and
Lieutenant Commander William R. Stark, RIO, VF-96, also
launched at 1020, as tactical air reconnaissance combat air
patrol (TARCAP) for the Van Dien raid. Enemy “SAM activity”
was heavy, with as many as 10 missiles seen detonating on
the ground and as many as 15 in the air, forcing 604 and its
wingman to low altitude attempting to avoid the SAMs.
However, upon reaching low altitude, they encountered
increased flak.
At that point, the Phantom II
called out “Show Time One (the tactical call sign of 604) is
hit, one is hit, stick control little sluggish.” Following
this while maneuvering hard at low altitude, 604 called his
wingman, asking “Do you have me in sight?” The wingman noted
604 breaking right then left and down, simultaneously
watching a SAM burst in 604’s “immediate vicinity,” plus two
more impact on the ground below. The wingman maneuvered to
avoid the missile “fireball,” and had no further visual or
electronic contact with Rich and Stark. No CSAR was
attempted, the F-4B going down near 20º45’N, 105º35’E. Rich
did not survive, his remains being returned to the U.S. on
26 April 2000, and identified on 10 October of that year.
Stark was captured, only being released and returning home
on 4 March 1973.
Intruders launched from
Enterprise destroyed the Nam Ly railroad siding with 500 lb
bombs, on 21 May 1967, also “touching off a large orange
secondary explosion.” Catching “a barge concentration” three
miles east of Vinh, the ship’s A-4s “heavily damaged” four
craft, setting off “large secondary explosions which sent
white smoke billowing into the air” with 250 and 500
pounders.
“Flying through heavy fire,”
Intruders and Skyhawks from Enterprise “blasted” Kep
Airfield, a “prime” facility 37 miles northeast of Hanoi,
with 500 lb bombs, the following morning. The pilots
reported three MiG-17 Frescos “on the ground burning, one
heavily damaged,” and multiple hits on the taxiway, together
with “heavy damage” to a revetted area and an AAA site.
Phantom IIs flying from the ship “silenced” four nearby AAA
sites. The same day, the “Big E’s” aircrews also struck a
vehicle complex at Van Dien, five miles south of Hanoi, with
500 lb bombs, and her F-4s damaged a nearby AAA site.
Aircrews noted a total of 25 SAMs fired at them during this
hotly contested strike. Meanwhile, CVW-9 Skyhawks hit a SAM
site 45 miles southwest of the communist capital. Enterprise
A-4, A-6 and F-4 aircrews “teamed up” for a combined strike
against the Da Chong Storage Area with 500 lb bombs, on 23
May. The men destroyed three large storage buildings,
setting off “numerous” secondary explosions. On the same
date, CVW-9 Skyhawks hit storage buildings on an island 33
miles south of Thanh Hoa, while her Intruders had “good
hits” with 250 pounders on a barracks area of a military
complex.
The Haiphong (West) power plant
was “destroyed” on 26 May 1967. The “fourth period of
special operations ended on 27 May,” the ship returning to
NAS Cubi Point on the 30th, but leaving on 3 June to be back
at Yankee Station on the 5th.
Two days later, at 1125 on 7 June
1967, a pair of VF-96 Phantom IIs bombed a “missile hold
area,” near 20º37’45”N, 105º13’35”E. Dropping one string of
MK 82s across the road on the west side, and a second string
northwest to southeast through the complex, the two F-4Bs
obliterated the enemy position with 22 bombs. Meanwhile,
Enterprise’s planes also struck Kep airfield, at about 1700,
a flight of four Phantom IIs dropping 39 MK 82s on the
northern half of “Area Echo,” including revetments,
destroying one plane on the ground and damaging two. During
that run, Falcon 606 took AAA in the starboard wing while
diving at a 45º angle at about 7,500 feet but returned to
the ship withour further incident. Another flight of three
more F-4Bs put two bombs on the runway, but took heavy fire
from 85 mm guns, responding with a “direct hit” on the flak
site.
On 6 June 1967, RVAH-7
photographed heavy enemy activity 35 miles southwest of
Hanoi, the developed images revealing camouflaged SAM
trailers, “not quite well enough” hidden from the prying
eyes of the Vigilante. The next day (7 June 1967),
Enterprise planes returned with more than unexposed film.
Usually on the receiving end of the missiles, the pilots
relished the opportunity to take out the SAMs before the
weapons “chased them through the air.”
A follow-up reconnaissance flight
by a Vigilante from RVAH-7, Comdr. Philip J. Ryan, squadron
CO, pilot, and Lieutenant (jg) James E. Owen,
bombardier/navigator, reported “There were five good fires
still burning after the strike,” receiving a burst of AAA
directly below Owen’s seat, blasting a large hole in the
fuselage.
Champion 406, an A-4C (BuNo
145145), Commander Peter W. Sherman, VA-56, launched as lead
of a two plane Iron Hand flight leading a four plane Alpha
strike against the Van Dien SAM support depot, at 1150 on 10
June 1967. Although not slated for that strike due to the
normal rotation, Sherman had scheduled himself to lead the
flight, and had “briefed his section to fly above and in
front of the strike group in the most vulnerable position
possible, thereby drawing the missile attack on themselves.”
These tactics allowed them to retaliate by firing AGM-45A
Shrike air-to-ground missiles to silence the SAMs, allowing
the strike group to penetrate enemy defenses unmolested.
Preceding the strike element at 450 KIAS, 8,000–9,000 feet
altitude, Sherman and his wingman reached a position near Ha
Dong, 10 miles southwest of Hanoi over the Red River Delta,
at approximately 1237, but encountered “heavy SAM activity,”
at least 12–15 SA-2s spotted airborne, forcing them to take
evasive action. The wingman turned to the right to fire a
Shrike, followed by a “right spiral” to avoid a SAM passing
beneath his Skyhawk, during which he lost contact with
Sherman. There was no further sighting or voice contact
with, or beeper from 406. Sadly, Sherman never returned from
the mission; he was awarded the Navy Cross, posthumously.
His remains were not returned to the U.S. until 16 January
1991, being identified on 29 April of that year.
Rear Admiral Horace H. Epes, Jr.,
Commander TG 77.8, embarked on board Enterprise, had
relieved Rear Admiral Mehle, embarked on board Constellation
(CVA-64), as Commander, Team Yankee, at 2300 on 8 June 1967.
At 2300 on the 19th, they reversed precedence; Rear Admiral
Mehle relieving Rear Admiral Epes.
The Hon Gia railyard and supply
depot was hit, triggering secondary explosions, on 12–13
June 1967. Several squadrons from Enterprise later
participated in missions against the Hai Duong railyard and
supply area. On the 16th, Enterprise Skyhawks “heavily
damaged” a highway bypass bridge 40 miles south-southwest of
Thanh Hoa, North Vietnam, with “multiple hits” from 500 lb
bombs. Meanwhile, her Intruders caused a secondary explosion
at the Da Chong Storage Area with 500 pounders, and hit the
Bac Giang Thermal Power Plant, 23 miles northeast of Hanoi,
with 1,000 lb bombs.
Between 0742–0804 on 20 June
1967, RVAH-7’s Commander Winberg and Lieutenant (jg) Artlip
were again taking fire over North Vietnam on an unarmed
reconnaissance run in their RA-5C, between Hanoi and
Haiphong, flying at a minimum altitude of 3,200 feet, as
they photographed the Hai Duong railway/highway bridge
(east) and the Thanh Lien railroad marshalling yard (west),
escorted by a VF-92 Phantom II. Photography of those
installations was “urgently needed” to determine the damage
inflicted by a previous strike group, but although the
Vigilante received a “heavy barrage” of AAA fire both en
route to, and over the target area, together with
“continuous alert soundings” for SAMs and enemy aircraft,
the men completed their run, enabling strike commanders to
accurately access the damage inflicted.
Enterprise left the line on the
same date, transferring “Yankee Team Assets” to carrier
Intrepid (CVS-11) before pulling in to Cubi Point for a
brief visit, 22–26 June 1967, her aircraft having completed
13,435 catapult launches, flying 13,392 battle missions
during 132 days of combat operations, 11,470 sorties, the
ship steaming 67,630 miles within the 7th Fleet. Ultimately,
Enterprise stood out on the 25th for the U.S. arriving at
NAS Alameda on 6 July 1967. Both the ship and CVW-9 were
later awarded the Navy Unit Commendation.
Enterprise then began a limited
availability at San Francisco Bay Naval Shipyard, Hunters
Point, 12 July–5 September 1967. Mayor Shelley of San
Francisco came on board on 9 August, and a fast cruise was
held on the 31st. Enterprise completed her work and
performed sea trials, 5–7 September, after which she got
underway for carrier qualifications (11–12 September). The
ship accomplished her refresher training off the coast of
southern California (15–30 September 1967), with brief
visits to NAS North Island and Coronado Roads. During this
period, CVW-9 received A-4F Skyhawks with improved
electronics and “huskier” engines.
On 9 October 1967, Vice President
Hubert H. Humphrey visited Enterprise while she lay moored
at Alameda, speaking with her crew in the hanger bay. That
same date, the Secretary of the Navy announced that the ship
had received the Navy Unit Commendation for her previous
deployment. Following that, the carrier stood out and
conducted carrier qualifications until the 13th, and again
between 16–20 October.
Enterprise departed NAS Alameda
for refresher training, but after “pulling out [on 8
November 1967]… rapidly and mysteriously sped south.” After
the carrier dropped anchor in Coronado Roads on the 10th,
the reason for the increased security became apparent the
next day, when Enterprise was honored by the visit of
President Lyndon B. Johnson, Secretary of Defense Robert S.
McNamara and Admiral Thomas H. Moorer, the Chief of Naval
Operations. Stepping out of his helicopter onto the flight
deck at approximately 1400 on 11 November 1967, the
President and his entourage heard “several briefs.”
Subsequently, the chief executive and his party toured the
ship, viewing flight operations before retiring for the
night. The next morning, President Johnson led the crew in
Veteran’s Day observances on the flight deck, noting that
peace talks could be held on “a neutral ship on a neutral
sea–where, as specks between the vastness of the ocean and
heaven, men might realize the ultimate smallness of their
quarrels.” After the President’s departure by helicopter,
Enterprise continued with underway refresher training,
anchoring briefly at Coronado Roads to embark ComCarDiv-7 on
the 17th, before returning to NAS Alameda, on 22 November.
Following participation in
Operation Blue Lotus, a 1st Fleet exercise, 28 November–4
December 1967, Enterprise returned to NAS Alameda for her
first Christmas in her new home port, conducting a Family
Day Cruise on 9 December, and carrier qualifications, 11–16
December 1967.
Enterprise sailed on her third
WestPac deployment on 3 January 1968. Assigned to CVW-9,
embarking on 28 December, were 85 aircraft: 26 Phantom IIs,
26 Skyhawks, six Vigilantes, 15 Intruders, five Skywarriors,
four Hawkeyes and three Seasprites. On board as guests were
AirPac and ComCarDiv-7. On the 7th, Commander, Fleet Air,
Hawaii, arrived on board, the ship entering the Hawaaian
Operations Area the next day.
Enterprise got underway for
Midway Island on 9 January 1968. Six days later (15 January
1968), two Soviet Bears aggressively approached the carrier
and her screen, but were intercepted and escorted off by a
pair of CAP fighters. U.S. Ambassador to Japan U. Alexis
Johnson, Commander, Naval Air Forces, Japan, and members of
the Japanese Diet, and media, arrived on board on the 18th.
Enterprise, in company with
guided missile frigates Truxtun (DLG(N)-35) and Halsey
(DLG-23), visited Sasebo, Kyushu, from 19 to 23 January
1968; Enterprise and Truxtun were the first nuclear powered
ships to visit the country, and their arrival triggered
“wide-spread controversy and violent demonstrations” among
anti-nuclear Japanese factions. Nonetheless, all three ships
spent their entire visit without a single desertion,
absentee or major incident among their crewmembers. Both the
mayor of Sasebo and the governor of Nagasaki visited the
ship during her stay. As the American ships were standing
out of Sasebo on the 23rd, however, the Soviet
intelligence-gathering vessel Gidrofon “harassed”
Enterprise, dangerously crossing her bows without regard to
international rules of the road.
Enterprise steamed toward Yankee
Station, but shortly after sailing received urgent word of a
burgeoning crisis off Korean waters. On 23 January 1968, the
environmental research ship Pueblo (AGER-2) (Comdr. Lloyd M.
Bucher) was steaming off North Korea. Armed with only two
.50 caliber machine guns, since she was classified as a
“non-combatant vessel…configured for hydrographic studies
and monitoring of electronic information…” Pueblo had
received orders to stay at least 13 miles off the coast, in
international waters. Although Pueblo had, at no time,
entered North Korean territorial waters (her closest point
of approach to land being approximately 15.8 miles from Ung
Do Island), the Communists harassed the virtually
defenseless American ship for some time, finally surrounding
her during the afternoon watch at 39º34'N, 127º54'E with
“unanticipatedly bold and hostile forces” including
submarine chaser SC-35 and torpedo boats led by PT-604. Two
MiGs circled overhead. At around 1330, SC-35 opened fire
with her 57 mm gun; soon thereafter, the communists began
boarding Pueblo, ordering her to come to “all stop.” At
1432, Pueblo sent her last transmission: “Being boarded at
this time. Four men injured, one critically and going off
the air now and destroying this gear.” Fireman Duane D.
Hodges was killed, while Bucher, seven sailors and one
marine were wounded. The North Koreans took the ship into
Wonsan, the surviving 79 sailors and two marines of her
company suffering deprivation and abuses at the hands of
their captors who refused “to accord them even the minimal
humane treatment required under international law.”
Contingency plans involved forces
“not specifically designated,” ran from a show of force off
Wonsan, to retaking the ship, to seizing a North Korean
vessel in retaliation. The nearest U.S. ships, however, were
almost a day’s steaming (20 hours) time from the scene, and
though Enterprise was considered for planning, she and
Truxtun, forming TG 77.5, were in the East China Sea some
550 NM (470 air miles) south of Wonsan, “too far for
effective use.” In addition, the ship could not stage
aircraft through Japan, due to the “status of forces
agreement.”
Com7thFlt directed a message to
TF 77 to divert TG 77.5 “at best speed” to a position off
South Korea (although adding “No Task Group 77.5 ship or
aircraft take any overt action until further informed”) at
1506. Enterprise came about at 1550, changing course to the
north to proceed to position 32º30’N, 127º30’E. En route,
she was informed to be prepared to conduct photographic
reconnaissance of the Wonsan area, and at 2356, 7th Fleet
advised CinCPac that “Enterprise was prepared to execute an
air strike against a suitable military target or take other
action as authorized by higher authority.” Captain Lee
estimated that within one and a half hours upon receiving
the order, he could launch 20 aircraft, with an additional
hour and a half required for them to reach their targets in
the Wonsan area. Enterprise operated between Cheiu Do,
Korea, and Fukoeshima, Japan, on 24 January. On 1 February,
meanwhile, a South Korean delegation, led by CNO, Republic
of Korea (ROK) Navy and his deputy, visited the ship. On the
7th, she steamed in the East China Sea.
On 12 February 1968, Enterprise
became the flagship of TF 71 (Rear Admiral Epes),
established as the response force for the emergency, the
linchpin of TG 70.6. TF 71 received orders to steam in the
Sea of Japan during the crisis, providing the heavy muscle
required by the force in the event of hostilities with
Pyongyang. The 7th Fleet’s Operation Formation Star “surged”
reinforcements into the region, including over 300 naval and
Air Force aircraft.
However, negotiations with the
normally intransigent communists enabled TF 71 to gradually
stand down, and Enterprise came about for Vietnamese waters,
on 16 February 1968, transferring ComCarDiv-1 to Ranger and
proceeding at high speed to Yankee Station, where she was
urgently needed in response to the Tet offensive. U.S. naval
commands maintained intermittent deployments in the region
until Pueblo’s survivors were released, ultimately, three
days before Christmas of 1968.
At 1800 on 29 January 1968, the
Allies had declared a 36 hour cease-fire over the Tet lunar
holiday. Simultaneously, the Viet Cong announced a seven-day
truce, running from 27 January–3 February. However, the
communists, who had been infiltrating troops and equipment
into South Vietnam for months preceding Tet, gambled that an
offensive, combined with popular uprisings, would topple the
U.S.-backed regime in the south, bringing the war to a rapid
conclusion.
Using the truce as a ruse, the
Communists launched approximately 85,000 North Vietnamese
Army (NVA) and VC troops in attacks throughout South Vietnam
on the 30th. The enemy gained almost total surprise and
their operations, on a scale hitherto unseen, struck five of
the six autonomous cities, including Saigon and Hué, 36 of
44 provincial and 64 of 242 district towns across the south.
American sailors and marines operating within the country
became embroiled in fierce firefights and desperately needed
support.
After two days of upkeep at Cubi
Point (19–20 February 1968), Enterprise arrived at Yankee
Station and embarked ComCarDiv-3 on 21 February, beginning
combat operations the following day. The northeast monsoon
season again interfered with operations, however, and “poor
flying weather” caused by “a blanket of heavy clouds and
torrential rains” across much of North Vietnam restricted
strikes. Despite the poor weather, VA-35 Intruders carried
out a pre-dawn raid against Hanoi’s port facility on 23
February 1968. The men of VA-35 “dodged a flurry” of SAMs
and “a heavy barrage” of AAA, inflicting “severe damage.”
Two more strikes were made over succeeding weeks, pilots
reporting “good systems runs.” In addition to these
operations, her Intruders pounded power plants, railroads
and bridges within North Vietnam. In the south, meanwhile,
Skyhawks from VAs-56 and 113 and Phantom IIs from VFs-92 and
96 struck communist supply routes and destroyed bunkers,
storage areas and artillery positions.
Other CVW-9 aircraft participated
in the defense of the beleaguered 26th Marines and South
Vietnamese at Khe Sanh, South Vietnam, where, beginning late
the previous year, elements of three NVA divisions and VC
guerillas had begun digging extensive siege works around the
marines’ perimeter in an effort to draw their lines closer,
to divert U.S. forces from communist operations elsewhere in
northern South Vietnam, notably at Hué. One of the most
bitter battles of the war, Khe Sanh became a magnet for both
sides’ forces, bleeding each other white as neither was
willing to disengage and admit defeat. Striking the base
with as many as 1,000 mortar and rocket rounds per day, the
enemy clung to the battle tenaciously, but aircrews from
Enterprise were among those supporting the marines, dropping
1,000 lb bombs with delayed action fuses, caving in enemy
tunnels and bunkers almost as quickly as they were dug,
systematically destroying Communist supply dumps, storage
areas and truck convoys. Supported by overwhelming air power
and artillery, the leathernecks held, and the NVA and VC
abandoned the siege, having suffering heavy casualties in
trying to reduce Khe Sanh.
Operations against the north,
meanwhile, continued. Ray Gun 512, an A-6A (BuNo 152938),
Lieutenant Commander Henry A. Coons, pilot, and Lieutenant
Thomas Stegman, bombardier/navigator, VA-35, launched at
1910 on 28 February 1968, in company with Ray Gun 507, for a
strike against Bai Thuong airfield. Ray Gun 507 hit the Do
San coastal defense site about 12 miles from Haiphong.
Meanwhile, Ray Gun 512 “reported his intention to execute
his mission at approximately 1945.” Coons and Stegman should
have reached their “coast-in” by 1950, then nine more
minutes overland, but no further transmissions were
received. Radar tracking of the aircraft ceased after the
two men crossed land, contact being lost at the time of the
execute call, when IFF was secured. However, it is believed
that Coons and Stegman remained on course, as their last
known position corresponded closely with their intended
track. Ray Gun 507 proceeded to their pre-briefed rendezvous
point, alerting CSAR forces and “cognizant radar-following
agencies.” Ray Gun 506 launched from Enterprise at 2045 to
supplement CSAR efforts by conducting an electronic search
of 512’s intended course, but the CSAR proved unsuccessful
in locating any trace of the men or their aircraft. “Very
light” AAA was encountered both near the target and at Thanh
Hoa. In addition, the left “wing warning indicated presence
of enemy radar position on left during runin to target.” 506
“repeatedly overflew” 512’s track but failed to spot any
debris until forced to return due to fuel status. Guided
missile frigate Jouett (DLG-29) and destroyer Southerland
(DD-743), however, recovered debris that included Intruder
access plates with what initially appeared to be flak
damage, indicating a probable combat loss. However, by 1545
visibility of less than 100 yards precluded further
retrieval. At the time of writing, the fate of both men is
considered “presumptive finding of death.”
Ray Guns 500, 502 and 504, the
latter an A-6A Intruder (BuNo 152944), Lieutenant Commander
Thomas E. Scheurich, pilot and Lieutenant (jg) Richard C.
Lannom, bombardier/navigator, VA-35, launched at 1805 on 1
March 1968, for a strike against various North Vietnamese
targets. 504 was to hit the Cam Pha Military Barracks. At
1837, Scheurich and Lannom reported their “intentions to
execute” their mission. This was the last contact with the
two men, and IFF being immediately secured. “Coast-in”
should have occurred five minutes later, followed by two
more minutes overland, but no further transmissions were
heard from 504. The other two planes proceeded to their
pre-briefed rendezvous point, where they alerted the CSAR
package, but the stricken Intruder could not be located by
visual, radar, radio or electronic means. No SAM launches
were detected by searching aircraft, though some unconfirmed
“gun firing” was believed to have originated from Bach Lang
Vi Island. Ray Gun 506 launched from Enterprise at 0002 on
the 2nd, conducting an “extensive electronic search of
intended route and target area of 504 and repeatedly over
flew intended track and route between last known position
and intended coast-in point with no electronic emissions
noted,” only ending the search due to “fuel state.” At the
time of writing, the fate of both men is considered
“presumptive finding of death.”
On 12 March 1968, an A-6A was
lost at sea, probably due to a flame out, its crew not
recovered. The next day, a “chance” break in the weather
permitted a large Enterprise strike group to hit the
Haiphong rail and highway bridge (west). In CVW-9’s only
Alpha strike into North Vietnam’s heartland before the
bombing curtailment above the 20th Parallel on 31 March,
aircrews dropped the span.
Between 16–17 March 1968,
Enterprise planes flew a total of 89 Rolling Thunder and
Steel Tiger combat/combat support sorties. Three “seeding
operations” were conducted by Intruders at the Du Dong and
Phu Duc highway ferries and the Hoanh May water interdiction
point. In addition, her A-6s hit the Ninh Binh railroad
siding and the Cam Pha military barracks; her Phantom IIs
and Skyhawks hit an earthen bridge and a small wooden bridge
on Route 1A and a secondary road, as well as two 37 mm
batteries, a command post and “a suspected troop
concentration.” A-4s also fired Shrikes at two radiating SAM
sites.
Sadly, the ongoing strikes
carried with them the increased likelihood of losses, and at
0207 on 17 March 1968, Ray Gun 510, an A-6A (BuNo 152940),
Lieutenant Commander Edwin A. Shuman, III, pilot, and
Lieutenant Commander Dale W. Doss, bombardier/navigator,
VA-35, launched on a night, low-level strike into North
Vietnam. At 0245 a transmission was overheard indicating
that 510 was proceeding to execute its assigned mission.
Five minutes later 510 broadcast a request to other strike
aircraft to keep radio transmissions to a minimum. Shuman
and Doss should have been over their target at 0258, but by
0303, when no “bombs away” was overheard, Ray Gun 522,
assigned to support the mission in “an anti-missile role,”
attempted to establish radio contact with 510. Failing in
that endeavor, 522 flew to the pre-briefed lost
communications rendezvous point, remaining there until 0345.
The exact position of 510’s loss was unknown; both men were
captured by the enemy, enduring their captivity until their
return home on 14 March 1973.
Enterprise departed Yankee
Station on 18 March 1968, arriving at Subic the following
day. The ship stood out for carrier qualifications on 25
March, setting course for Yankee Station the next day.
ComCarDiv-1 and Assistant
Commander, 1st Marine Aircraft Wing (MAW) visited the ship,
on 29 March 1968, the ship’s company being entertained the
next day by a USO show.
Rising popular opinion against
the war, meanwhile, had prompted President Johnson to entice
the North Vietnamese toward renewing peace talks. In an
attempt to express U.S. willingness to make concessions, on
31 March 1968, he announced that the bombing of North
Vietnamese targets north of the 20th parallel would stop on
the following day. With the advent of the new bombing
restrictions and the breaking up of the monsoon weather,
aircrews from Enterprise concentrated their operations
against enemy trucks, barges, bridges and storage areas near
Vinh, and along the border near the DMZ, particularly
targeting the city’s transhipment plant, the southernmost
collection point for military supplies before they were
dispersed along the Ho Chi Minh Trail west into Laos and
south into South Vietnam. Typical targets near Vinh were
large truck convoys moving under cover of darkness. One
attempted to slip past the watchful eyes of Enterprise
aircrews on the night of 15 April, a pilot describing it as
…more trucks than I could count. Headlights stretched as far
as you could see and dispersed into the haze.”
The fighting continued without
letup, and on 18 April 1968, while flying an armed
reconnaissance mission over North Vietnam, a VA-35 A-6A
(BuNo 152951) encountered heavy AAA. While flying at around
450 KIAS during its “pullout” over a bridge, 152951 was
struck on its left side, just below the canopy, by a
probable 37 mm round, fragments exploding into the cockpit,
putting powder burns onto the pilot’s flight suit,
puncturing his suit and wounding him below the left elbow.
Nonetheless, he safely returned to the ship.
Coming about from Yankee Station
on 24 April 1968, Enterprise arrived at Cubi Point, the next
day. Following a brief period of rest for the crew and
maintenance for the ship, she stood out again on 30 April,
arriving at Yankee Station on 2 May.
Commanche Trail 102, an RA-5C
(BuNo 149278), Lieutenant Giles R. Norrington, pilot, and
Lieutenant Richard G. Tangeman, bombardier/navigator,
RVAH-1, launched with an F-4B escort on a photographic
reconnaissance mission over North Vietnam, on 5 May 1968.
While flying a southerly heading at 5,000 feet, at 1330, the
Vigilante was hit by AAA near its bomb bay gas tank and
exploded, emitting “a huge fireball.” Commanche Trail 102,
“engulfed in flames,” went out of control and “snap rolled,”
dropping in two pieces. Both men miraculously ejected,
activating their rescue beepers, but upon landing were
overwhelmed by enemy troops. Hanoi reported that “The
people’s armed forces in Ha Tinh Province shot down an
American A-3J plane [sic] at 1330 today capturing the two
air pirates who bailed out.” Both men endured captivity
until their release and return to their homeland, on 14
March 1973.
Planes from Enterprise flew 121
combat/combat support sorties on 7 May 1968, hitting Vinh
airfield, Trai Tranh Xoa, Chu Le, Tho Ngoa, Da Do, Dia Loi,
Vinh Luu, Tho Son, Lac Son, Tam Da, Hung Long and Chau Lam
highway bridges, Tu Dung and Xom Gia highway ferries and the
Nui Moi highway segment. Vehicles on these roads were
destroyed or damaged, as were storage areas, where “residual
fires were reported.”
At 1454 on that day, U.S. forces
in Southeast Asia received startling news: “MIGS (four
reported) engaged south of 19 North Repeat 19 North.” During
the confusion of the subsequent hours, aircrews flying
missions had also to be aware of the possibly increased air
threat. Silver Kite 210, an F-4B (BuNo 151485), Lieutenant
Commander Ejnar S. Christensen, pilot, and Lieutenant (jg)
Worth A. Kramer, RIO, VF-92, was northeast of Vinh,
“coasting out” and barely calling “feet wet” (crossing from
land–water outbound) when hit by a SAM at about 1844.
Initial message traffic indicated that 210 was downed by a
MiG. Ejecting using the alternate ejection handle, both men
hit the water, using chute risers to drift further out to
sea, closer to SAR forces. The pilot lighting smoke flares
to give the SAR helo crew wind direction, Kramer was in the
water about 16 minutes, and Christensen six minutes more
before both men were picked up by the helo.
In addition, at 1623 that day,
Battle Cry 302, an A-4F (BuNo 154214), Lieutenant Commander
Paul W. Paine, CVW-9, was returning to Enterprise, following
both a strike mission over North Vietnam and the SAR effort
for Silver Kite 210. Paine’s Skyhawk apparently was hit by
AAA somewhere during the mission, although the pilot may not
have been aware of the extent of the damage while making his
approach to the carrier. Suddenly 302 slanted toward the
water from low altitude. Paine ejected but was so low that
his parachute did not deploy in time before he struck the
water. Guided missile destroyer Cochrane (DDG-21) and the
UH-2C Seasprite plane guard from Enterprise, Lieutenant (jg)
John F. McMinn, pilot, Ensign Jack L. Berg, co-pilot, and
AZ3 Allen J. Fox and Airman Frank J. Foreback, HC-1 Det 65,
both raced to the scene, two nautical miles away, the former
lowering her motor whaleboat to assist the helo crew.
Arriving at the scene at 1625, the rescuers discovered the
pilot unconscious 30 feet beneath the surface, entangled in
shroud lines and without any flotation gear. Two rescue
swimmers dropped from the helo attempted to cut Paine lose
and bring him to the surface. Cochrane’s motor whaleboat
arrived and its crew joined the swimmers in recovering
Paine, administering artificial respiration. Efforts to
revive him proving unsuccessful, they took him back to the
destroyer, where a pair of medical officers were flown out
from the carrier, but Paine failed to recover.
A massive Alpha strike from
carriers steaming in the Gulf of Tonkin, including
Enterprise, struck the Xom Trung Hoa storage area, northwest
of Vinh, on 8 May 1968. Described as one of the largest
enemy POL and ammunition facilities south of the 20th
Parallel, three days of bombing devastated the site,
triggering “hundreds” of secondary explosions.
At 1050 on 8 May 1968, Champion
406, an A-4E (BuNo 152005), Lieutenant Dennis A. Lawrence,
VA-56, launched from Enterprise as part of a flight of four
Skyhawks on an armed reconnaissance mission against North
Vietnamese communications targets, including Highway 151B, a
storage area and a truck park. Arriving over the highway at
1102, the four A-4Es began their attacks from dive angles
averaging 45º, at release altitudes of 5.5 miles, cutting
the road with four MK 82s and eight MK 83s. Continuing on to
the storage area, which received addition attention from the
Skyhawks in the form of four MK 82s, they then blasted the
truck park with no less than 152 LAU 60 rockets. Pulling
off, Lawrence was hit by AAA. It “was apparent” that he
would not make it to the sea, so he ejected at about 1215,
watching his Skyhawk spin and burn as he descended toward
the enemy-infested jungle. After his descent, he ran almost
a mile to the top of a hill before being picked up by an
SH-3A from carrier Yorktown (CVS-10) after about 32 minutes.
Five days later, on 13 May 1968,
Ray Gun 510, an A-6A (BuNo. 152951), Lieutenant Bruce B.
Bremner, pilot, and Lieutenant John T. Fardy,
bombardier/navigator, VA-35, launched from Enterprise on a
night mission against Vinh airfield. Over the target at
2124, 510 dropped 18 Destructor (DST) MK 36 bottom mines
from 1,400 feet, encountering AAA. The Intruder was struck
by a 57 mm round, however, while over “the northern right
end of runway,” the shell slamming into the left wing fold,
which caught fire, the impact also blowing out of the panel
the aircraft instruments. Bremner flew back to Enterprise,
where “the whole ship was treated to a spectacular air show
as the plane flew by…looking like a flying Zippo…” Both men
“punched out” two miles aft of the carrier, from an altitude
of approximately 2,500 feet, but upon hitting the water did
not experience additional difficulties, thanks to gentle
swells. Bremner was in the water for 8–10 minutes but did
not inflate his raft, both he and Fardy being located due to
the guard beeper, floodlights and Bremner’s strobe light, by
Lieutenant (jg) Thomas A. Matthews, Lieutenant (jg) Harlan
W. Woodward, Airman Richard L. Wilson and AE3 Barry E.
Puckett, HC-1 Det 65 Riding’s Hoods, in a UH-2C, bringing
both men back on board the carrier within 15–20 minutes of
ejecting.
Throughout the spring of 1968,
meanwhile, diplomatic efforts toward a cessation of
hostilities in Vietnam produced rumors of an early return.
However, the ship was directed to remain on station in the
event of a possible “last push” by the communists to improve
the latter’s position at the Paris peace talks, as the
enemy’s Tet offensive lost momentum.
Enterprise came about from Yankee
Station on 20 May 1968, conducting a memorial service en
route, and entered NAS Cubi Point, 22–23 May. She then
steamed to Hong Kong, where both the British Commodore, and
Commander, Hong Kong, were guests. Her visit, however,
triggered a Communist Chinese protest that the colony was
being used as a 7th Fleet base for operations in the Vietnam
War. The British quickly repudiated the obvious ploy and the
ship stood out as scheduled on the 30th.
Operations continued with
increasing ferocity across South Vietnam as Allied forces
attempted to regain much of the ground lost during the
opening communist attacks in Tet. Enterprise returned to the
line, sailing from Hong Kong on 30 May 1968. Arriving at
Yankee Station on 1 June, she launched primarily
interdiction strikes, also hosting a Spanish delegation led
by Chief, Army Central Staff, Director General, Military
Academy, Director, Air University, and Director, School of
Advanced Studies.
Silver Kite 215, an F-4B (BuNo
150453), Lieutenant Commander Peter A. Carroll, pilot, and
Lieutenant Commander Edward P. Sierra, RIO, VF-92, launched
on a ForceCAP mission, at 1825 on 2 June 1968. After
completing the mission they were returning to Enterprise
when the Phantom II unexplicably lost altitude, its nose
dropping slowly. Applying more power, back stick and trim,
Carroll attempted to correct the situation, but the aircraft
continued to drop, forcing the pilot to shout “Eject!”
Sierra asked “Eject?” but looking forward toward Carroll
could see water through the windshield as they approached
the sea and ejected, noting 800 feet on the altimeter as he
did so, at 1953, followed by Carroll. Fortunately, both men
were spotted thanks to their flares and the pilot’s strobe
light and recovered by the UH-2C plane guard helot,
Lieutenant (jg) Edward E. Rea, pilot, Lieutenant (jg) Jack
L. Turner, co-pilot, ADJ3 Paul L. Swartz, crewman, and AE3
Barry H. Puckett, swimmer, HC-1 Det 65, at 2004–2005.
At 1458 on 7 June 1968,
Lieutenant (jg) Roderick J. Edens, Jr., pilot, and
Lieutenant (jg) William R. McClendon, III, RIO, VF-92,
launched from No. 4 catapult on a BarCAP in an F-4B (BuNo
150994). Immediately after the aircraft left the flight
deck, however, Edens attempted to lower the left wing and
started to initiate a climbing attitude and a left clearing
turn, but experienced “difficulty in moving the stick.”
Using both hands in a final desperate attempt to save the
Phantom II, which was not responding, Edens told McClendon
to eject and then followed suit. At this point, the aircraft
was level with the flight deck and just starting to cross
the bow of Enterprise. The F-4B impacted the water nose down
and still in a right bank about one mile off the starboard
beam of the carrier after completing a 180º–200º turn from
its original launch course. Lieutenant (j.g.) Rea and his
crew again responded, having both men in sight and already
hovering in their SAR, ready to recover as the men had
barely hit the water, having them both back on board in
approximately 10 minutes.
Rear Admiral Cagle relieved Rear
Admiral Epes as ComCarDiv-1, on 8 June 1968, and while en
route to Washington, DC, to assume his new post as Chief of
Staff of the U.S. Army, General William Westmoreland arrived
on board on 9 June. The general chose Enterprise as the
setting for his farewell address to the 7th Fleet.
Numerous guests who visited
Enterprise during this time included Com7thFlt, ComCarDivs-2
and 7, and Lieutenant General Robert E. Cushman, Jr.,
Commanding General, III Marine Amphibious Force (MAF); on 12
June 1968, Enterprise welcomed a midshipmen indoctrination
class.
Interdiction strikes over the
“panhandle” of North Vietnam continued without pause.
Shortly after arriving over his targets, Trang Mao POL
storage area and Nghia Dong truck park, as part of a three
plane strike, Champion 414, an A-4E (BuNo 149665),
Lieutenant Julian M. Wright, VA-56, experienced two thumps,
on 15 June 1968. Noticing fluctuating oil pressure, Wright
tried to make it back to Enterprise, but when the oil
pressure dropped to zero the A-4E lost altitude and the
engine flamed out. Wright managed to restart the engine and
climb to 4,500 feet where he ejected at 1057. An Angel UH-2C
from HC-2, from America (CVA-66), recovered Wright.
A flight of four A-4Fs from
Enterprise hit the Vinh Storage area on 23 June,
encountering scattered and broken clouds, a ceiling of 8,000
feet and visibility of 10 nautical miles. One after the
other, the Skyhawks swept over the target, maintaining 1,500
yard spacing between then and releasing from 6,000 feet.
Although smoke and dust obscured the target area, the pilots
expressed confidence that they had hit it hard with 28 MK
82s, a Raygun flight noting secondary explosions, though the
strike received 37 mm AAA over the target area. Battle Cry
301, one of the A-4Fs (BuNo 154216), Lieutenant Ernest E.
Christensen, VA-113, coasted out, joining up with the others
at 10,000 feet. However, 301, probably hit by flak,
experienced power problems during join-up, culminating in a
flame out just after he went “feet wet.” Attempts to restart
failed and Christensen was forced to eject from 5,000 feet.
Christensen was in the water approximately 10–15 minutes
before rescue by Big Mother 71.
Enterprise aircraft flew 130
combat/combat support sorties on 24 June 1968, “to impede
the flow of war material and men to the south.” Intruders
“seeded” the Song Ca water interdiction point, Trai Trang
and Nui Ngoc choke points, Vinh transshipment point
(southeast) and the Linh Cam highway ferry. A-6s blasted the
Vinh Railroad and Highway Bridges, the Thanh Dam highway
ferry, and “waterborne traffic” on Waterways 9 and 11, as
well, claiming damage to as many as 33 vessels.
CVW-9’s Skyhawks destroyed the
Xom Trot highway bridge, and hit several other bridges,
while at least 10 secondary explosions were noted at the Dia
Linh truck park and ammunition storage. Two AAA sites near
Ben Thuy Ferry were pummeled, and two–three secondary fires
were observed at the Vinh Flat Face radar installation.
As usual, such operations did not
occur without cost. Ray Gun 503, an A-6A (BuNo 152949),
Lieutenant Nicholas M. Carpenter, pilot, and Lieutenant (jg)
Joseph S. Mobley, bombardier/navigator, VA-35, launched at
1931 on 24 June 1968, in company with Ray Guns 511, 513 and
521, for independent strikes against North Vietnam. 503’s
target was the Kim Ma water interdiction point near Vinh.
Carpenter and Mobley’s “coast-in” should have occurred at
1955, but at 1956, 503 reported sighting “numerous trucks”
at 18º33’N, 105º44’E, vectoring a flight of Skyhawks toward
the trucks and then proceeding on its mission. At about
1959, Champion 401, an A-4E, VA-56, and Ray Gun 521, both
sighted a “fireball” in the vicinity of 18º37’N, 105º39’E,
the former also spotting AAA bursts in the sky over Vinh
just moments before. That position coincided with an IFF
“squawk” from 503 received by Knicknack 701, an E-2A. Six
minutes later, Champion 401 and “other aircraft” received a
“beeper” distress signal in the same area. 401 homed in on
the signal and established its location to be approximately
where the fireball was observed. Subsequently, a momentary
beeper signal was received, but was “interrupted frequently”
by several “excited” voices talking simultaneously in what
was tentatively identified as Vietnamese. Listeners noted no
further transmissions. Carpenter did not survive the war,
and his remains were only returned to the U.S. on 13
September 1990, and identified on 27 March of the following
year. Mobley was captured and did not return home until 14
March 1973.
A ship’s Skyhawk was lost at sea
due to a flame out, though the pilot survived and was
recovered, on 23 June 1968. Another A-4 crashed on the
flight deck on this busy day, due to its nose wheel
collapsing, but the pilot emerged uninjured.
On 26 June 1968, Enterprise
finally completed her third WestPac tour and came about for
home, arriving at Subic two days later. The ship’s company
celebrated Independence Day in full dress, while a gun
salute honoring the Republic was fired by Naval Station,
Subic Bay. The next day a joint U.S.-Australian delegation
led by AirPac visited Enterprise, the ship standing out for
home, on 6 July. Enterprise returned to NAS Alameda on 18
July 1968, having completed 12,839 catapult launches, with
12,246 sorties -- 9,182 of them combat.
After conducting post-deployment
conferences, Enterprise sailed for Operation Northwest
Passage, the voyage to Puget Sound Naval Shipyard,
Bremerton, Washington, on 27 July 1968, with dependents
embarked. The ship entered the yard on 29 July. During her
stay there, various guests, including AirPac, and the
Assistant Secretary of Defense for Atomic Energy, visited.
On 22 September, the ship held an open house for shipyard
workers and their families, conducting a fast cruise on the
26th. Completing the “much needed” but limited overhaul, she
stood out for her home port on 28 September, arriving home
on the 30th, during which the ship and CVW-9 each received
the Navy Unit Commendation, and Captain Lee received the
Legion of Merit.
Enterprise then alternated
in-port periods with carrier qualifications, refresher
training and combat readiness exercises in the southern
California operating area, 9–25 October, off northern
California operations area, 2–10 November, and again off
southern California, 12–22 November. Knowing they would
eventually be returning to Vietnamese waters, however, the
crew pushed themselves hard getting ready during the
intervening period -- sometimes dangerously so.
On 5 November 1968, a KA-3B (BuNo
138906) (NJ 311), Lieutenant (jg) Frank J. Carson, pilot,
and AMH2 Charles E. Collett, plane captain, launched for
carrier qualifications. Completing two touch and go
landings, the men came around for their third, commencing
their approach with a slight overshoot. As the plane passed
over the stern of the ship the wings were level and the
landing signal officer (LSO) was anticipating a “good three
wire arrangement.” Suddenly, the right wing dropped and the
aircraft contacted the deck with the right wing tip and the
starboard main landing gear. Carson immediately turned
downwind for another approach, attempting to regain control,
boltering. The aircraft was directed to NAS Alameda, and
though experiencing lateral control problems during
acceleration, landed ashore without further incident. Both
men escaped uninjured, but the KA-3B received damage,
including the wing tip torn from the aircraft.
Later that evening, Drake 305, an
RA-5C (BuNo 147850), Lieutenant Commander James K. Thompson,
pilot, and TD1 Carl D. Noto, reconnaissance attack
navigator, RVAH-3, launched to make three night carrier
landings, at 1918. Thompson completed two but on the third
landed “extremely hard,” the hook skipping all four wires.
An arrested landing was accomplished upon the fourth
attempt. The Vigilante suffered extensive damage, however,
requiring it to be off loaded to Naval Air Rework Facility
(NARF) Alameda.
Angel 73, a UH-2C (BuNo 150177)
(073), Lieutenant Ronald R. Bradley, pilot, Lieutenant (jg)
George G. Kirsten, co-pilot, AMH2 Kenneth S. Carpenter and
Airman Brian S. Mullen, crewmen, HC-1 Det 65, lifted off
forward on the angled flight deck for plane guard, at 2232
on 16 November 1968. Kirsten made the take-off and climbed
straight ahead up to about 500 feet. Approximately one mile
ahead and to port of Enterprise, Bradley took control, the
tower instructing him to drop down to 250 feet. As Angel 73
began a descending left turn, Kirsten noted that he was
unable to see the carrier, which was almost directly aft.
Dropping rapidly, the helo impacted the water hard, but
fixed wing recovery continued as the carrier attempted to
regain radio communication with Angel 73. About 25 minutes
after 73 launched, there was a single A-3 remaining to be
recovered, and at that time it was determined that no one
held visual or radar contact with the Seasprite. After three
bolters the A-3 arrested on deck, approximately 41 minutes
after Angel 73 had launched. Search helo No. 83, Lieutenant
(jg) Jack L. Berg, HC-1 Det 65, pilot, launched from
Enterprise at 2255, shortly joined by No. 80, a SAR helo
from Kitty Hawk, 45 minutes later. Surface fog and haze
impeded rescue efforts to locate the survivors, who fired
“numerous” flares. In addition, Berg’s doppler gear became
inoperative, his radar altimeter failed in hover, and “gusty
winds” and high swells complicating the rescue. At about
2355, No. 80 picked up Kirsten and Carpenter, 83 recovering
Bradley, who was unconscious, a few minutes later. Bradley
died of his injuries at 0055, and no trace of Mullen was
ever found.
On 3 December 1968, Enterprise
joined 27 other ships and 31 Naval Aviation squadrons for
Operation Beeftrust. This was a seven day 1st Fleet combat
training exercise designed to prepare commands not only for
potential Vietnam deployment, but also for situations they
might encounter “anywhere in the Western Pacific,” held off
the southern California operating area, Enterprise returning
to NAS Alameda on the 9th.
Early in that period of training,
Folder One, a KA-3B (BuNo 138909), Lieutenant (jg) Tommy L.
Masten, pilot, ADJ2 Walter H. Kaess, crewman/navigator and
ATC Richard H. Edwards, crewman/navigator, VAQ-132, launched
from the No. 1 catapult during the morning watch, at 0946 on
4 December 1968. All preflight and prelaunch checks were
normal, the turnup signal was given, the final checks were
completed and the salute given. However, at approximately
one third the stroke, the nosewheel rose perhaps one foot
above the deck. Suddenly, the nose tire and “possibly” the
wheel exploded, unidentified “pieces” being observed falling
from the underside of the nose of the aircraft. The rate of
acceleration decreased, part of the nose gear collapsed, and
a length of the bridle arrester flew off to starboard and
into the water. The shuttle detached from the KA-3B, which
left the bow in a nose down attitude with the right wing
slightly low. The aircraft rotated to a somewhat nose high
attitude before hitting the water. Just prior to the crash
many small splashes were seen ahead of the ship.
“Plane in the water” announced
the Officer of the Deck (OOD), the captain ordering “Left
full rudder,” followed by “Right full rudder,” in addition
to coming to all stop. The crash alarm was sounded, and the
plane guard, her old consort Bainbridge, was notified by
radio, launching her motor whaleboat. Once the spray
cleared, the right wing could be seen intact separated from
the fuselage, leaving the upper part of the latter open.
ADJ2 Kaess, the only survivor, broke the surface almost
immediately, without his helmet. Two life rings were thrown
to him, but fell short. However, the plane guard UH-2C,
Lieutenant (jg) Harlan W. Woodward, pilot, Ensign Alan W.
Jacka, co-pilot, Airman S.B. Griffith and AMH2 J.A. Zils,
crewmen, HC-1 Det 65, soon arrived on the scene. Lowering a
swimmer once the ship was clear, the shocked survivor, who
had injuries to both his arms, was hoisted into the helo,
his “rescue characterized by excellent crew coordination and
outstanding performances by the swimmer and the efficient
calm manner of the first crewman.” Although the men of the
SAR team did everything they could to find Masten and
Edwards, no trace of either was seen.
NG (Busy Bee) 305, an A-7B (BuNo
154459), Lieutenant Commander Robert J. Simonic, VA-146,
launched as the scheduled flight leader of a two-plane night
rocket mission assigned a target on San Clemente Island,
Calif., at 1856 on 7 December 1968. Rendezvousing with
Lieutenant Humphreys, the second man in the flight, the two
proceeded on their runs, expending all ordnance, before
coming about for Enterprise, Humphreys taking the lead. At
2035, Simonic reported to the ship that he had experienced a
PC-2 hydraulic failure, asking to “come aboard as soon as
possible or be diverted to Miramar or some other shore
base.”
Enterprise granted 305 almost
immediate clearance, the pilot responding that he could
commence in about 90 seconds. As he descended toward the
ship, still over 20 miles out and at about 8,000 feet,
Simonic told the ship he was experiencing trouble holding
his nose up. Within barely a minute, he requested that they
dispatch the SAR helo, transmitting “Passing 35, punching
out,” approximately five miles aft of the ship. The HC-1 Det
65 crew arrived overhead in about seven minutes, guided by
the pilot’s strobe light. The helo crewman entered the
water, but discovered Simonic badly entangled in his
parachute and shroud lines. Unable to free him, the swimmer
requested help from destroyer Higbee (DD-806), which
launched a whaleboat, and did everything possible for the
pilot, including keeping his head above water until he could
be pulled into the boat and taken to the ship. Artificial
respiration, however, proved unavailing, and Simonic was
pronounced dead on board Higbee at 2215.
Enterprise deployed from Alameda
on 6 January 1969. Embarked was CVW-9, comprising VFs-92 and
96, VAs-145, 146 and 215, VAW-112, RVAH-6, VAQ-132 and HC-1
Det 65. She conducted flight operations on 9 January, prior
to arrival in Hawaiian waters the following day. These air
operations continued until the ship pulled into Pearl on the
12th.
Tragedy struck Enterpriseas she
stood out for her operational readiness inspection on 13
January 1969 during the morning watch, on 14 January 1969.
At 0819, the ship was at 20º27’7”N, 158º27’5”W, steaming on
a 090º course at 11 knots. Visibility was 10 miles with no
obstructions to vision, ceiling was 3,000 feet, and there
was a gentle breeze with eight foot swells.
Following the 0700 launch of
Event 1, there were 41 aircraft on the flight deck. Fifteen
aircraft were respotted and loaded for Event 2: four F-4Js,
VF-96, CAS; two F-4Js, VF-92, CAP; two A-7Bs, VA-146, CAS;
four A-7Bs, VA-215, Strike; one RA-5C, reconnaissance; one
EKA-3B Tanker/ECM; and an A-7B Test Flight. There were also
two F-4J Alert 5 CAP, an A-7B CAS “spare” and a KA-3B Alert
30 tanker. Twenty-two other aircraft were on the flight deck
“in various states of readiness,” maintenance and servicing.
Pilots manned their aircraft about 0800, commencing
preflight preparations, the order to start them being given
10 minutes later.
During the start sequence No. 6
MD3A Aircraft Starter Unit, known as a Huffer, driven by
Airman John R. Webster, was connected to the starboard side
of Phantom II No. 105, (BuNo 155785), Lieutenant (jg) James
H. Berry, pilot, and Lieutenant (jg) Buddy D. Pyeatt, RIO,
VF-96. 105 was configured with full fuel, both internally
and tanks, 18,500 lb of JP-5. It is believed that the
Huffer’s gas turbine exhaust fumes were pouring directly
onto the Zuni rockets loaded onto 105 for two to three
minutes, heating them to dangerously high levels.
Suddenly, at 0819, an explosion
erupted near the starboard wing of 105, most probably caused
by the detonation of a Mk 32 Zuni warhead. Fragments from
the warhead ruptured the Phantom II’s fuel tanks, igniting
spilled fuel into a “catastrophic” fire spreading “quickly”
to adjacent planes. “Within minutes” flames engulfed the
entire after end of the flight deck, and exploding ordnance
prevented adequate fire-fighting measures, the intensity of
the flames and flying fragments preventing many men from
even approaching the endangered aircraft.
The primary damage to the ship
was caused by explosions of weapons penetrating the flight
deck, “sending large, high velocity fragments into
compartments below.” Five large holes in the flight deck
were made by Mk 82 bombs that “cooked off in the fire.” A
series of four explosions occurred between 0822–0826, and
four more from 0830–0835. Making desperate efforts to clear
the area of potential hazards, the crew had jettisoned all
unexploded ordnance into the sea seven minutes later.
Just as the fire began the ship
was starting a port turn to facilitate launching aircraft.
Captain Lee took the helm seconds after the initial blast,
ordering a continuation of the port turn to her head “into
the wind,” the maneuver keeping the 18-knot wind blowing the
flames toward the fantail, away from the aircraft and the
island.
Holes in the flight deck,
however, allowed burning fuel to enter lower deck
compartments, starting Class A, B and C fires. Burning fuel
spilling over the sides damaged equipment in and around the
catwalks and the BPDMS launchers. Fortunately, the holes in
the flight deck also provided access for fire fighting water
by the damage control parties. Damage to the SPS-33 antenna
required heavy repairs during overhaul later in the year.
Destroyers Rogers (DD-876) and
Stoddard (DD-566), meanwhile, wasted no time in laying
alongside to assist Enterprise’s deck hose teams in battling
the blaze, often as close as 50 feet to the carrier, the
destroyers being enveloped by smoke. Once the fires above
deck were under control, at about 0900, they joined
Bainbridge searching for men in the water.
One of the HC-1 Seasprites on
deck at the time of the catastrophe had been damaged, but
the other, piloted by Lieutenant Commander J. M. Harris,
rescued men blown over the side of the ship, his crewman,
AMH2 J.A. Zils, making four jumps into the water retrieving
shipmates. A flight of planes on a bombing run over the
range at Kahoolawe, southwest of Maui, diverted to Barbers
Point, the 14 pilots “waiting on the pier” as the ship
moored eight hours later.
Enterprise lost 25 men, including
Lieutenant (jg) Pyeatt and Airman Webster, that day, and
listed two as missing, presumed dead, not recovered. She
sustained a total of 371 casualties during the fire; 62
required transfer to the U.S. Army’s Tripler General
Hospital, Honolulu, which ordered a “mass casualty” alert,
for additional treatment and/or aeromedical evacuation to
mainland government hospitals. Among the latter were 10 burn
victims airlifted to Brooke Army Medical Center, San
Antonio, Texas, a hospital specializing in burn treatment.
Damage to aircraft, ground support equipment,
aircraft-installed equipment and air-launched weapons due to
fire, explosions and salt water proved extensive. Fifteen
aircraft were lost: 17 damaged.
Enterprise terminatied her ORI
and returned to Pearl on the same date; CinCPac came on
board to inspect the damage. ComCarDiv-1 began a preliminary
investigation of the fire the next day, the formal
investigation board convened by AirPac, with Rear Admiral
F.A. Bardshar, ComCarDiv-7, as the senior member, on the
16th, the same day that the SAR for missing crewmembers was
reluctantly ended.
The report released by the board,
that completed its investigation on 11 February 1969,
indicated that “…sound damage control organization, training
and execution minimized casualties and prevented the initial
fire from spreading beyond the Fly Three area of the flight
deck to any significant degree.” Though Enterprise was
stricken by the intensity of the conflagration, her crew
responded with dogged and selfless determination to save
their ship, something reflected in many men receiving
citations and commendations for heroism. Enterprise could
have commenced operating aircraft again if necessary by noon
on the 14th, eloquent testimonial to her damage control
parties. Her catapults, arresting system and landing area
remained intact throughout the ordeal.
Nonetheless, Enterprise required
repairs exceeding $10 million to restore her to “pre-fire
conditions,” and replacement costs for the aircraft lost
totaled $44,109,442. The crew and workers at Pearl Harbor
Naval Shipyard began immediate repairs to the ship. Pushing
themselves hard, these men had Enterprise ready for sea in
half the projected time, a point noted on 27 February 1969
by William D. Bennett, President, Pearl Harbor Association,
who presented the crew with a plaque commemorating the
rapport developed between the crew and shipyard workers.
After conducting a fast cruise on
3 March 1969, and pre-deployment briefings, 3–4 March,
Enterprise and her crew were once again prepared for their
interrupted WestPac deployment. She stood out of Pearl
Harbor on the morning of 5 March, but as she passed the
southeast corner of Ford Island, mud and silt injected into
her condensers caused her to lose power. She moored on the
northwest side of the island to address the condition, and
was underway again before the end of the day.
Refresher training in Hawaiian
waters (5–9 March 1969) prepared the crew for continuing
westward, beginning with their departure from Pearl Harbor
on the 11th. Assigned to CVW-9 were 87 aircraft: 26 Phantom
IIs, five Vigilantes, 14 Intruders, 30 LTD A-7E Corsair IIs,
five Skywarriors, four Hawkeyes and three Seasprites.
Crossing the IDL two days later, Enterprise completed five
days of operations in Philippine waters designed “to
familiarize pilots and crews with specific procedures that
would be used in the Yankee Station environment,” 22–26
March.
Enterprise then spent two “brief,
busy” days moored at Cubi Point (27–28 March 1969), for
refueling, briefings and preparations, ComCarDiv-1 breaking
his flag on the 27th. Standing out from Subic Bay on the
29th, the ship arrived at Yankee Station two days later,
commencing combat flight operations a little over two hours
into the morning watch on 31 March 1969.
Field Goal 604, an RA-5C (BuNo
150842), Commander Danforth E. White, pilot, and Lieutenant
Ramey L. Carpenter, bombardier/navigator, RVAH-6, launched
with Silver Kite 213, an F-4J escort for a reconnaissance
mission, at 1004 on the 31st. They were to cover Route 8 in
Laos from Muang Gnommarat to Nape Pass. Both aircraft
penetrated the coast at Hué, proceeding toward Laos at
18,000 feet. At about 20 miles south of the assigned rroute,
the flight began a descent to about 5,000 feet. After
leveling off, they made a 360º turn “apparently to verify
starting position of the run.” Turning hard to starboard,
probably to line up over the road, Field Goal 604 was making
an 80º bank pulling “about 3 G’s” when the aft section
exploded “in a large black and orange ball,” at
approximately 1055. The Vigilante broke up into several
pieces with the forward part of the fuselage and part of the
wings forming the largest piece, which seemed to enter into
a flat spin. Silver Kite 213 transmitted “eject” several
times over UHF radio before this portion of the Vigilante
impacted at the base of a nearby ridge and burned. Observers
neither saw parachutes nor heard beepers. The escort orbited
overhead until relieved by A-1s. Though no AAA fire was
observed by the F-4J prior to the explosion, “moderate”
automatic weapons fire was noted while orbiting the scene.
Speculation focused upon the prospect that a fuel cell was
hit by small arms or AAA fire, triggering the explosion.
Both men’s remains were not returned until 11 March 1997,
being identified on 9 July 1998.
Operations continued until 16
April 1969 with one stand down day on the 9th, being
interrupted by unforeseen events to the north. An unarmed
VQ-1 Lockheed EC-121M Constellation (BuNo 135749) was on a
routine reconnaissance patrol over the Sea of Japan from its
base at NAF Atsugi, Japan, on 14 April. North Korean
aircraft shot down the Constellation about 90 miles off the
coast of Korea, killing all 31 crewmen.
Task Force 71 was activated on
the 16th, and dispatched to conduct SAR missions and to
protect ongoing U.S. reconnaissance flights, such being
conducted over international waters. While steaming on
station, Enterprise came about to reinforce TF 71, at 1239
on 19 April 1969. That same day, while en route to Korean
waters, planes from Enterprise intercepted two Soviet Bears
in the “vicinity of the task force.” The ships of the force
entered the Sea of Japan on 21 April, where they were again
threatened by a pair of Bears. Phantom IIs from the “Big E”
again saw off the Tu-95s.
Joining with carriers Hornet
(CVS-12), Ranger and Ticonderoga and their screens and
support ships, Enterprise was subsequently designated as the
flagship of TF 71. Transiting the Tsushima Strait en route
to Defender Station in the Yellow Sea, on 26 April 1969,
Enterprise was visited by Admiral Hyland, CinCPac, on 1 May.
After moving south into the East China Sea, on 3 May, the
“Big E” was relieved on station by Kitty Hawk on 12 May.
Although Enterprise launched no combat sorties during the
crisis, she carried out valuable training operations. She
remained on station after the departure of the other
carriers until tensions between North Korea and the U.S.
subsided enough to free her to proceed to Cubi Point where
she arrived on 14 May after an “arduous” 47 consecutive days
at sea.
Enterprise stood out for
Singapore on 21 May 1969, and conducted a port visit from 24
to 28 May. Underway on the 29th, Enterprise reached Yankee
Station, beginning her second line period of the cruise with
a strike, launched at 0630 on 31 May. The ship’s single
operational loss of the deployment occurred during this
second line period, a VA-215 A-7B, near Chu Lai, South
Vietnam, on 1 June. The pilot, however, was recovered.
“Combat support operations”
concluded on 16 June 1969, Enterprise coming about for
Philippine waters. During this WestPac deployment, the ship
launched 1,699 strike sorties, and her aircraft dropped
4,351 tons of ordnance, a daily average of 84 and 131.8,
respectively. Ordnance delivered included 14,437 high
explosive (HE) bombs, 327 cluster bombs and five
air-to-ground missiles. In addition to her own 42 underway
replenishments, Enterprise “topped off” destroyers 27 times.
Enterprise visited Cubi Point
(18–19 June 1969), disembarking ComCarDiv-1 and offloading
stores. Standing out on the morning of 20 June 1969, she
headed home, crossing the IDL on the 27th, and arriving at
Alameda on 2 July.
Due to the carrier’s overhaul,
scheduled for at least 50 weeks, Enterprise’s homeport was
changed to Norfolk, effective on 10 July 1969. With her air
wing ashore, the ship loaded crewmen’s automobiles, setting
forth for her new homeport on 14 July. Her mammoth
dimensions precluded a transit of the Panama Canal and
forced her to “round the Horn.” Enterprise crossed the
equator at 108º08’W, on 18 July 1969, “Neptunus Rex”
inducting 2,380 “lowly pollywogs into the brotherhood of
Trusty Shellbacks.” A little less than a week later, the
crew saw land for the first time in 10 days “as the sunrise
silhouetted Terra del Fuego,” at 0857 on 24 July 1969.
Uncommonly for the region, the ship encountered calm seas,
partly cloudy skies and air temperatures of 40º F.
Rio de Janeiro “welcomed”
Enterprise, 29 July–2 August 1969, and she held public
visiting daily, limiting passes to people who had obtained
them from the U.S. Embassy. Following her Brazilian visit,
Enterprise continued on, and ultimately arrived at her new
home port on 12 August, proceeding up the Elizabeth River to
her berth at the Norfolk Naval Shipyard to commence
overhaul.
Enterprise entered Dry Dock No.
8, on 22 August 1969, and on 11 October, she made a
“deadplant transit” to her builders’ yard. Other than a
small fire destroying the flag bag on the starboard side of
the bridge on 14 May 1970 (the damaged bag was replaced),
the work proceeded uneventfully, and the ship remained in
yard hands through the end of 1970. During that time, an
administrative detachment traveled to Alameda to provide
“…logistical, transportation and administrative
coordination, primarily for families in the area, including
new families reporting in” for the change in homeport that
would follow.
During the overhaul, an Improved
Rearming Rate Program (IRRP) was initiated on board; a
“total systems approach” for faster weapons handling and
loading, including strikedown/strikeup rates, together with
enlarged elevators and power operated doors and ready
service magazines. Communications improvements included
modernizing UHF facilities. In addition, retrofitting the
IOIC and the Naval Intelligence Processing System (NIPS)
improved the reliability of “Multi-sensor interpretation,”
enhancing intelligence processing. However, regarding
modifications to NTDS, delays were incurred due to the age
of some parts, some of which were no longer available and
had to be manufactured by the shipyard. The Mk 2 Mod 1A
Ships Inertial Navigation System (SINS) was replaced by the
Mk 3 Mod 7 SINS, providing data on ship’s position, velocity
and attitude to ship’s systems such as Aircraft Inertial
Navigation Systems (AINS). A satellite navigation system and
Loran C were installed. The AN/URN-20 TACAN dual system
replaced the single transceiver system, and AN/SPN-10 radar
was upgraded by the addition of AN/SPN-42.
The flight deck, gallery walkway
and fantail washdown system was modified from sea water to a
sea water/”light water” foam fire fighting system. The high
capacity protein foam system was modified into a high
capacity light water foam system. The ship’s eight reactor
plants were refueled, and a distilling plant capable of
handling 70,000 gallons per day was installed. This second
nuclear refueling gave Enterprise the ability to steam
unrefueled for 10–13 years of combat operations. Enterprise
was repainted, a laborious process requiring the chipping
and preservation of her “skin,” together with refurbishment
of all major spaces and equipment. A complete resurfacing of
the hanger and flight decks with non-skid was accomplished.
All 12 of the ship’s boats were overhauled and
“re-outfitted.”
History: 1971-1975
Between 9–12 January 1971,
Enterprise carried out a fast cruise while moored at her
builders’ and again, from the 15th–16th, while anchored at
X-Ray Anchorage, Norfolk. Sea trials with her newly designed
nuclear reactor cores, containing enough energy to power her
for the next ten years, ensued under the direct observation
of Vice Admiral Rickover himself off the Virginia capes
(17–19 January). Enterprise then returned to Pier 12,
Norfolk (20 January–3 February), for supplies before
beginning her return voyage.
The next day (4 February 1971)
Enterprise sailed for the west coast, conducting flight
refresher training en route for 26 embarked aircraft from
CVW-14. Enterprise crossed the equator on 12 February,
initiating 2,021 new “shellbacks.” Three days later the
carrier entered Rio de Janeiro, 15–20 February. During the
visit, her 10 operable boats transported 36,320 visitors out
to the ship and back. In addition, Admiral Elmo R. Zumwalt,
Jr., the Chief of Naval Operations, visited the ship, on the
17th.
Rounding Cape Horn on 25 February
1971, Enterprise thus experienced the unique opportunity of
crossing the equator twice, off the east and west coasts of
the Americas respectively. In addition, she conducted
extensive refresher training period in preparation for her
next ORI. Enterprise passed up the west coast of South
America, ultimately mooring at North Island on 7 March 1971.
Enterprise completed refresher
training and her ORI in the southern California operating
area (9–17 March 1971), returning to her home port of
Alameda (which had, administratively, become effective on 15
September 1970), the next day, the crew spelling out “E Is
Home” on her flight deck as she passed beneath the Golden
Gate Bridge.
Enterprise conducted additional
air operations in the southern California operating area,
(13–20 April 1971), and again 26 April–7 May, in preparation
for the upcoming WestPac deployment. The next day 4,000
dependents came on board for a short cruise, following which
the ship again steamed in the southern California operating
area for refresher training, 11–20 May, also embarking Navy
League members at North Island for a one-day cruise, on the
13th.
Enterprise sailed from Alameda
for her fifth WestPac deployment on 11 June 1971, with
CVW-14 (Tail Code NK) embarked, comprising VF-142 and VF-143
(F-4Js), VA-27, VA-97 (A-7Es) and VA-196 (A-6Bs and KA-6Ds),
RVAH-5, VAW-113, VAW-130 Det 4, and HC-1 Det 4. On the
morning of the 13th, she rendezvoused with destroyers
Rupertus (DD-851) and Wilson (DD-847). The task group
arrived in the Hawaii operating area on 16 June, beginning
five days of air operations in preparation for an
operational readiness exercise (ORE). Putting into Pearl
Harbor on the 21st, Enterprise then completed her ORE, 22–23
June, before returning to Pearl, 24–25 June.
Clearing Pearl the next day, the
ships completed a largely uneventful transit, one punctuated
by Enterprise airlifting eight EOD divers to Rupertus while
the latter lay at Midway, enabling the destroyer to complete
underwater repairs to continue her voyage. Chopping to
Com7thFlt on the morning of 2 July 1971 they were designated
TG 77.5, with Enterprise as the flagship. The carrier
arrived at Leyte Pier, Cubi Point, on the 7th. The next day
Rear Admiral Damon W. Cooper, “triple-hatted” as
ComCarDiv-5, Commander, TF 71 and Commander, TF 77, began
moving on board with this staff, remaining with the ship
until January 1972.
Through the end of July 1971,
Enterprise served intermittently off Vietnam, together with
Midway (CVA-41) and Oriskany (CVA-34), the three carriers
launching a total of 2,001 strike sorties during 22
two-carrier days and nine single-carrier days, operations
interrupted by typhoons Harriet, Kim and Jean, that each
swept across the South China Sea. Each storm forced the
ships to shift station to evade it. Nonetheless, the month
entailed a slight increase in strikes flown over South
Vietnam, due primarily to missions against enemy troop
positions and supporting U.S. helo operations.
Underway on 12 July 1971,
Enterprise arrived on Yankee Station for her first line
period, 15–30 July. She flew strikes in both the Steel Tiger
Area in the eastern Laos Panhandle, and in Military Region I
of South Vietnam, her planes pounding infiltration and
logistic targets both day and night. As a matter of course,
flight operations proved perilous and uncomfortable for
sailors regardless of work assignment. Of the 15 men in each
catapult crew, for example, some were stationed below decks
in spaces where the temperatures seldom dropped below 100º
F., in what they referred to as “steam-conditioned” spaces.
The first underway replenishment
and vertical replenishment conducted during this period,
with fast combat support ship Sacramento (AOE-1) and combat
stores ship Niagara Falls (AFS-3), involved a complex night
vertical replenishment utilizing four CH-46s, on 20 July
1971. The transfer involved “a complete variety of stores
and a full ordnance rearmament,” Sacramento also refueling
Enterprise for the latter’s aircraft, and for the carrier to
refuel escorts as needed.
Five days later Sacramento
completed a second VertRep with the “Big E” with a then
unprecedented aerial transfer rate of 90 tons per hour.
During this line period, Enterprise was visited by Rear
Admiral S.H. Kinney, ComCruDesPac, Rear Admiral R.C.
Robinson, ComCruDesFlot-11 and industrialist H. Ross Perot.
Coming about on 31 July 1971, the ship arrived at Subic on 2
August.
During the following month,
dual-carrier operations off of Vietnam were conducted only
during the first week; and as of 16 August 1971, Enterprise
filled in the remainder of the month as the sole carrier on
station. The strike mix was almost completely reversed from
the previous month as a result; with a total of eight
two-carrier days and 23 single-carrier days producing 1,915
strike sorties.
Enterprise cleared Subic Bay on
13 August 1971, and reached Yankee Station three days later.
During her second line period she was visited by Vice
Admiral W.P. Mack, Com7thFlt, Rear Admiral J.D. Ramage,
ComCarDiv-7, U.S. Deputy Ambassador to South Vietnam S.D.
Berger, and Major General G.M. Dolvin, U.S.A., Commander,
XXIV Corps. Coming about on 4 September, she moored at Cubi
Point two days later.
Remaining on station through the
first four days of September 1971, Enterprise was relieved
by Oriskany during the middle of the month, she in turn
being relieved by Midway, which flew the final four days of
strikes for the month. A total of 1,243 strike sorties
rounded out the month.
In company with Bainbridge,
Enterprise stood out of Subic on 11 September 1971, the
carrier being visited by Dr. Goh K. Swee, Singapore’s
Minister of Defense, and U.S. Ambassador to Singapore
Charles T. Cross, on the 13th. Shipping traffic to the port
and the nearby Malacca Strait, always “extremely heavy,”
often required the ship to make “…numerous course changes to
avoid such in the narrow confines…” In addition, the ship
eventually discovered that her arrival time needed to be
programmed for slack water, to avoid having the pilot guide
her to a holding anchorage to await such, causing delays.
Following the visit to Singapore,
14–20 September 1971, Enterprise and her consort transited
the Malacca Strait and entered the Indian Ocean, forming TG
77.5. They collected hydrographic and meteorological data
and “demonstrated the quick response of nuclear vessels.” On
25 September, the ships crossed the equator, Enterprise
initiating 847 “lowly pollywogs.” They then made a wide loop
to the south, skirting the Bay of Bengal and then coming
about, again entering Indonesian waters, where they
transited the Sunda Strait, and then crossed the Java Sea
northbound toward the Philippines, mooring at Cubi Point on
the morning of 2 October 1971.
Enterprise stood out for a day to
avoid Tropical Storm Faye, on 4 October 1971. Faye swept
across the Philippines through Subic and out into the South
China Sea, and then reversed course to pass back over the
Philippines, before dissipating in the Pacific. Returning to
Subic Bay until 9 October, Enterprise sailed for her third
line period of the deployment (11 October–2 November 1971),
one “characterized by continued poor flying weather
resulting in reduced sorties as the monsoonal pattern over
Southeast Asia began to change from Southwest to Northeast.”
This proved especially true of Tropical Storm Hester in late
October, that approached Palawan from the east at 11 knots,
but which “accelerated rapidly,” intensifying into typhoon
force as it crossed the South China Sea to slam into the
South Vietnamese coast south of the DMZ.
Targets were again located almost
“exclusively” in the Steel Tiger East portion of the Laotian
Panhandle. Enterprise and her screen departed Yankee Station
on 3 November 1971, steaming toward Singapore, where Dr.
Swee and Ambassador Cross again visited the ship on the 5th,
before she visited the city the next morning. While there
Rear Admiral W.H. Bagley, Assistant Chief of Naval
Personnel, Rear Admiral Ramage, and Major General Tawit
Bunyawat, Commander, Thai Forces, South Vietnam, were on
board. During their visit to Singapore, 6–15 November, the
men of Enterprise experienced a special treat when a
chartered planeload of their wives flew into the city from
Oakland, Calif., to visit their husbands; the aircraft
flying some of the men back home on leave.
Clearing Singapore on 16 November
1971, Enterprise arrived back on Yankee Station on the
morning of 19 November, relieving Midway and “immediately”
beginning strikes into Steel Tiger East. This line period
was similar to the first three, except that the weather was
beginning to improve, with a corresponding “rise in sorties
flown and target results noted.”
Joined by Oriskany on the last
day of November 1971, the three carriers recorded 1,024
ordnance-delivering strike sorties, 30 of them in South
Vietnam and the remainder in Laos during the month. The air
warfare posture changed on the 20th when six MiGs, however,
two each at Vinh, Quan Lang and Bai Thuong, were deployed
south of 20ºN.
Normally, planners found it
necessary to put two KA-3/KA-6 tankers aloft per cycle,
“dispensing maximum” fuel to launching Phantom IIs, then
“consolidating” the two tankers; one then landed, short
cycling, and the other full cycled. While C-1A COD support
from Da Nang proved “reliable,” a ship the size of
Enterprise required three–four daily trips. In addition,
300,000 lb of mail was carried by HC-1 Det 4 during this
WestPac, requiring 920 transfers, as well as 3,210
passengers.
While on her fourth line period
of the cruise, Rear Admiral R.E. Riera, Commander, Fleet
Air, WestPac (ComFairWestPac) and U.S. Ambassador to South
Vietnam Ellsworth Bunker visited Enterprise.
During December 1971, Laser
Guided Bombs (LGBs) were introduced to Enterprise,
Constellation and Coral Sea (CVA-43). Some 16 trial LGB
drops were made against communist roads, subsequently also
targeting AAA sites. During 1972, LGBs would more than prove
their worth by “working as advertised in a most effective
manner” against “heretofore seemingly indestructible
targets,” such as heavy steel bridge structures built into
solid rock. However, the initial lack of Navy Illuminators
as an integral part of air wings was noted as a “drawback”
requiring correction.
Wars and rumors of wars continued
unabated. The Indo-Pakistani War began on 3 December 1971.
On the 7th, the head of the United Nations relief mission in
East Pakistan (subsequently renamed Bangladesh) indicated
that due to the spread and scope of the fighting, evacuation
of Western nationals from the country might become
necessary. Enterprise received orders to “proceed
immediately” to that theater.
Responding to the crisis with “no
advanced warning,” Enterprise came about from Yankee
Station, proceeding toward the Malacca Strait, on the
morning of 10 December 1971. Combining with other elements
of TF 74, including an amphibious ready group, to form the
7th Fleet’s Contingency Force, Enterprise was designated
flagship of TF 74 (Rear Admiral Cooper). The carrier and her
escorts arrived at a holding area northeast of Singapore on
Sunday, 12 December.
Against the backdrop of these
contingency operations, at 0844 on 12 December 1971, a COD
flight, Grumman C-2A Greyhound (BuNo 152793), Lieutenant
Vetal C. LaMountain, Jr., pilot, and Lieutenant (jg) Gale V.
Woolsey, Jr., co-pilot, VRC-50 Det Cubi Point, took off from
Cubi Point, bound for Enterprise, routed via Tan Son Nhut,
for a “logistic support mission.” Two other crewmembers,
Airman James M. Van Buswum, plane captain, and ABH3 Richard
C. Gaynor, load master; together with six passengers, Petty
Officer 1st Class D.E. Dickerson, CTR1 W.R. Woods, CTM2 G.K.
Zeller, CTO3 J.M. Coon, CTISN J.M. Deremigio and Seaman S.H.
Elliott, were also on board. Flying across the South China
Sea on Airway R68 the Greyhound reported in at 0927, having
reached Coral Intersection, at approximately 13º07’N,
117º00’E. From 0941, however, nothing further was heard from
the C-2A.
When the COD flight failed to
report its next scheduled position 29 minutes later, Tan Son
Nhut became concerned, the C-2A passing its “zero fuel time”
at 1330. Not until 1650, however, did the squadron’s
detachment at Cubi Point receive notification from base
operations that the flight was “overdue.” During the course
of these communications, the 13th Air Force Joint Rescue
Command Center, Clark AB, Philippines, launched a SAR. A
“ramp check” of available airfields in the South China Sea
area, done in the event that the flight might divert to
another field due to an emergency, turned out negative. At
0730 the following day, 13 December 1971, Coral Sea and her
escorting destroyers, Chevalier (DD-805) and Epperson
(DD-719), reported spotting the Greyhound’s debris,
including an empty life raft, in an area about 200 miles
southwest of Subic. None of the 10 men on board survived.
Enterprise and her screen,
meanwhile, remained within the holding area while the force
assembled, the 10 ships departing two days later to transit
the strait, entering the Indian Ocean on the 15th. Coral Sea
relieved Enterprise and Constellation on Yankee Station on
that date, ensuring that the tempo of strikes continued
through December, 2,462 ordnance-bearing strike sorties
being flown by all three carriers through the end of the
month.
Freed temporarily from the
fighting, the Contingency Force, with Enterprise as
flagship, sailed for the Indian Ocean. Planning was
conducted en route for an operation to fly into Dacca, the
capital, bringing out not only Americans trapped by the
fighting, but also a variety of other nationals. Over 2,000
evacuees could be accommodated in her hanger deck if
necessary, and hundreds more temporarily.
After one day of operations at
Point Alpha, west of the Andaman Sea, TF 74 moved to Point
Charlie, off the southern tip of India, to “await
instructions from higher authority.” While at Charlie,
guided missile destroyer Decatur (DDG-31), guided missile
frigate King (DLG-10), and destroyers McKean (DD-784) and
Orleck (DD-886) operated with Enterprise.
In the interim, however, the on
12 December 1971, the British Royal Air Force (RAF)
evacuated westerner nationals from East Pakistan,
eliminating the requirement for a U.S. effort. Nonetheless,
TF 74 entered the Indian Ocean on the 15th as a show of
force, monitoring both Indian and Pakistani operations and
maritime and air traffic on the one hand, and the increasing
numbers of Soviet aircraft and vessels on the other.
Operations in the Indian Ocean
during this cruise “were devoted to contingency planning,
surface surveillance and reporting.” Throughout most of the
crisis, at least one or more vessels of the Soviet Indian
Ocean Force were “in company” with the task force. Thus
operations at Point Charlie consisted of aerial
reconnaissance, both visual and photographic, of Soviet
naval forces “in proximity,” updating intelligence holdings
regarding East Bloc operations in the Indian Ocean littoral.
However, a limit of 12 jets of all types per flight cycle
was established, due to the lack of “bingo” (emergency
divert) fields. A problem of “major proportions” occurred,
however, when supplies of “key” charts required for the
Indian Ocean became exhausted, and the network of forward
U.S. bases proved unable to provide enough for the ships of
TF-74. As a result, Enterprise entered “the chart
reproduction business” to support the ships of the task
force. Subsequently, Enterprise’s Captain Ernest E. Tissot,
Jr., recommended that carriers deploying to the 7th Fleet
depart the U.S. with two complete portfolios of Indian Ocean
charts, and that inventories of such items among escorts and
support ships be checked and filled before departing the
South China Sea while COD service from Cubi Point was still
available.
Further navigational hazards
“flourishing in the waters surrounding and between” the six
straits and passages–Singapore, Malacca, Sunda, Gaspar, San
Bernadino and Palawan–transited during this WestPac
deployment included oil rigs, many not noted on charts. In
addition, navigation lights were often erroneously marked on
charts or missing altogether, small unlighted vessels also
becoming quite numerous. “Extreme vigilance at night in
these waters,” Captain Tissot advised, “is mandatory.”
Enterprise received orders on 7
January 1972 to cease operations in the Indian Ocean. Coming
about the next morning, she transited the Malacca Strait,
arriving at Cubi Point, at 0800 on 12 January, following 58
continuous days at sea, 34 in the Indian Ocean. The crew
missed mail between 11–24 December, but during an underway
replenishment on Christmas Eve received the welcome addition
of 46,000 lb of backlogged letters and parcels.
However, January witnessed
further weather interference in the form of Tropical Storm
Kit, which moved into the eastern Philippines “very
rapidly,” stopped, and then turned northeastward into the
Pacific, giving the crew some tense moments. Nonetheless, on
the morning of the 17th, Enterprise stood out from Subic
Bay, arriving at Yankee Station on the morning of 19
January.
Rendezvousing with Constellation,
the “Big E” debarked Rear Admiral Cooper and his staff,
19–20 January 1972. Also on the 20th, the ship hosted
Canadian Brigadier General Robert T. Bennett, Senior
Military Representative, International Control Commission.
Enterprise then began strikes,
but while eager to return home, her men were still fully
aware “that there was no margin for error and no room for
complacency.” However, the ongoing withdrawal of American
troops from the theater, combined with relatively limited
troop contacts, lowered the air tempo considerably, aircrews
dropping only 944 tons of bombs on the enemy during her
fifth line period of the deployment. Just eight Navy
tactical air sorties were flown over South Vietnam during
the entire month of January 1972, and very little attack
effort was made against the north, with the exception of
some proactive reaction strikes. Enterprise served
intermittently on station with Constellation and Coral Sea
throughout the month.
Recovering her last strike on 24
January 1972, the ship “turned due east,” entering Subic Bay
on the afternoon of the 25th. On the morning of 27 January,
she stood out with guided missile frigate Fox (DLG-33) and
destroyer Epperson (DD-719). Chopping to Com1stFlt on 2
February, the ships were overflown the next day by Soviet
bombers. Intercepted by F-4Js from Enterprise, the Russians
“demonstrated no hostile intent” while conducting
surveillance of the task group, waving, “smiling and
gesturing” to the aircrews more than once to be able to take
pictures.
Refueling both her escorts on 4
February 1972, Enterprise and her consorts then visited
Pearl Harbor, 6–7 February. With Epperson detached to her
home port, Pearl, and after leaving Hawaiian waters en route
to California, Fox detached to her home port of San Diego,
Enterprise flew most of the aircraft in her wing off on the
11th.
Thus, on a “cold foggy morning”
Enterprise slipped beneath the Golden Gate Bridge, her crew
“manning the rail” in blues, greeted by a sign welcoming the
“Big E” held by wives on the bridge. The sun finally broke
through as the ship moored to Pier 3, Alameda, during the
afternoon watch on 12 February 1972.
Following standdown, Enterprise
crossed to San Francisco Bay Naval Shipyard, Hunters Point,
on 15 March 1972, beginning a 60-day selected restricted
availability (SRA). While there the ship conducted a fast
cruise, 6–7 May. On the 8th, she was underway for sea trials
in the northern California operating area.
Enterprise returned to NAS
Alameda on 16 May 1972. She was again at sea for additional
training off the coast of northern California between 23 and
27 May. Standing out of Alameda on the morning of the 30th,
Enterprise completed refresher training and ORI in the
southern California operating area through 15 June, mooring
at North Island overnight on the 31st, 3–4 June, 10th–11th
and 17th–18th. Vice Admiral Thomas J. Walker, AirPac,
embarked during her return to Alameda.
The ship was underway for an
inspection by the Board of Inspection and Survey, 19–20 June
1972. Escorted by ocean escorts Brooke (DEG-1) and Bradley
(DE-1041) the carrier conducted Carrier qualifications in
NoCal, 26–30 June. The crew then celebrated Independence Day
weekend in port, hosting “several thousand” dependents for a
day cruise, on the 5th, though enduring inclement weather.
Enterprise again completed
carrier qualifications, in company with Bradley, 6–11 July
1972, but the ship’s remaining time at home was not without
tragedy. On 7 July 1972, an F-4 Phantom II from VF-121 was
lost on a catapult shot. The pilot was killed, though his
RIO, Lieutenant Commander Samuel N. Hallmark, was rescued by
the plane guard helo (Lieutenant Russell L. Hallauer), HS-2
Det 1.
On 14 July 1972, VA-196 embarked
on board Enterprise at Alameda for carrier qualifications,
ORI and a weapons training exercise. During this period, an
A-6B Intruder (Lieutenant Commander Richard J. Toft and
Lieutenant (jg) John D. Austin, Jr.), experienced control
difficulties barely five minutes into its flight to Miramar,
Calif. Both men ejected successfully. An SH-3G (Lieutenant
Commander Roger P. Murray, officer in charge of HS-2’s Det
1), rushed to the point where the ship’s radar last held the
Intruder, but it was almost 30 miles away from the actual
impact area. Undaunted, Murray and his crew worked out the
navigation problem, steering straight to the downed
aviators. The helo’s swimmers assisted the survivors in
disentangling themselves from their parachutes and within
scant minutes, the survivors were en route to the Naval
Medical Center, San Diego, near Balboa, Calif., Toft
sustaining injuries requiring extensive treatment.
Anchoring in San Francisco Bay
for an ammunition onload on 12 July 1972, Enterprise spent
the weekend at Alameda before returning to sea for carrier
qualifications, this time with Fox, 17–21 July. Accompanied
then by Bainbridge, she conducted qualifications off the
southern California operating area between 25 July–4 August,
one of these exercises including being overflown by a P-3 as
practice for Soviet overflights. The carrier then made a
brief stop at North Island (28-29 July).
While egressing from North
Island, on 29 July 1972, Enterprise collided with VI Pak, an
Albatross-built, 23-foot wooden sailboat. On board the
latter were Anthony C. Miller, her owner, a local citizen
from San Diego, and two other men. The busy harbor was
packed with small craft and Coast Guard cutter 40580,
Enterprise’s escort, that preceded the ship, attempting to
clear vessels from ahead of the carrier. The Coast Guardsmen
approached the sailboat, which was on the right edge of San
Diego Harbor Channel between Buoys 17 and 19, instructing
Miller and his passengers by hand signals to come about and
leave the channel. Although her mainsail was hoisted, VI Pak
lost the wind and was drifting on the carrier’s starboard
bow. At 1131, VI Pak was barely 100 feet forward of the
carrier, collision imminent. Captain Tissot ordered three
blasts on the ship’s horn. Only one of the sailboat’s crew
allegedly attempted to paddle backward out of the way, the
remainder appearing unconcerned, but the existing wind
caused her to drift further into the channel and across
Enterprise’s bow, becalming the tiny boat almost dead center
in the channel, with the carrier bearing down upon her.
Fortuitously, the wake from the Coast Guard cutter
positioned the sailboat parallel to Enterprise’s hull and
preventing a broadside collision. VI Pak passed along the
carrier’s port side, Enterprise’s bow wave seeming to push
the sailboat to one side. The sailboat’s mast cracked and
she slid past under the catwalks, striking the carrier
several times in succession. At this point, Enterprise’s
speed was approximately three knots. As the boat approached
abeam of Hanger #1 on the island at 1140, the Coast
Guardsmen caught up with her, passing those on board a line
and towing the boat about 250 feet toward shore, letting go
the line once Miller and his companions, who escaped without
injuries, were safe. Meanwhile, Enterprise went to starboard
ahead 2/3 at 1132, followed a minute later by all ahead 2/3,
proceeding on her way and clearing the channel without
further mishap. 40580 went to the Commercial Basin at about
1215, where her coxswain, Engineman 3rd Class Gary R.
Priester, boarded VI Pak and cited her for “negligent
operation,” before the cutter returned to North Island,
mooring at 1315.
Returning to Alameda, 5–6 August
1972, Enterprise stood out for a cruise hosting several
hundred under-privileged children from the San Francisco Bay
area, together with wives and children of men held as POWs
or listed as MIAs in Southeast Asia, on the 7th.
Enterprise then accomplished
night operations with CVW-14 off the southern California
coast, escorted by Bainbridge, 8–10 August 1972, followed by
an ORI and a weapons training exercise, from the 12th–16th,
before she returned to Alameda.
Although anti-war demonstrators
attempted to interfere with her departure, Enterprise
deployed as scheduled during the morning watch on 12
September 1972, again embarking CVW-14, comprising VFs-142
and 143 (F-4Js), VAs-27 and 97 (A-7Es) and 196 (A-6Bs and
KA-6Ds), RVAH-13 and HS-2 Det 1 (SH-3Gs).
Unusually, Enterprise and
Bainbridge did not pause at Pearl, but continued their high
speed westward transit, crossing the IDL on 18 September
1972, and chopping to Com7thFlt on the 20th, becoming TG
77.5. The ships were forced to alter course during their
westward transit to avoid Typhoon Ida, nonetheless
completing their transit in the relatively rapid time of
only 10 days, a tribute to the men of their engineering and
reactor departments, arriving in Subic on the afternoon of
the 24th.
Increased violence in the
Philippines, however, caused by Communist insurgents, led to
the implementation of martial law, the first time that the
men of Enterprise were faced with a strictly enforced curfew
in that country. The possibility of sailors ashore being
mistakenly shot by Filipino troops was very real,
aggravating security concerns. The situation also resulted
in what appeared to be “a steady decline in the availability
of both hard narcotics and marijuana in Olongapo.” Since
alternate sources, especially of heroin “of lethal purity,”
were available in Hong Kong and Singapore, however, the ship
exercised greater care searching packages of crewmembers
returning from liberty.
Getting underway on the morning
of 28 September 1972 for type training off Subic Bay through
1 October, Enterprise and Bainbridge then shaped course for
Vietnamese waters, arriving on Yankee Station on the 3rd.
Enterprise devoted her first line
period during this WestPac tour to strikes against “known
enemy troop locations,” supplies, LOCs and logistics bases
in both Laos and South Vietnam, utilizing those strikes as
“a warm-up for the more demanding air operations over North
Vietnam soon to come.” Commander James O. Harmon, CO,
VAQ-131, launched from the deck of Enterprise and flew the
first Grumman EA-6B Prowler combat support mission, in a
squadron Prowler, on 3 October 1972. Although VAH-4 Det M
was embarked on board the carrier during her 1965–66
WestPac, this was also the first deployment of the entire
squadron on board the carrier since the squadron’s
redesignation on 1 November 1968.
On 8 October 1972, strikes north
of the DMZ began, hitting bridges, truck parks, storage
areas and “other logistics support facilities used by the
Communists to support their massive invasion of South
Vietnam.”
The next day, 9 October 1972,
Enterprise moved north to Yankee Station, shortly after
launching an Alpha strike comprising A-6s, A-7s, EA-6s,
E-2Cs, an A-5 and F-4s, against the Mi Lai petroleum storage
compound. VF-143 took this opportunity to engage its first
MiG CAP about 25 miles inland over North Vietnam. While
flying this protective position northwest of the target
area, the Phantom IIs “operated in the envelopes of several
SAM installations and received response from the enemy AAA
batteries.” However, the enemy “elected” to remain on the
ground, unwilling to “put MiGs in the air with the Navy F-4s
in the area.”
The U.S. imposed a further halt
upon bombing above the 20th parallel in North Vietnam,
concluding Linebacker I operations on 23 October 1972, a
goodwill gesture toward Hanoi intending to promote North
Vietnamese cooperation during the Paris peace talks. On that
date, Vice Admiral Cooper shifted his flag from Kitty Hawk
to Enterprise. By the time the strikes ended aircrews from
Enterprise dropped 2,000 tons of bombs on the enemy.
Linebacker I had proved partially successful by seriously
disrupting the flow of supplies from North Vietnam to
communist forces in the south. From May–October 1972, the
Navy flew a total of 23,652 tactical air attack sorties into
North Vietnam.
While there were no MiG kills or
losses sustained during this period, Enterprise alternated
with America, Constellation, Coral Sea, Hancock, Kitty Hawk,
Midway, Oriskany, Ranger and Saratoga on Yankee Station
during these months, continuing to fly reconnaissance and
training flights, with the usual dangers inherent with such
operations, maintaining a carrier presence at all times.
Following President Richard M.
Nixon’s confirmation of the bombing halt order, the tempo of
activities gradually declined, though losses continued,
albeit reduced from previous levels.
Both fighter and attack aircrews
were now trained in the delivery of MK 82 and 83 LGBs, both
embarked fighter squadrons also utilizing hand-held
light-weight laser designators. Two such designators were
available to CVW-14, and the weapons performed so well that
their primary limiting factor continued to be weather. A
secondary factor was the reflective quality of available
targets, which, outside of North Vietnam, continued to be
very low.
The aircrews nevertheless
obtained “highly effective results,” particularly against
bridges, “when weather and operating authorities permitted,”
as the men of the ship were still fighting the war with
extensive politically imposed limitations. Weather inhibited
the deployment of Walleye IIs as well, also in limited
supply due to their “cost and phase of development.”
However, in good weather, they proved to be “devastating”
weapons against “specific, high priority targets.” Walleye
IIs were almost immediately recognized as having the
“accuracy and penetrating power required to completely
destroy a heavily constructed railway bridge.”
On 24 October 1972, Enterprise
came about for Cubi Point, arriving the next day.
Accompanied by Bainbridge, the ship then stood out from
Subic Bay on Halloween, spending the entire month of
November along with the first nine days of December, on
Yankee Station. The ship repeated her previous schedule,
devoting the first several days to strikes south of the DMZ
and in Laos, before hammering North Vietnam. During this
second line period, CVW-14 aircraft dropped 3,400 tons of
bombs on the enemy.
Aircraft operating from
Enterprise flew two reconnaissance missions against the
airfield at Vinh during November. AAA gunners gave the
pilots a warm reception and on both missions escort aircraft
dropped ordnance in a “protective reaction role” against the
gunners, and executed other reaction strikes.
Constellation, Enterprise and
Oriskany alternated on Yankee Station during November 1972,
fulfilling their missions with a total of 22 two-carrier
days on the line, 12 into North Vietnam and nine into South
Vietnam, operating 1,766 ordnance-bearing strike sorties.
The number of SAMs fired at U.S. aircraft increased
dramatically and, in combination with bold incursions by
North Vietnamese MiGs into Laos, prompted both the Air Force
and the Navy to develop new proactive tactics to counter the
threat.
While in the Gulf of Tonkin for
her second line period, Enterprise was caught in the path of
Typhoon Lorna, encountering “high winds, heavy seas and much
rain.” The crew secured Enterprise as well as possible,
riding out the typhoon within the skin of the ship, although
the stability and sea keeping qualities provided by the
carrier were put to the test, many of her crewmembers
getting “the chance to gain their sea legs.”
Agreement signals arranged with
the Russians were found to be very successful in dealing
with AGIs, appearing to “…assist in the prevention of
dangerous situations during maneuvers for flight
operations.” However, the ship was under “light to moderate”
enemy radar surveillance from shore, over 170 emissions
being intercepted, primarily Chinese communist Crosslots
from North Vietnam and Hainan Island.
Enterprise rendezvoused with
submarine Gudgeon (SS-567), the sub surfacing to enable a
helo from HS-2 Det 1 to evacuate two seriously ill crewmen
from Gudgeon, on 1 November. A little over a fortnight
later, on 16 November 1972, Enterprise and Bainbridge
rendezvoused with Long Beach and Truxtun -- the first time
that all four nuclear-powered ships operated together.
On 25 November 1972, Enterprise’s
crew (including six “plank owners” who were on board when
she was commissioned) celebrated the eleventh anniversary of
the ship’s commissioning, attended by Vice Admiral Holloway,
Com7thFlt. Her third skipper, Admiral Holloway had had the
honor of taking the “Big E” into harm’s way for her first
combat deployment in December 1965, and helped the crew
celebrate their second consecutive Thanksgiving at sea. “It
is good to see how much progress the ship has contributed to
nuclear power in the Navy,” Holloway told the crew, “There
is no doubt in my mind, or in the Secretary of the Navy’s or
the CNO’s minds that Enterprise’s performance in combat was
the clincher which convinced Congress to appropriate more
funds for the nuclear power program.”
During the latter part of
November and early December 1972, the North Vietnamese
stymied peace talks at Paris, taking advantage of the lull
afforded to repair damage from previous strikes and to
transport supplies and equipment by rail from China. Against
that ominous backdrop, Enterprise came away from Yankee
Station on 10 December for a visit to Hong Kong (11–17
December), a port call “made even more enjoyable” for the
married men on board by the arrival of 250 wives who came to
spend the week with their husbands. During that time,
however, North Vietnamese intransigence had found ultimate
expression in their breaking-off negotiations on 13
December.
Sailing from the British colony
on the 18th, Enterprise returned to Yankee Station on the
19th, one day after the commencement of Operation Linebacker
II, a more intensified version of Linebacker I and a
resumption of the strikes above the 20th parallel, launched
on 18 December 1972 in a final attempt to bring the
communists back to the bargaining table. A comprehensive
strategic air campaign “against the most heavily defended
targets of the entire Vietnam War,” including hitherto
restricted areas near heavily populated Hanoi and Haiphong,
the tip of the spear for Linebacker II would be strikes by
USAF Boeing B-52 Stratofortresses, naval aircraft being
required to supplement these raids with a variety of
missions, including suppression of enemy air defenses
(SEAD).
Enterprise joined her planes with
those from America, Midway, Oriskany, Ranger and Saratoga i1
days of some of the most intense bombing of the war. Naval
tactical air sorties focused upon targets in the Hanoi and
Haiphong areas, including SAM and AAA sites, army barracks,
POL storage areas, railroad and truck stations and Haiphong
naval and shipyard areas, missile equipped patrol craft and
vehicle support facilities. In addition, minefields were
reseeded.
Between 18–22 December 1972, the
Navy flew 119 strikes in North Vietnam in support of
Linebacker II, with a total of 505 sorties in this area
during the operation. Enemy opposition proved fierce,
however, with the primary limiting factor upon operations
being inclement weather. On 19 December, A-6s and A-7s from
Enterprise attacked three North Vietnamese Komar-class
missile boats, sinking one and damaging the other two.
While on a strike over North
Vietnam during the night of 20–21 December 1972, a VA-196
A-6A (BuNo 155594) Commander Gordon R. Nakagawa, pilot, and
Lieutenant Kenneth H. Higdon, bombardier/navigator, took AAA
fire. Other aircraft in the area heard Nakagawa cry out that
their Intruder was hit on the left wing and that they were
bailing out at 0056. Other listeners heard a call sign,
tentatively identified as Milestone 511 or 51, then silence.
No emergency beepers were received, but a last tenuous voice
contact was made with the downed crew at 0115, prior to both
men being captured. Fortunately, Higdon was able to return
home on 12 February 1973, and Nakagawa on the last flight of
repatriated POWs, on 29 March 1973, and thence to his ship.
By Christmas of 1972, 420 B-52
raids pounded the enemy, with no less than 122 strikes on
the 18th, the highest number of any day. Aircraft from
CVW-14 flew around the clock sorties during these raids,
alternately blasting and confounding North Vietnamese AD
systems.
Following an air “recess” over
Christmas Day, with the ship being honored by a visit from
Secretary of the Navy John W. Warner, Admiral Bernard J.
Clarey, CinCPac, and Vice Admiral Holloway, attacks resumed
on the 26th, with 113 B-52 raids, the next highest sortie
count, heavily supported by naval aircraft, including those
from Enterprise. Targets encompassed airfields, missile
assembly points, railroads and marshalling yards, fuel
reserves, command and control stations and powerhouses. By
the end of the next day, intercepted enemy messages
indicated that the strikes were so effective that the North
Vietnamese were losing their SAM potential, as new missiles
could no longer be moved from assembly points to the
launchers.
Many days during these strikes,
VF-143 had 10 of 12 aircraft in the air simultaneously. This
type of exhausting tempo paid off for the ship’s Phantom II
aircrews on 28 December 1972, as an F-4J, Lieutenant (jg)
Scott H. Davis, pilot and Lieutenant (jg) Geoffrey H.
Ulrich, RIO, of VF-142, downed a North Vietnamese MiG-21
Fishbed with an AIM-9 Sidewinder air-to-air missile. Wildly
maneuvering between altitudes of 50–7,000 feet, Davis and
Ulrich made their kill approximately five miles to the south
of the outskirts of Hanoi. The 24th MiG downed by Navy and
Marine Corps pilots that year, it was also the first and
only one for Enterprise during her Vietnam tours. Both men
were later awarded Silver Stars for their exploit, while
Commander Donald E. Riggs and Lieutenant Steven P. Crall
each received the Distinguished Flying Cross for their
“tactical efforts” in assisting Davis and Ulrich.
However, Flint River 603, an
RA-5C (BuNo 156633), Lieutenant Commander Alfred H. Agnew,
pilot, and Lieutenant Michael F. Haifley,
bombardier/navigator, RVAH-13, was heading approximately
south after completing a pre-strike photographic mission, on
28 December 1972. Both 603 and its escort, Taproom 102, had
just gone “feet wet,” at 1230, when 102 sighted a MiG at his
“8 O’clock” position heading north, vectoring 603 to the
right and turning to engage the MiG. No further contact with
Flint River 603 could be established. Agnew was captured by
the communists, returning home on 29 March 1973, but Haifley
did not survive; his remains were returned to the U.S. on 14
August 1985, and identified on 7 October of that year.
Linebacker II ended on 29
December 1972, with the resumption of peace talks in Paris,
the bombing considered a major impetus for North Vietnamese
willingness to continue discussions. Heavy raids around
Hanoi ceased, the last of over 700 B-52 sorties. The
following day the U.S. called another bombing halt over
North Vietnam, the Navy ending all tactical air sorties
above the 20th parallel. A total of 15 Stratofortress’, 2%
of all B-52s flown during the entire period were lost, with
none shot down on 28–29 December, demonstrating the almost
complete disruption of the North Vietnamese air defense
network. This “virtual paralysis of the system” was
accomplished in large part due to naval air operations,
CVW-14 flying a daily effort of as many as 120 strikes in a
150 sortie day. Keeping Enterprise at sea taxed men and
ships alike, the ship accomplishing no less than 64 underway
replenishments during 1972.
From 1–12 January 1973,
Enterprise concluded the second half of her third line
period of the deployment at Yankee Station. Unlike the
previous month of high tempo operations against the
Hanoi/Haiphong industrial complex, however, she now confined
her air operations below North Vietnam’s 20th Parallel. On
the 12th, Vice Admiral Cooper, TF 77, recognized the ship
and CVW-14 as the last carrier aircrews to fly combat
sorties against targets in the north. Completing strikes
against enemy troops, supplies, LOCs and logistic bases in
northern routes in South Vietnam, she came about the next
day for the Philippines, arriving on the 14th.
On 23 January 1973, Enterprise
stood out from Subic Bay, rendezvousing at Yankee Station
the next day with ocean escort Lang (DE-1060) as her plane
guard. Shadowed by a Soviet Kusan-class intelligence vessel,
Enterprise began her fourth line period of the WestPac, but
at a reduced tempo, flying combat missions into Laos only.
On 27 January 1973, the Vietnam
cease-fire, announced four days earlier, came into effect
and all four carriers operating on Yankee Station,
Enterprise, America, Oriskany and Ranger, cancelled combat
sorties for the remainder of that day. During the
intervening period the “Big E” flew some of the last naval
air strikes over South Vietnam.
However, while making a bombing
run under control of Covey 115, a FAC, Taproom 113, an F-4J
(BuNo 155768), Commander Harley H. Hall, pilot, and
Lieutenant Commander Philip A. Kientzler, RIO, VF-143, was
shot down near Quang Tri, South Vietnam, at 1720 on the
27th, just 11 hours prior to the beginning of the ceasefire.
During his parachute descent, Kientzler made one guard
transmission on his PRC-90, but nothing further was heard
from the two men until some beepers were overheard after
parachutes were seen on the ground on an island. It is
believed that Taproom 113 was struck by an SA-7. Nail 89,
another F-4, was also shot down by an SA-7 in the same
vicinity, reporting over the radio “he was about to be
captured.” Taproom 113 bore the sad distinction of being the
last naval aircraft lost before the end of the conflict.
Kientzler was captured, but subsequently released, returning
home on 27 March 1973. Hall did not survive, however, though
Kientzler noted that he was still alive when he hit the
ground after his ejection, and Hall’s remains were not to
return to the U.S. until 25 January 1993, being identified
on 6 September 1994.
The crew welcomed Sunday 28
January 1973, not only because it established a cease fire
in Vietnam…but because it meant the return of American
Prisoners of War, some of them friends and shipmates of the
men of the “Big E.” At 0800 most men off watch assembled on
the flight deck to join with millions of Americans in a
memorial and thanksgiving service marking the cease-fire,
Enterprise’s led by Captain Frank R. Morton, the ship’s
senior chaplain.
However, the very next day
aircraft from Enterprise joined those of Ranger’s in
lines-of-communications strikes in Laos. A total of 81
sorties were flown, following an overflight corridor between
Hué and Da Nang, South Vietnam. The Laotian government
requested the support, which was not related to the Vietnam
cease-fire.
Vice Admiral Holloway was the
main speaker as Rear Admiral William R. McClendon relieved
Vice Admiral Cooper as Commander, Carrier Striking Force 7th
Fleet (ComCarStrFor7thFlt), presenting Cooper the
Distinguished Service Medal, on 27 February.
February 1973 became an active
month for Enterprise as she shifted emphasis from strikes to
supporting mine countermeasures (MCM) forces in Operation
End Sweep. Much of the military equipment required by the
North Vietnamese had arrived by Eastern Bloc ships, and
Operation Pocket Money had been developed to cut that flow
of supplies. Beginning Pocket Money, three A-6As and six
A-7Es from Coral Sea, supported by an EKA-3B, laid a total
of 36 MK 52-2 mines in the outer approaches to Haiphong
harbor on 9 May 1972. Their mission initiated a campaign
that ultimately sowed 108 special MK 52-2s and more than
11,000 MK 36 type destructor mines over the next eight
months. The mining proved to be one of the most successful
naval operations of the war, closing the port of Haiphong
for upward of 10 months.
With the ceasefire, however,
arrangements were made with the Communists, in part to ease
the return of POWs and MIAs. Operation Endsweep was one of
the resulting U.S. concessions, designed to clear North
Vietnamese waters of mines, beginning with the activation of
TF 78, on 27 January 1973.
On 5 February 1973, Commander, TF
78, supported by other naval mine demolition experts, met
with North Vietnamese leaders in Haiphong to discuss the
operation. A detachment formed around a helicopter and 10
men from Enterprise’s HS-2 Det 1 flew several flights daily
from guided missile frigate Worden to Cat Bi airfield, near
Haiphong, transporting U.S. and North Vietnamese negotiators
to meetings to initiate the operation (4–20 February 1973).
The next day the force began preliminary minesweeping to
prepare an anchorage for command and supply ships providing
on-scene support, in deep water off the approaches to
Haiphong harbor. Airborne mine countermeasures began on 27
February, the first such operations ever accomplished with
“live” mines. Despite interruptions caused by North
Vietnamese intransigence and petty ploys, the operation
proved successful, clearing North Vietnam’s waters of mines.
Both aircraft and ships,
including Enterprise, Coral Sea, Oriskany and Ranger,
supporting mine countermeasures forces at various times from
the Mine Logistics Carrier Station, Gulf of Tonkin,
participated in the operation, including an Air Mobile Mine
Countermeasures Command. The latter at various times
comprised Helicopter Mine Countermeasures Squadron (HM)-12,
Marine Heavy Helicopter Squadron (HMH)-463 and Marine Medium
Helicopter Squadron (HMM)-165. The squadrons were normally
organized into four operating elements, Alpha–Delta, each
consisting of an airborne mine countermeasures planning,
command and control, aircraft and material element.
Dangerous work, aircrews endured hazardous flying
operations, both surface and aircrews facing errant mines
and weather interference. Operation End Sweep ultimately
concluded on 27 July 1973 and TF 78 was disbanded, but
during its six months of operations, the airborne element
made 3,554 minesweeping runs totaling 1,134.7 sweeping hours
in 623 sorties. Surface elements made 208 sweeping runs of
308.8 hours. Three helicopters were lost during the
operation, all due to operational accidents.
Enterprise also continued
launching unrelenting CAS and interdiction missions. On 14
February 1973, the Pentagon announced an increase of strikes
in Laos from 280 to 380 daily. On that date aircraft from
Enterprise and Oriskany flew about 160 of these sorties into
Laos. During the last two days of this line period,
Enterprise began operating under what was almost a peacetime
environment. Except for photographic reconnaissance, force
defense and similar missions, tasking focused upon training.
Among her visitors was General Frederick C. Weyand, U.S.A.,
Commander, MACV, on 22 February. On the 24th she came about
for Cubi Point, staying there from 25–27 February, before
getting underway again for Singapore, in company with
destroyer McCaffery (DD-860).
While visiting Singapore, 3–10
March 1973, the crew received word of their award of the
Battle Efficiency “E” for attack carriers of the Pacific
Fleet, the Engineering/Reactor and Supply Departments, the
latter its first such award, also receiving “Es,” as did two
of CVW-14’s squadrons with similar “Es” in their respective
communities. In Singapore a chartered flight with some of
their wives from Oakland, Calif., gave some families a brief
reunion, the same plane also taking back some of the crew on
leave. The crew also hosted almost 1,000 visitors.
Enterprise and McCaffery returned
to Yankee Station on 12 March 1973, where the carrier
continued her support of Operation End Sweep. On the 20th,
TF 77 transferred to Constellation (Captain J.D. Ward) after
151 days on board Enterprise. With the exception of embassy
and similar people, the last U.S. combat forces in South
Vietnam were withdrawn on 29 March, with the disbandment of
MACV and with them, the need for maintaining carriers on
Yankee and Dixie Stations gradually diminished.
While strikes ceased against
North Vietnam, operations continued for sometime over Laos
and Cambodia. Aircraft from Enterprise were in action over
both countries during this period, joining USAF aircraft,
including B-52s, in strikes against the Pathet Lao and Khmer
Rouge, the latter besieging the Cambodian capital of Phnom
Penh. Facing virtual starvation, people trapped within the
city were desperate, Phnom Penh’s only lifeline to the
outside world being the Mekong River, the Khmer Rouge
ambushing shipping along the crucial waterway. Aircrews from
Enterprise supported USAF aircraft flying from Thailand in
blasting Khmer Rouge positions along the river and the
surrounding countryside, eliciting protests from the
communist negotiators in Paris over this apparent
“violation” of the peace accords. The U.S. responded by
momentarily suspending End Sweep operations, making the
point loud and clear with Hanoi.
While steaming toward Cubi Point
on 6 April 1973, Enterprise was involved in an exhaustive
all day SAR effort, when a man fell overboard from the
carrier. Three of the four Sea Kings from HS-2 Det 1,
together with one E-2 Hawkeye, one Grumman C-1A Greyhound
and one Lockheed C-130 Hercules donated by the Air Force,
“combed the seas,” searching from dawn to dusk, but in vain,
as the sailor was never found.
Leaving the Philippines in
company with destroyer Corry (DD-817), on 15 April 1973,
Enterprise began air operations upon her arrival at Yankee
Station the next day.
On 26 April 1973, an F-4 Phantom
II from VF-142 exploded about ½ mile aft of the ship. Both
the pilot and his RIO were rescued by an HS-2 Sea King crew,
the survivors brought on board in barely 11 minutes. Early
in May 1973, another pilot and his RIO from VF-142 were
forced to ditch, when their Phantom II suffered a control
failure. The men were quickly rescued, again by the Golden
Falcons.
Operation Blue Sky was an
exercise with the Nationalist Chinese, 8 May 1973. Aircrews
from Enterprise flew simulated strikes testing Taiwanese
defenses, who reciprocated with practice bombing and
strafing runs against the ship’s bombing spar. Observers
included General Chen I-Fan, CinC, Chinese Nationalist Air
Force, and Vice Admiral Philip A. Beshany, Commander, U.S.
Taiwan Defense Command.
Returning to Subic Bay on 10 May
1973, Enterprise and her crew spent ten days of rest and
relaxation, before returning to her seventh and final line
period of this deployment, in the South China Sea, on 20
May. However, operations began to wind down as Congress
debated continued U.S. involvement, eventually ordering the
cessation of all combat operations in Southeast Asia by 15
August, on 20 June. Usually on the receiving end of underway
replenishments, Enterprise reciprocated by replenishing
destroyer Turner Joy on the 22nd.
On the evening of 27 May 1973,
Enterprise turned due east, arriving at Cubi Point on the
morning of the 29th, the ship staying for a single day
before standing out the next morning for the U.S.,
unaccompanied.
Enterprise’s solo return from
WestPac proved eventful. While Enterprise was inchopping to
Com3rdFlt on 3–4 June 1973, the men of a Lockheed EP-3B
Orion from VQ-1, conducting Kennel Post operations from NAS
Agana, Guam, detected four Soviet Bear Ds attempting to
overfly the ship. A tense situation ensued, but the Russians
disengaged, coming about and avoiding the ship at the last
moment. The Soviet aircrews appeared friendly, however,
several times waving to escorting F-4Js.
The next day the carrier’s crew
rescued 31 crewmen and one woman, Georgette Galiatsatos, the
wife of Charalabos Galiatsatos, the 2nd officer, from the
Liberian registry freighter St. Constantine. Chartered by
Barber Lines (Norway). St. Constantine was en route to
Savannah, Ga., from Yokohama, Japan, with general cargo,
when a half hour before the mid watch on 31 May 1973, an oil
line had ruptured in her engine room, allowing fluid to
spray onto the exhaust manifold of the ship’s diesels. The
resulting fire quickly engulfed the machinery space and
defied the efforts of the crew to contain it. Captain
Apollon Alexakis, her master, “quickly ordered the Radio
Officer to send out a distress signal.” The ship had no
sooner begun transmitting an S.O.S. when the ship’s
electrical power failed, and before emergency power could be
brought on line, the fire destroyed all of the ship’s
communications equipment, as well as disabled her engines.
Unable to send distress signals or to maneuver the gutted
and smoldering vessel, the crew drifted with her at the
mercy of the sea.
By 1100 on the 5th, St.
Constantine had reached a point approximately 1,290 miles
west-northwest of Honolulu, about 510 miles northeast of
Wake Island. Heat from the fires and heavy seas forced them
into a lifeboat, to drift alongside the ship. Commercial
aircraft flew overhead more than once but ignored the
survivors, who had reached the limit of their endurance when
an EP-3B flew nearby, dropping down to a lower altitude for
a closer look. The survivors fired red distress flares,
which were spotted by the men of the Orion. The EP-3B
immediately notified Enterprise, the closest known ship,
about 153 NM to the south. Turning toward the reported
position of the crippled merchantman, the carrier launched
two HS-2 Sea Kings and a reconnaissance aircraft when 100 NM
away, at 1245.
As Enterprise was still some
distance away, however, the Orion crew circled their
aircraft low over St. Constantine to assure the crew that
they were seen, then searched the immediate area for other
ships to aid in the rescue. When no other ships were
located, the EP-3B returned to the location of the
freighter, orbiting overhead until the helos arrived.
Meanwhile, the helicopters from
Enterprise raced to the scene, arriving at approximately
1336, by which time the carrier was within 82 miles of the
stricken vessel. The first Sea King overhead, 004
(Lieutenant Commander Frank W. Butler), picked up 13 people.
When 004 completed packing survivors on board, 001
(Lieutenant Paul A. Alfieri), moved in and beginning at
1351, hoisted aloft 11 more into the hovering helo. A third
helo, 002 (Lieutenant Commander Roger P. Murray), was
launched at 1412, and brought back the remaining eight
survivors.
Prior to leaving the foundering
ship, the master of St. Constantine had requested that
containership Sea Train Louisiana, arriving within the
vicinity to supplement the SAR, remain by the distressed
ship until a decision was made on the disposition of St.
Constantine, although Sea Train Louisiana left the
“derelict” still burning and adrift the next day.
Arriving on board Enterprise, the
survivors were rushed to the ship’s medical facilities,
where doctors and medical people examined each in turn,
providing treatment to those requiring it, though only the
stricken vessel’s first officer, Nick Vlachos, sustained
serious injuries, suffering burns. The survivors were
debarked in Hawaii, “in good health, good spirits, and very,
very thankful for the presence of the U.S. Navy and HS-2 Det
ONE.”
Meanwhile, Operation Homecoming,
the release of 591 American POWs by the North Vietnamese,
566 of whom were military personnel, including 144 naval
pilots and aircrewmen, had occurred. The final group of 148
POWs was released by Hanoi on 29 March 1973. Enterprise
moored at Pearl Harbor, 7–8 June 1973, and embarked five
former POWs for the homeward voyage: Rear Admiral James B.
Stockdale, Commander Gordon R. Nakagawa, Commander John D.
Burns, Lieutenant Commander Philip A. Kientzler and
Lieutenant Joseph S. Mobley, together with 105 sons of
crewmembers, many of the latter POWs and MIAs.
The morning of Enterprise’s
return to San Francisco dawned “cold, damp and overcast,”
but the weather did not prevent fireboats from welcoming the
ship with cascading “plumes” of water or “numerous” vessels
from maneuvering around her. At about 1100 on 12 June 1973,
she moored at Alameda. During her cruise, Enterprise had
catapulted 14,481 aircraft and recorded 14,889 arrested
landings.
Following a brief period of leave
and upkeep, Enterprise offloaded her ammunition at Hunters
Point Naval Shipyard, 26–27 July 1973, standing out for
Operation Northwest Passage, the voyage to Puget Sound Naval
Shipyard, Bremerton, Wash., on the 30th. On board for the
transit were 200 dependents; the ship arrived at Bremerton,
on 1–2 August.
Among projects completed during
her extended selected restricted availability (ESRA) were
repairs and alterations to enable the ship operate Grumman
F-14A Tomcats and Lockheed S-3A Vikings. Equipped with
AIM-54A Phoenix air-to-air missiles, Tomcats could engage
targets up to 100 miles out, the merger of the two systems
considered to be one of the most capable air superiority
platforms ever developed. This was the first fleet
deployment of the aircraft.
Enterprise’s aircraft
intermediate maintenance department (AIMD) introduced
maintenance equipment designed for Tomcats, known as the
versatile avionics ship test (VAST) #12. VAST was
supplemented by the inertial platform test atation, weapons
equipment storage and handling facilities, a modified jet
engine test facility and a “completely” converted airborne
fire control avionics ship #3. Two magazines were modified
to facilitate storage for Phoenixes.
Additional projects included the
conversion and update of CIC, modernizing the carrier air
traffic control center (CATCC) by replacing the AN/SPN-12
with the AN/SP-44 range-rate radar, the
modification/redesignation of the AN/WSC-1 to the AN/WSC-5
for the Naval Communication Satellite, the cleaning of the
bottom, rudder shaft and screw repair, extensive engineering
refurbishments, the scaling to bare metal and recoating with
Mare Island Epoxy of all propulsion plant bilges, and
overhauls of pumps and most engineering systems.
The Combat Information System was
modernized with an updated generation of NTDS, comprising
computers, programming and equipment interfacing, replacing
the previous installation. The update provided Enterprise
with a two-way data link between CIC and embarked F-14s. The
Electronic Evaluation Station acquired software allowing it
to process intelligence tapes from Grumman EA-6B Prowlers as
well as RA-5Cs. One of the valuable features of the NTDS
upgrade was the ability of air intercept controllers to
receive F-14 track information on their NTDS/Intercept
Control scopes to augment the ship’s air search radar
presentation.
In addition, with the changeover
of HS-2 into the wing on 6 August 1973, Enterprise began
transitioning from the concept of a CVAN to that of a CVN,
slated to be effective on 1 July 1975. VFs-142 and 143 were
replaced by VF-1 and VF-2 on 1 September. VAQ-137 (EA-6Bs)
would replace VAQ-131 on 4 December.
Enterprise was refloated from
drydock shortly after Thanksgiving of 1973, completing her
shipyard work by January 1974. She was originally scheduled
for sea trials during the third week of January, planning to
sail for her return to Alameda on 2 February 1974. Later in
the month she completed two days of dock trials pierside,
before getting underway for sea trials, 21–24 January,
returning to Puget Sound.
On 30 January 1974, Enterprise
crewmembers began loading personal effects on board for
Operation Golden Gate, the transfer of the ship back to her
home port of Alameda. On board for the move, made from 2–4
February, were 615 dependents, 100 pets, 1091 cars, 90
motorcycles, 45 pickups and campers, 12 boats and “several
tons of household goods.”
Vehicles and goods crowded the
4.47-acre flight deck, leaving little room for the crew and
their passengers’ topside, although children were kept
“entertained” in a nursery run from 0830–1930 daily. The
voyage was not without incident, however, as choppy seas
encountered as the ship passed the northern California area
caused seasickness among many dependents who had never
before been to sea. In addition, as she was approaching the
entrance to San Francisco Bay, Enterprise was informed that
fog had much of the area “socked in,” forcing her to delay
arrival until mid-afternoon of 4 February 1974.
Getting underway for training
between 12–19 February 1974, Enterprise’s ship’s company
focused upon battle damage procedures, ship handling,
communications and radar procedures. Back at Alameda,
Enterprise also began taking on board the first of 1,500
tons of ammunition she would load by the end of the year.
Rear Admiral Robert S. Smith, Director, Combat Systems
Division, visited the ship on 1 March.
Enterprise sailed for workups and
refresher training, 4–28 March 1974, the first portion of
which was spent in the workups, with the weekends of 9–10,
16–17 and 23–24 March, being spent in San Diego. During this
period the ship was also used by a number of different
squadrons for carrier qualifications, as well as a test
platform for both F-14As and S-3As. During that time,
Lieutenant Commander Grover Giles, pilot, and Lieutenant
Commander Roger McFillen, RIO, VF-1, made the maiden F-14A
Tomcat landing on board Enterprise on 14 March 1974. Later
that day, Giles and McFillen were joined by a pair of
Tomcats from the Naval Air Test Center (NATC) Patuxent
River, Maryland.
Enterprise spent the remainder of
March through mid–April 1974 conducting a “Readiness
Improvement Training Period,” followed by further carrier
qualifications for both CVW-14 and other unattached
squadrons. The ship anchored in San Francisco Bay, 29
March–5 April, mooring at Alameda, 6th–17th. Following this
period she stood out again off the southern California
operating area, 18–26 April, 7–15 May, 4–13 June, 21–28 June
and 16–25 July, returning to Alameda between each period,
with the exception of 29 June–3 July, when she again
anchored in San Francisco Bay.
Taking advantage of these
carquals were VAs-104, 122, 125, 127 and 128; VFs-101 and
121; Marine Composite Reconnaissance Squadron (VMCJ)-3; Air
Test and Evaluation Squadron (VX)-4; VFP-63 and the training
command. In addition, VAQ-128 conducted “last minute”
carrier qualifications in July. As an example of the hectic
pace, during the seven days of carquals in May, the ship
recorded 1,177 arrested landings.
Other significant events occurred
during this period. On 9 April 1974, Captain Carol C. Smith,
Jr., relieved Rear Admiral Tissot, who had been promoted
while serving as commanding officer. During the ceremony,
Vice Admiral Robert B. Baldwin presented the ship and her
crew with the Navy Unit Commendation:
On 18 April 1974, Enterprise
hosted Lieutenant Governor Henry A. Boucher of Alaska, who
had served on board the seventh Enterprise (CV-6) during
WWII, and who presented to Captain Smith and his crew an
ensign that had flown on board that carrier on 14 May 1945
when a Japanese kamikaze crashed into her No. 1 elevator,
off Honshu, Japan. Boucher told the crew that since WWII he
had been holding “the flag in trust” until the opportunity
occurred when he could return it to it’s rightful place.
In June 1974, Enterprise again
tested her BPDMS, firing four NATO Sea Sparrows at
maneuvering MQM-74A target drones. During July, CVW-14
reported on board, comprising VFs-1 and 2 (F-14As), VA-27
and VA-97 (A-7Es) and VA-196 (nine A-6As and five KA-6Ds),
VAW-113 (E-2Bs), VAQ-137, HS-2 (SH-3Gs) and RVAH-12.
Arriving on board later for the WestPac deployment was
VQ-1’s EA-3B det.
At sea during 16–25 July 1974,
Enterprise completed exercises of “increasing complexity.”
KomarEx pitted the ship and her aircraft against simulated
attacks by Soviet Komar-class missile boats. The ship also
launched two “mini-Alfa” strikes and conducted two
ReadiExes, the latter consisting of nuclear weapons loading
exercises designed to test “command and control,
intelligence, operations, air operations, and weapons in
addition to other functions.” General quarters sounded for
real on the night of 24–25 July 1974, when damage control
parties battled a serious fire in the newly-installed VAST
spaces. The “skill and proficiency” of the fire-fighters
quelled the blaze, and although the damage to the system and
its “sensitive” electronic equipment proved extensive and
required considerable repairs, a “crash program” involving
both sailors and civilians enabled VAST to be operational
again within two weeks.
In preparation for her ORI,
Enterprise participated in a weapons training exercise, 7–16
August 1974, after which she returned to San Diego. On the
morning of the 19th, she began her ORI with an opposed
transit from San Diego Bay, the operation evolving into a
ReadiEx. Over the next three days, Enterprise took part in
BellCam, an exercise involving “attacks” by simulated “enemy
ships,” including hydrofoils Flagstaff (PGH-1) and High
Point (PCH-1), together with CVW-14 aircraft, supported by
USMC McDonnell Douglas AV-8A Harriers, returning to Alameda
on 27 August.
Enterprise deployed to the
western Pacific on 17 September 1974. Her transit was
“literally quiet,” in that the ship made most of it under
electronic emissions control (EmCon) restrictions, enabling
her to avoid many Soviet forces attempting to intercept and
track her. Training continued throughout the passage, and on
22 September, Enterprise conducted a BearEx when a P-3B
simulated a Soviet bomber “in order to test the ship’s
ability to detect and intercept hostile aircraft.” The next
day (23 September) the ship pulled into Pearl for a “full
day of meetings, resupply operations and recreation.”
Underway again the next day,
however, Enterprise conducted training exercises and daily
flight operations near the Hawaiian Islands. ComTuEx 8-74
consisted of a week of flight operations, 24–29 September,
including the second Sea Sparrow launch of the year, on the
25th, observed by Vice Admiral James H. Doyle, Jr.,
Com3rdFlt. Also during that period, at 1230 on 27 September,
Admiral Weisner, CinCPac, participated in Enterprise’s
147,000th arrested landing, in a Tomcat piloted by
Lieutenant John O. Creighton, VF-2, following a 45 minute
demonstration flight. Enterprise returned to Pearl on 29
September.
The “Big E” slipped from her
berth on the morning of 2 October 1974, leaving Pearl behind
as she steamed west. The next day the Secretary of the Navy
visited the ship. En route to Asian waters, the crew
participated in a cookout and musical show, a boxing smoker,
and a Captain’s Cup sports tournament, the latter including
an “arduous” three mile run “on a very hot flight deck.”
As Enterprise neared the
Philippines on 16 October 1974, her arrival proved a
“stormy” one, as she encountered heavy seas from Typhoon
Carmen in transiting Mindoro Strait. The next day she moored
to Leyte Pier, Cubi Point.
While many Enterprise men enjoyed
liberty ashore, CVW-14 conducted flight operations from the
nearby facilities, the ship pulling back out on the 21st to
enable the wing to do so from her flight deck. The
additional training was considered “necessary in order to
build aircrew proficiency” following their transit, which
had “offered few flying hours.” The end of October 1974 also
marked a year of accident-free flying for CVW-14, a very
uncommon milestone among air wings at that time.
Secretary of the Navy Middendorf
again visited the ship, in company with Vice Admiral William
D. Houser, Deputy CNO (Air Warfare), 31 October–1 November
1974, upon his arrival presenting Commander Gordon R.
Nakagawa, CO, VA-196, with three medals, including the
Bronze Star, a Gold Star in lieu of a second Bronze Star,
and a Gold Star in lieu of a second Navy Commendation Medal.
The awards recognized and honored Nakagawa’s “Heroic
endeavors, exceptional skill, and devotion to duty…” while a
POW.
After pausing at Cubi Point (2-5
November 1974), Enterprise stood out over the 6th–7th to
avoid Typhoon Gloria, which was sweeping toward Subic Bay
with winds of over 100 mph. Narrowly escaping Gloria, the
ship headed south just as the typhoon passed on a northerly
course, coming back in, 8–10 November. MultiPlex 2-75, 11–17
November, was an underway exercise involving a variety of
methods to test the ship’s “ability to respond to different
level of conflict,” consisting of counterinsurgency,
“general naval war” and “all-out” nuclear war. With the
conclusion of MultiPlex, she dropped anchor at Hong Kong on
the morning of the 18th.
Just as Enterprise was getting
underway from the Crown Colony, Commander, British Forces,
Hong Kong, visited the ship, the air wing putting on a brief
flight demonstration in his honor, on 24 November 1974.
Returning to Philippine waters, the ship participated in
MablEx/Bayanihan, the latter a Filipino expression meaning
“working together,” 4–6 December, a joint U.S.-Filipino
amphibious exercise, Enterprise providing air cover for the
landing force. Visitors to the ship at the start of that
evolution on 4 December 1974 included U.S. Ambassador to the
Philippines William H. Sullivan, Chief, Joint Military
Assistance Group, Rear Admiral Hilario Ruiz, Flag Officer in
Command, Philippine Navy, and Deputy Commanding General,
Philippine Air Force.
With many of the crew looking
forward to spending Christmas in the Philippines following
the conclusion of Bayanihan, Enterprise was directed by the
JCS, 9–10 December 1974 to proceed to the Gulf of Tonkin to
conduct cyclic air operations off the coast of South
Vietnam. These operations, “often hampered by the very poor
weather conditions,” were accomplished under “very close air
control.”
Coming about on 24 December 1974,
Enterprise reached Cubi Point in time for Christmas Eve.
VQ-1 Det 65 immediately departed for NAS Agana, Guam, but
although many men were able to go ashore, ominous message
traffic indicated that Enterprise would have to begin
preparing for an extended deployment to the Indian Ocean.
Preparations began for a cruise “far removed from
established channels of support.” Extensive work lay ahead.
The deck department worked 12-hour days repainting the hull,
special flights from the U.S. brought in “critical” aviation
repair parts and the ship “took on a large quantity” of
aviation fuel, as well as supplies, including over 10,000
pounds of charts.
Two days into the New Year 1975,
the ship lost an F-14A (BuNo 158982), NK 107, Lieutenant
Commander Giles, pilot, and Lieutenant Commander McFillen,
RIO, VF-1. The Tomcat was on a training mission from Cubi
Point when “a loud thump” was heard, followed by a fire, the
men losing control of the aircraft. Both men ejected
approximately 15 seconds later and survived.
On 7 January 1975, the “Big E”
began her second month-long underway part of the cruise,
sailing from Cubi Point for the Indian Ocean. Early in this
underway period, VF-1 Tomcats engaged in maneuvers with
AV-8A Harriers from VMA-513.
Although South Vietnamese
“diplomatic sources” had intimated that a U.S. task force
led by Enterprise was coming to their aid, the ship
nonetheless proceeded toward the Indian Ocean. She entered
the Malacca Strait on 11 January 1975, spotting more than 60
ships during her one-day transit. Two days later, VAQ-137
lost an EA-6B Prowler (BuNo 158812) which splashed barely 15
seconds after launch when it “flamed out.” Two of the four
crewmembers were unharmed, but Lieutenant Jack L. Pedersen
perished in the mishap and another crewmember escaped with
back injuries. Captain Smith later eulogized Pedersen as “an
officer who reflected the Navy’s highest levels of
professionalism,” whose “death serves as a continuing
reminder that our calling is a dangerous one, whether it be
conducted in peace or in war.”
Another mishap, the second
involving a Tomcat within a fortnight, occurred the
following day (14 January 1975) when an F-14A (BuNo 159001),
NK 112, Lieutenant Commander David G. Bjerke, pilot, and
Lieutenant Gerald W. Kowlok, RIO, VF-1, flamed out while
conducting a VFR intercept mission. Again, the men heard “a
loud bang,” experiencing aircraft vibration, and observed
flames and smoke, followed by an uncontrollable yaw, forcing
them to eject. Although both men were recovered by helo and
survived unharmed, all F-14s on board were grounded, pending
a comprehensive investigation into the two Tomcat losses.
After “extensive analysis,” investigators attributed both
accidents to catastrophic failure in the compressor sections
of their TF30-P412A engines. The investigation and
modifications reduced flying time for the remainder of the
month.
Enterprise crossed the equator,
the first of four crossings during the cruise, at 84º30’E,
on 15 January 1975. A general standdown accompanied King
Neptune’s arrival, and “3,872 slimy pollywogs” became
shellbacks. Subsequently, Enterprise continued her Captain’s
Cup tournaments, hosting track and field, a rope-climb,
tug-of-war, weight-lifting, arm wrestling, a boxing smoker,
and pinochle and cribbage events. Meanwhile, the wing
conducted flight operations during 24 of the 32 days in the
Indian Ocean, averaging 60 fixed wing sorties daily.
Enterprise continually received
supplies from her escorts “in order to sustain this level of
activity,” and all ships replenished via COD airlift from
Singapore, Bandar Abbas, Iran, U’Tapao, Thailand, Mauritius
and Diego Garcia, British Indian Ocean Territory (BIOT),
collecting “tons of accumulated mail” that arrived at the
latter place. RVAH-12 flew photographic mapping missions
over Diego Garcia, which proved vital during subsequent
construction efforts there. These fields were also
designated as potential divert areas in the event of
emergencies, though Enterprise flight controllers maintained
an “aggressive no-divert spirit.”
While Enterprise was heading for
Mombasa, Kenya, a Tomcat experienced a flame out on 27
January 1975, but the pilot was able to restart an engine
and reach the ship without further incident. On 2 February,
“another emergency situation arose” when an F-14A was forced
to make a barricade landing, resulting in minor damage to
the plane.
A party of dignitaries, including
U.S. Ambassador to Kenya Anthony J. Marshall, Philip
Gitonga, Deputy Permanent Secretary of the Ministry of
Defense, Kenya, Lieutenant Colonel James Kimaro and Colonel
Dedan N. Gichura, the commanders of that nation’s Navy and
Air Force, respectively, arrived on board two days later (4
February 1975), being “treated” to an aerial demonstration.
On the morning of 5 February
1975, Enterprise anchored four miles outside of Mombasa,
while guided missile destroyer Benjamin Stoddert (DDG-22)
and ocean escort Rathburne (DE-1057) moored to buoys.
Initially, the Enterprise liberty party was restricted to
1,500 men per day, a number to be reduced due to high
afternoon winds known to occur in the area. However, liberty
coordinators were “delighted” to learn that the port could
accommodate larger parties, even with British liner Queen
Elizabeth II in port, and the crew received additional time
ashore, some taking advantage of safari tours to Mount
Kilimanjaro and visiting Nairobi, the capital. Two days
later, Rear Admiral William L. Harris, Jr., relieved Rear
Admiral Owen H. Oberg, as Commander, Carrier Group Seven.
On 6 February 1975, however,
Cyclone Gervaise struck Mauritius, causing damage estimated
in millions of dollars as “the worse storm to hit [the area]
since 1956” destroying or seriously damaging thousands of
homes; nine people perished. Prime Minister Sir Seewoosagur
Ramgoolan accepted U.S. offers of aid. Enterprise got
underway on 9 February 1975, under orders to proceed and
render assistance to the beleaguered island nation “taking
advantage of her nuclear propulsion” to cover the 1,600
miles at an average speed “of nearly 30 knots.” She was to
join Long Beach and fast combat support ship Camden (AOE-2),
together with French and Soviet forces, to provide disaster
relief. En route, Enterprise prepared for a variety of
contingencies, organizing work parties of six–ten men each,
some groups with specific skills and some for general
cleanup. In addition, combat stores ship Mars (AFS-1)
received orders to join the operation; since she could not
match the “Big E’s” speed, however, she cross-decked C-3 Det
104 to Enterprise, enabling heavy loads, like large sections
of water pipes, to be transported into remote areas
otherwise inaccessible for heavy gear on the ground.
Arriving off Mauritius on the
afternoon of 11 February 1975, Enterprise dropped anchor at
Port Louis the next day. Her teams sprang into action,
spending more than 10,000 man-hours restoring water, power
and telephone systems, and repairing a hospital’s roof and
air conditioning plant. Enterprise provided medical aid,
food, 60,000 gallons of potable water and 10,000 pounds of
dried milk, and helicopter transportation -- helos proved
instrumental in surveying the damage to Mauritius’ sugar
cane fields, the main source of income for the islanders. An
Explosive Ordnance Disposal (EOD) team from Enterprise
cleared trees from roads and buildings. Men from the ship
removed literally “tons of debris,” but volunteers far
exceeded available openings for work parties, so
approximately 300 men went ashore each day, some of which
visited French carrier Clemenceau, which arrived on the 10th
to render assistance, too. Commander Thomas W. Turner,
Enterprise’s medical officer, supervised the examinations of
islanders, including the sores of children at an orphanage,
for infections.
U.S. Ambassador to Mauritius
Phillip W. Manhand visited Enterprise at the culmination of
the relief efforts, personally thanking the crew, after
which she sailed on 15 February 1975, passing arriving
Soviet cruiser Dmitri Pozharski as she did so. En route to
Singapore, Enterprise neared Diego Garcia and picked up mail
and supplies, but a group of media representatives in
chartered Australian yacht Billie Blue, protesting her
deployment to the Indian Ocean, resulted in a curtailment of
photomapping operations.
Enterprise paused at Singapore
(22–25 February 1975), after which she proceeded on to the
Philippines. She reached Cubi Point, mooring on 4 March.
During the 5th–11th, Enterprise participated in Prime Rate,
a JCS nuclear command and control exercise. Her next at-sea
period (12–20 March) saw her conducting refresher landings
for VRC-50’s C-1s and C-2s, as well as USMC Phantom IIs, and
a mining exercise by Intruders and Corsair IIs. Enterprise
also began the underway offloading of all but 1,000 tons of
ammunition in preparation for her return home, as well as
loading on board 11 “dud” aircraft, beginning on the
afternoon of the 21st, with her return to Cubi Point.
Enterprise received an urgent
message just after midnight on 28 March 1975, however,
postponing her scheduled return home that morning, and the
sudden change of events forced the rapid offloading of her
aircraft, for Enterprise had returned from the Indian Ocean
as South Vietnam, struck by a massive communist offensive,
began to disintegrate, imperiling Americans trapped within
the chaos. Responding to the crisis, carriers Coral Sea,
Enterprise, Hancock, and Midway and the amphibious assault
ship Okinawa (LPH-3) received orders to proceed to
Vietnamese waters for “contingency operations.” Enterprise
was also potentially needed for Operation Talon Vise, the
extraction of Americans and allied Cambodians from that
embattled country. The ship had to double her onboard stores
and ordnance, an exhausting effort for her crew.
Additionally, while at sea between 28 March–9 April, much of
the time was devoted to “standing by,” and to providing
airborne and deck aircraft.
While that alert requirement
resulted in only minimal flight operations, Enterprise
served as a forward logistics staging area for amphibious TF
76. Carrier-capable aircraft ferrying personnel and/or
supplies landed on board Enterprise to refuel and/or turn
the cargo over for other modes of transportation to the
amphibious forces. Midway relieved the “Big E” on the
latter’s 12th day on the line, so that she could return to
Cubi Point for four days, where she remained on 12-hour
standby status. While in port, Enterprise hosted CVW-21 from
Hancock, enabling “Hannah” to serve as a helicopter platform
for the evacuations. As an example of displacement
experienced by Enterprise, three VF-2 Tomcats and crews
remained at Cubi Point when she got underway again.
On the morning of 18 April 1975,
Enterprise entered Manila Bay. Although her alert status had
dropped to four hours, that was not to last, as “no sooner
had she dropped anchor” then Enterprise received a message
ordering her to proceed at 25 knots to a holding area 150 NM
from Vung Tau, South Vietnam. Upon arrival at her new
position, however, the next 14 days proved “uneventful.”
Hanoi criticized the presence of
the U.S. ships, calling the operations a brazen challenge to
the 1973 Paris Peace Accords. With South Vietnamese troops
and refugees pouring down choked roads, barely ahead of
North Vietnamese tanks, the outcome was not in doubt. The
situation required desperate measures to avert the possible
massacre of Americans still within the country, including
Ambassador Graham A. Martin, his family and staff.
The enemy was shelling Saigon as
they closed in upon the city, North Vietnamese Army and Viet
Cong mortar and rocket salvoes closing Tan Son Nhut Air Base
to normal airborne traffic. The situation deteriorated
quickly and on 29 April 1975, Enterprise received orders to
execute Operation Order 2-75, Operation Frequent Wind.
Together with Coral Sea, the two carriers covered evacuation
helos for 18 hours, a “short, but busy” day, the “Big E’
steaming about 90 miles from the South Vietnamese coast,
well outside that country’s territorial waters.
Due to previous delays at senior
levels and the close envelopment of the city by enemy
troops, closing waterways to heavy traffic, only helicopters
were considered appropriate for slipping in past the
constant bombardment. Communist treatment of South
Vietnamese who cooperated with Americans left little doubt
as to their fate if they should they fall into unfriendly
hands, and some were also brought out at the behest of their
U.S. friends. Marines from the 9th Amphibious Brigade were
flown in to Tan Son Nhut and key points, securing a
defensive perimeter.
The first section of Sikorsky
CH-53 Sea Stallions from HMH-462 touched down to the cheers
of people waiting to be evacuated at the “Alamo,” the HQ
building, Defense Attaché Office (DAO)/Air America Complex,
at 1506 on 29 April 1975, kicking off the evacuation. At
0458 the next day, 30 April 1975, Lady Ace 09, Captain
Gerald L. Berry, USMC, pilot, lifted off from the helipad,
carrying Ambassador Martin, subsequently transmitting “Tiger
is out,” the prearranged signal for the ambassador’s
extraction. “Dodging small arms fire and using riot control
agents against people attempting to force their way to the
rooftop,” Major James H. Kean, USMC, OIC, Company C, Marine
Security Guard Battalion, and 10 of his men, boarded Swift
2-2, an HMM-164 CH-46, departing from the embassy rooftop at
0752, the last helo to leave South Vietnam. The Marines
behaved with exemplary discipline, Ambassador Martin
afterward noting that “…the Marines refrained from employing
firearms relying only on non-lethal deterrents to accomplish
their mission.”
A total of 395 Americans and
4,475 Vietnamese and “third-country nationals” were
evacuated from the DAO/Air America Complex, and 978
Americans and 1,120 third-country nationals were brought out
of the embassy. During the last two days of the evacuation,
aircraft from Coral Sea and Enterprise flew 173 sorties
providing air support, F-14s, A-6s and A-7s orbiting Saigon,
and USMC UH-1Es and AH-1Js provided low-level escort and
evacuation runs, supporting the larger helos, Boeing Vertol
CH-46E Sea Knights and CH-53s, together with eight USAF
CH-53Cs and two HH-53s embarked in Midway. Planes from
Enterprise flew 95 sorties: 20 F-14As, 44 A-7Es, four A-6As,
14 KA-6Ds, seven EA-6Bs, and six E-2Bs. No aircraft dropped
ordnance, however, and the ship embarked no evacuees; an
A-7E was lost, however, due to “undetermined causes.”
The ship received the Armed
Forces Expeditionary Medal (third star) for 29–30 April
1975, together with a Meritorious Unit Commendation for
22–30 April.
Upon completion of the
evacuation, the ship came about for a last weekend at Cubi
Point. Before beginning the 7,000 NM transit back to
Alameda, on 5 May 1975, a USMC CH-53 squadron and its
290-man contingent embarked on board. While outchopping from
WestPac, Enterprise received a message from Vice Admiral
Steele, Com7thFlt, saying in part that her operations “…have
been characterized by standard setting prowess…”
One hour into the forenoon watch
on 14 May 1975, Enterprise moored at Pearl Harbor, but
received word of another crisis that could require her
presence in Southeast Asia.
A Khmer Rouge gunboat had seized
the U.S. containership Mayaguez in international waters
during the afternoon watch on 12 May. Soon thereafter,
however, the men of Enterprise learned that American forces
in the Cambodian area had recovered Mayaguez and her crew,
and the carrier was able to continue home, embarking 150
sons of crewmembers in Hawaii as part of Operation Tiger, on
the 15th. Enterprise arrived at Alameda, on 20 May 1975.
During the cruise, Enterprise had
steamed over 60,000 miles, and over 1,100 “major” F-14
avionics components were tested by VAST, almost 1,000 being
returned “ready for installation.” Fifty-seven flight
crewmembers became Centurions, each logging over 100 or more
arresting landings. The ship commenced a “well earned” 30
day standdown, followed by a four month selected restricted
availability (SRA), during which time she accomplished
repairs and structural changes.
On 1 July 1975, the aircraft
carrier designation CVA was replaced with CV for all such
ships still so designated, including Enterprise. This
redesignation was made to improve the accuracy of ship
designations reflecting their roles in modern warfare. By
removing the letter A, describing attack, the new
designation of CV could indicate a multi-role ship capable
of air, surface and ASW roles, depending upon the types of
aircraft embarked and missions assigned. On board Enterprise
this was principally accomplished by the introduction of a
“true” ASW capability, including the acquisition and testing
of an ASW tactical support center (TSC), allowing her to
process sensor information obtained from S-3As. Additional
system installations during this period added the SLQ-17 ECM
deception repeater, and a new NTDS program, enabling TSC/CIC
interfacing.
The AN/SSR-1 satellite receiver
and associated antennae was installed “in anticipation” of
the Fleet Satellite Broadcast System’s inauguration. A joint
Anglo-American agreement made possible the installation of
SCOT-1, a British satellite terminal, for a two-year
evaluation. A U.S. master oscillator was added to SCOT-1,
facilitating “variable, continuous tuning” to allow access
to any super high frequency satellites, via 15 channel
operation. SCOT-1 provided communications in areas hitherto
inaccessible or suffering interference over conventional
systems, such as the Indian Ocean, and her deck edge antenna
layout was modified by adding a 35 foot trussed whip, one
fiberglass whip and two UHF antennae.
The air wing composition changed
mid-way through 1975, with VAQ-134 and RVAH-1 replacing
VAQ-137 and RVAH-12 respectively, while an additional
squadron, VS-29, also reported on board with 10 S-3As,
recording 97 arresting landings between 7 and 9 December
1975.
Admiral Holloway, the ship’s
third commanding officer and the then-current Chief of Naval
Operations, visited the ship with Robert J. Walker, Master
Chief Petty Officer of the Navy (MCPON), on 3 October 1975.
Subsequently, Enterprise conducted an in-port fast cruise
(28–29 October) and sea trials at month’s end, that ensured
accurate evaluation of the SRA, which ended on 7 November.
She utilized the two remaining underway periods in 1975 for
additional familiarization training, during which she
exercised her BPDMS twice. British Rear Admiral John D.
Fieldhouse, Flag Officer, Second Flotilla, RN, visited
Enterprise, 1–3 December, and the ship returned to Alameda
on 15 December, holding a Training Readiness Inspection on
the 16th, before initiating a holiday standdown.
History: 1976-1980
Enterprise began the Bicentennial
Year 1976 with a period of intensive training in preparation
for her forthcoming WestPac deployment. From 1–28 January
1976, she conducted refresher training and conducted
carquals. Embarked during the former were 32 reservists from
CV-220, a reserve command from San Jose, California. The
“workup routine” was interrupted when a civilian electronics
technician suffered a heart attack on board oceanographic
research ship De Steiguer (T-AGOR-12). Ordered to render
assistance, Enterprise sped to the area at 30 knots and
launched two helos to recover the patient and bring him on
board for treatment. The man was subsequently flown to San
Diego for additional care. At the end of that period, as
Enterprise entered San Francisco Bay, her wake allegedly
swamped a small fishing boat on 28 January 1975, eventually
requiring litigation.
Operation Valiant Heritage,
FleetEx 1-76, a projected exercise involving 40 ships from
five nations, proved of such complexity that “several
months” were required to review the numerous operations
orders, conduct pre-exercise conferences, and to train
several ship’s “warfare teams.” Thus, she needed to perform
air refresher training and continue evaluation of the
SLQ-17/WLR-8 EW suite, and the S-3A/TSC combination, while
underway (18–26 February 1976). The day after her return to
port, the ship became the Com3rdFlt “ready duty” carrier and
assumed a commitment to Com7thFlt as part of a “surge
force,” and assignment that necessitated a higher alert
posture for the remainder of her time before deployment.
Toward the end of February 1976,
the crew learned that Enterprise received the Battle
Efficiency “E,” with departmental efficiency awards given to
CIC, Air, Engineering and AIMD. Beginning with an exercise
emergency sortie from San Diego, on 2 March, FleetEx 1-76
tested men and equipment in a grueling series of simulations
off Southern California operating area.
Tragedy marked Enterprise’s next
at-sea period (29 March–9 April 1976) when an A-7E from
VA-125, the Pacific Replacement Group, struck the round
down, sheering off its starboard landing gear strut.
Continuing down the flight deck, the pilot was unable to
prevent the aircraft from careening off the bow and into the
water. Both the pilot and a member of the Air Department
died in the mishap.
Over 3,000 dependents were
embarked for an eight hour dependent’s cruise at the
beginning of the next underway period (28 April–5 May 1976),
the air wing staging an air show.
Going to sea, 10–17 May 1976,
Enterprise accomplished “more specialized training,”
including a team training visit from the Nuclear Weapons
Training Group, and a three-day ASW exercise. On the 15th,
actor Martin Milner visited Enterprise.
A visit by midshipmen for their
summer cruise coincided with both a weapons training
exercise and a carrier readiness inspection, 8–12 June 1976.
On the last day Vice Admiral Robert E. Baldwin, AirPac,
visited the ship. The crew enjoyed a standdown while
anchored off San Diego, highlighted by rope climbing,
tug-of-war, and various track events associated with the
Captain’s Cup, on the 13th.
Enterprise devoted the remainder
of June 1976 to an ORI and ReadiEx 4-76, “a scaled down
version of Valiant Heritage,” and hosted a visit by Vice
Admiral Robert P. Coogan, Com3rdFlt, on the 25th. Following
the completion of those requirements, the ship moored at
North Island on 30 June, enabling the offloading of her
complement of Tomcats, due to a temporary Navy-wide
grounding of the F-14.
Enterprise began her westward
transit of this deployment on 30 July 1976, with Captain
Smith serving in the dual role as Task Group Commander and
the ship’s skipper. The transit differed from previous ones
in that routine “open ocean” flight operations were
conducted during periods when no divert fields were
available. The composition of CVW-14 remained the same, with
VQ-1 Det C arriving on board later, on 31 August, and VS-38
embarking during 1977. She conducted numerous AAW, strike
and ASW exercises en route Hawaiian waters, culminating in
CompTuEx 1-7T, an exercise in the Hawaii area involving air
intercepts, ASW, marine carrier landings and a BPDMS firing.
Attack submarines Scamp (SSN-588)
and Tautog (SSN-639) “contributed greatly” to evaluations of
the SH-3D, S-3A and TSC as “an ASW team.” Japanese
destroyers Akigumo (DD 120) and Aokumo (DD 119), supported
by a Japanese maritime patrol squadron equipped with
Lockheed P-2 Neptunes, joined Enterprise for the latter
exercises.
Enterprise hosted high-ranking
visitors during this period, including Rear Admiral J.W.
Moreau, Commandant, 14th Coast Guard District, and Major
General W.A. Boyson, U.S.A., Tripler Army Hospital, the
Army’s senior medical officer,who visited the ship on 7
August 1976. Admiral Thomas B. Hayward relieved Admiral
Weisner as CinCPac, in a ceremony held on board Enterprise,
on 12 August, in the presence of the CNO and Com7thFlt.
While steaming westward soon
thereafter, Enterprise and Ranger came under surveillance by
“two separate waves” of Bears, five Tu-95s all told being
intercepted by the ship’s Tomcats and Corsair IIs while in
the vicinity of the task group.
ComCarStrFor7thFlt’s InChopEx
commenced with the arrival of Rear Admiral Harris, TF-77, on
31 August 1976. InChopEx challenged the Enterprise task
group with “numerous hostile” submarines, ships and aircraft
belonging to Orange.
Mooring to Leyte Pier, Cubi
Point, on 6 September 1976, Enterprise’s planned three week
“sojourn” was cut short by Typhoon Iris, that forced the
ship to anchor in the center of Subic Bay to prevent damage
(14-16 September). Subsequently, when the weather permitted,
a Filipino delegation, led by General Romeo C. Espino,
Defense Chief of Staff, Major General Fidel V. Ramos, Chief
of Constabulary, Brigadier General F. Afat, Commanding
General, Army, Brigadier General S. Sarmiento, Commanding
General, Air Force, and Commodore E. Ogbinar, Flag Officer
in Command, Navy, toured Enterprise, on 25 September 1976.
Enterprise got underway later
that day (25 September 1976) for her 4,000-mile transit to
southern Australian waters for Kangaroo II. She relaxed
cyclic air operations a week later for “Crossing the Line”
and an afternoon firepower demonstration by New Zealand
frigate Otago (F-111). She conducted refresher training and
dissimilar ACM between CVW-14’s Tomcats and RAAF Mirage IIIs
between 9–11 October.
Kangaroo II began with a “bang”
with the ship commencing 55 hours of continuous air strikes
and defensive operations against the RAAF Williamtown target
complex, on 12 October 1976. The Australians “enlivened” the
600-mile transit northward toward the Rockhampton area with
“continual harassment,” aircrews flying from Enterprise
responding with “equal vigor.”
Emergencies punctuated the
fast-paced training. A marine embarked in Okinawa suffered a
concussion on the evening of 17 October 1976 and required
immediate transfer to an Australian hospital. Coming about
to within helicopter range, Enterprise launched a helo that
retrieved the patient and transported him ashore for urgent
care.
Five days later, on 22 October
1976, an HS-2 suffered engine failure on takeoff and made a
forced landing approximately one mile from the ship. The
crew made “numerous attempts” to get the helo airborne. The
crew was finally forced to deploy flotation gear, securing
the engine. The ship had meanwhile lowered a motor whaleboat
that retrieved the men and helped maneuver the helo
alongside Enterprise, where it was raised by the ship’s
crane.
That afternoon (22 October 1976),
a VA-27 Corsair II pilot spotted 15 Taiwanese fishermen
stranded on a small island, where they had been for four
days in the wake of their boat being holed by a coral reef.
Enterprise launched a helo that rescued them and brought
them out to the ship for medical examination, after which
they were flown on to Australia.
The final phase of Kangaroo II
consisted of operations designed to support the task force
as it reinforced an amphibious landing, concluding with a
conference on board Australian carrier HMAS Melbourne on 25
October 1976. Four days later, hundreds of pleasure boats
met Enterprise at the mouth of the Derwent River, escorting
her to her anchorage at Hobart, Tasmania. In addition to
1,200 visitors in organized tours during the week long stay
(29 October–4 November 1976), “about 40,000 visitors” waited
long hours to clamor on board the 200-seat ferry boats,
despite wind and rain, to see the carrier, referring to her
as “Tasmania’s fifth largest city.” Among the visitors to
the ship were Governor-General of Australia Sir John R.
Kerr, Prime Minister Malcom Frazer, Premier W.A. Nielson of
Tasmania, Lord Mayor Douglas R. Plaister of, Hobart, U.S.
Ambassador to Australia James W. Hargrove, Captain Benjamin
T. Sutherlin, U.S. Naval Attaché, as well as Julie A. Ismay,
Miss Australia 1976 and Miss Tasmania 1975. The
“extraordinary reception given to Enterprise… defies
description,” was the summation of her Command History
Report, the consensus of the crew being that “Hobart was the
best liberty port west of Alameda.” Getting underway past
shores thronged with waving crowds on 5 November, the crew
responded to the outpouring of hospitality by the
Australians by donating $10,000 to local charity, sent to
Lord Mayor Plaister.
En route to Subic Bay, Enterprise
conducted an ASW exercise, during which Rear Admiral Harris,
ComCarStrFor7thFlt, was relieved by Rear Admiral Henry P.
Glindeman, Jr. Arriving in the Philippines on 22 November
1976, the crew highlighted the date by a picnic celebrating
the ship’s 15th birthday. A week later, the crew then
received what they considered a “Christmas present” (albeit
an early one) in the form of the beginning of a visit to
Hong Kong (29 November–3 December). Though giving some
sailors the opportunity to temporarily reunite with their
families, the visit was also marred by the drug-related
deaths of two crewmen.
Enterprise returned to Cubi Point
on 5 December 1976. Attended by Vice Admiral Baldwin, she
held a change of command ceremony on 10 December, during
which Captain Smith was also promoted to rear admiral.
Enterprise conducted MultiPlEx
1-77 and MissilEx 1-77 underway (14–28 December 1976), in
preparation for a larger exercise in the New Year. However,
five days into those evolutions, on the morning of the 19th,
an F-14 from VF-2 was lost at sea three miles ahead of the
ship. Experiencing a “flight control malfunction while
attempting to land,” the Tomcat boltered, the crew unable to
maintain directional flight control. The tip of a wing
clipped the tails of two planes parked on the port bow after
the Tomcat struggled airborne. Both men ejected and were
recovered unharmed by a helo.
VRC-50 and VMA-223 conducted
refresher training from Enterprise during this period; two
days before Christmas, an A-4M from the latter squadron lost
control just prior to launching and ended up in the port
catwalk. The pilot was unharmed and the Skyhawk retrieved
with minor damage.
ReadiEx 1-77, a training
evolution emphasizing AAW and ASW, proved to be the first
commitment for Enterprise in the New Year, 16–21 January
1977. Three days into that period of work, on 19th, a pair
of Soviet Bear Ds flew into the exercise area in the
Philippine Sea, to be intercepted by Phantom IIs from
Midway.
Enterprise then participated in
Merlion III, an exercise with the Singaporeans, on 25
January 1977. Visiting the ship on that date were Deputy
Prime Minister and Minister of Defense Swee, and U.S.
Ambassador to Singapore John H. Holdridge. Three days later,
Enterprise, Long Beach and Truxtun transited the Malacca
Strait (28 January 1977). Entering the Indian Ocean, they
rendezvoused with attack submarine Tautog, the first time
that an all nuclear-powered task force operated in those
waters since Sea Orbit.
Soviet interference materialized
on occasion. Kynda class raketnyy kreyser (rocket cruiser)
No. 822 began trailing the task group on 8 February 1977.
This movement portended more than mere observation, as the
cruiser continuously jockeyed for the most advantageous
position from which to attack Enterprise in the event of
hostilities. Less than a week later, on 14 February 1977,
two Soviet Ilyushin Il-38 Mays, flying from Somalia,
reconnoitered Enterprise and her consorts as they steamed
east of Socotra Island, Gulf of Aden. Over a period of four
hours, the Mays made three separate passes overhead, being
intercepted by Tomcats.
Two days later (17 February
1977), TF 77 initiated Operation Houdini, aimed at evading
the close surveillance of Kynda class No. 822. Before
proceeding into additional operations, Enterprise began
maintaining high speed, with the objective of “putting a
heavy drain on the Kynda’s fuel supply.” That the intent
achieved some manner of success is that the Soviet cruiser
effected a “number of refuelings” with her accompanying
fleet replenishment ship Vladimir Kolyechitskiy. Under the
guise of routine flight operations, Enterprise opened beyond
radar range, Long Beach remaining behind to shadow the
shadower, noting the latter’s failure to relocate the
carrier for three days. The keys to the operation lay in
complete reliance on satellite communications and
maintaining a strict EmCon posture.
Enterprise anchored at Mombasa
(19–22 February 1977), welcoming visiting U.S. Ambassador to
Kenya Anthony D. Marshall upon her arrival. After
splintering a portion of a huge camel there, one of two
caissons carried and positioned alongside Enterprise for
Tautog, it was “unanimously concluded the best way to
support a submarine in an open road anchorage was with
liberty boats while she was anchored.”
Enterprise planned a routine
transit back to the Philippines, but the worsening crisis in
Uganda necessitated a change of plans. Public derogatory
remarks made against the U.S. by President Idi Amin Dada of
Uganda, accompanied by Amin’s directive that all Americans
living in Uganda meet with him personally, caused concern
for the safety of those people. The JCS ordered the task
group to maintain station 300 NM east of Kenya, where the
ships steamed between 25 February and 3 March 1977.
Enterprise was released for normal operations after
President Amin lifted travel restrictions on Americans. The
Ugandan incident “provided a real sense of purpose to
extended cruising of distant oceans.”
During the return passage to the
Philippines, Enterprise and her consorts briefly came under
surveillance by the Soviet Kashin class guided missile
destroyer Odarenny in the vicinity of the Seychelles, on 4
March 1977; nine days later, the carrier reached Cubi Point.
Enterprise, Long Beach and
Truxtun got underway for their return on 17 March 1977,
making a fast, 24-knot, passage home via a modified Great
Circle Route, arriving on schedule at Alameda on 28 March
1977. During the 1976–77 cruise, the ship steamed 64,000
miles and was at sea 164 of 240 days deployed. Logistics in
such isolated areas had been a major concern. It became
necessary to take on board 150 tons of parts “through the
C-141/CH-46 supply chain,” by HC-3 Det 112, Kansas City
(AOR-3), from Singapore on 26 January, Karachi on 9
February, Mombasa on 20 February, and Diego Garcia on 6
March. “Never missing a mission,” the busy helo crews also
performed daytime plane guard as well as logistics support.
However, this overtaxed the limited number of aircraft
available, and both in Australian waters and in the Indian
Ocean, a cargo backlog ensued, prompting Captain Austin to
recommend to AirPac on 31 March: “Organic CH-46 capability
for out-of-area operations should be given careful
consideration.” And, although Enterprise “easily steamed the
far reaches” of the Pacific and Indian Ocean at “sustained
high speed,” it was twice necessary to refuel JP-5 in the
latter from chartered logistics Military Sealift Command
(MSC) tankers American Trader (6 February), and Arabian Sea
(23 February), Enterprise airlifting technical support teams
to the tankers for assistance.
Following a 30-day post
deployment standdown, Enterprise was at sea again for
carrier qualifications in Southern California operating area
(27 April–10 May 1977). During this period, VFs-121 and 124,
Marine Tactical Reconnaissance Squadron (VMFP)-3, VSs-38, 41
and 91, VAQ-129, VAW-110 and “various aircraft from CVW-11”
trained on board the carrier. Some 1,359 arrested landings
brought the ship’s total to 174,092 since commissioning.
SRA 77 proved to be an $8.5
million repair and alteration package including overhauling
one of the two waist catapult systems and resurfacing the
flight deck (11 May–31 July 1977). Visitors during this
period included Vice Admiral Wagner, Commandant, Coast Guard
12th District, on 13 June, and Vice Admiral J.D. Watkins,
Chief of Naval Personnel, on 8 July.
Back at sea “in her natural
environment” for sea trials, Enterprise conducted flight
deck certification and drilled her repair parties, between 1
and 5 August 1977. After a brief in-port period at Alameda
(6–14 August), the carrier was underway again for the
southern California operating area for additional refresher
training and work ups, from the 15th–19th. Soon after she
moored back at Alameda, the ship began receiving over 4,000
visitors for a dependents day cruise, including a flight
operations demonstration.
Enterprise completed a variety of
training exercises and battle problems, including refresher
training (29 August–20 September 1977), punctuating that
work with an in-port period moored at North Island over
Labor Day Weekend (2–5 September). Subsequently, Admiral
Rickover inspected the ship (29–30 September).
Underway from Alameda on 3
October, Enterprise conducted additional carrier
qualifications, refresher training and automatic carrier
landing system certification through the 10th. Among the
squadrons utilizing the ship were VFs-121, 124, 301 and 302,
VFP-63, VAs-303, 304 and 305, VSs-37 and 41 and VAQ-129. The
ship returned to Alameda on 14 October. She returned to the
southern California operating area for additional air
refresher training, 25 October–10 November, but this time
with part of CVW-14. The ship also conducted a MissilEx with
her BPDMS with the Pacific Missile Test Center, 31 October.
Enterprise’s final underway
period of the year (2–15 December 1977) focused on workups
in the southern California operating area with the full wing
embarked, conducting cyclic air operations, principally ASW.
The wing completed its “fly off” on the 15th, and the
carrier steamed north, mooring at Alameda on 16 December,
remaining there for the holidays.
Enterprise began the New Year
1978 in her homeport, preparing for her next phase of work
ups. From 10–19 January and 23 January–2 February, with a
brief visit to North Island in between, she conducted “at
sea operations,” culminating in ReadiEx 2-78, designed to
further prepare her in “sea control and power projection
missions.”
On the morning of 18 January
1978, tug Cree (ATF-84) released ex-YO-129 as a target for
“live” bombing practice by naval aircraft, while steaming
off the coast of southern California. Cree then proceeded
north to clear the target area, taking her assigned station,
but mistakenly became a target when a “Navy jet aircraft”
made an attack run on her at 1206, unleashing three 500 lb
bombs on the ship and her crew. One bomb struck the mast and
exploded in the air close aboard to starboard, showering the
tug with fragments. The second bomb fell along the port
side, sliced beneath the ship and exploded underwater off
the starboard side, “engulfing” Cree in a wall of water. The
third slammed into the ship on the port bow, passing through
seven bulkheads in the forward part of the ship, before
becoming wedged into the passageway between the chief petty
officer’s quarters and sick bay, though failing to detonate.
The damage to the ship was severe, including holing of the
mast, destruction of two life rafts, severing of the
emergency power cable and fragment damage above the 01
Level. Below decks, the ship’s gyro was destroyed by the
bomb forward, which also damaged the diving locker and
bulkheads. The underwater explosion, however, caused the
most serious damage, blasting several holes in bulkheads and
spliting seams. Motor room B-2 became “a tangled mass of
warped frames,” with equipment “wrenched from mountings and
broken lines.” Flooding in excess of 2,000 gallons per
minute was reported.
Going to General Quarters, the
crew responded immediately, but during their gallant efforts
to save the ship, discovered the live bomb where it wedged
forward, just 20 feet from where the repair party was
stationed. Moving aft away from the 500 pounder, the repair
party was temporarily relieved by an EOD team from
Enterprise rushed to Cree. Within 45 minutes the team was on
board and able to defuse the bomb. Seven men of the repair
party braved “rising water, leaking fuel and oil from broken
lines,”as well as the absence of light, entering Motor Room
B-2 to battle the flooding for two hours before getting it
under control.
Additional ships rendering
assistance included Long Beach, guided missile destroyer
John Paul Jones (DDG-32) and tug Moctobi (ATF-105),
providing portable pumps, gasoline and “other supplies.”
Taken under tow that evening by John Paul Jones, which
transferred her to Moctobi early the next afternoon, Cree
returned to San Diego on the 19th, her exhausted crew having
battled for 27 hours to keep their ship afloat.
On 18 February 1978, Enterprise
became the adopted ship of the City of Oakland, California.
Ten days later, standing out from Alameda, Enterprise sailed
for the southern California operating area to perform an ASW
exercise with attack submarine Blueback (SS-581), on 1
March, and conduct carrier qualifications and an oerational
radiness examination (ORE), returning to her home port on
the 11th. Vice Admiral Coogan, AirPac, embarked on 18–19
January, and again on 3 March.
Two weeks of intensive AAW and
ASW team training as part of RimPac 78, a joint exercise
with Australian, New Zealand and Canadian naval forces,
preceded the ship’s WestPac deployment that began with
Enterprise sailing on 8 April 1978.
During the transit phase, 172 S-3
and SH-3 sorties were flown in direct support of Blue Force
operations, as there was a large Orange submarine threat
consisting of both nuclear and diesel submarines. In
addition, upon arrival in the Hawaii operating areas, RVAH-1
flew 15 photo mapping flights. Enterprise received a visit
by Rear Admiral N.E. McDonald, Commander, RAN Supply, on 17
April, and moored at Pearl, 23–25 April.
The task group chopped to
Com7thFlt on 2 May 1978, ComCarGru-1 shifting his flag from
Enterprise to Kitty Hawk the same day. Two days later, while
east of Guam, the ship was shadowed by no less than five
Bears. Enterprise participated in exercises Fortress Warrior
I and Fortress Warrior II while approaching the Philippines,
9–11 May, followed by transiting the San Bernadino Strait on
the 12th; she ultimately moored at, Cubi Point on 17 May.
Enterprise then participated in
Exercise Cope Thunder (22 May–1 June 1978), pausing in the
midst of it to conduct a mission of mercy: the rescue of 13
Vietnamese refugees, known as “boat people,” from their
sinking sampan about 90 miles west of Luzon, Philippines, on
27 May 1978. Enterprise fed and clothed the destitute
people, then transferred them to destroyer Hull (DD-945),
which transported them to Subic Bay.
Enterprise then visited Hong Kong
(12–17 June 1978), and after a period of local operations,
sailed for the Indian Ocean on 5 July. Rear Adm. Tissot,
ComCarStrFor7thFlt, embarked on board Enterprise, as senior
officer afloat. Conducting Fortress Warrior IV, on the 9th,
the next day the ship encountered Soviet AGs Antares and
Agor Nevelskoy and Ropucha-class tank landing ship (No.383).
Transiting the Strait of Malacca on 12 July, she entered the
Indian Ocean the next day. Following a VertRep from Masroor
Airfield, Karachi, Pakistan, on 22 July, Enterprise and her
task group encountered a Soviet Kashin-class destroyer
(DDG-100) and a Don-class submarine tender (AS-941).
Enterprise gave her pollywogs a
chance to become shellbacks by crossing the equator, on 27
July 1978. Two days later, she conducted a helo logistics
lift from Diego Garcia, and while in the area, RVAH-1 flew
five photographic reconnaissance missions for “mapping and
orientation of Diego Garcia and all other island groups
within the Chagos Archipelago.”
Returning to Cubi Point on 26
August 1978, Enterprise stood out toward Okinawa and ReadiEx
1-79, on 16 September. A “scaled down” exercise (24
September–1 October 1978), it developed into a series of
exercises off Okinawa followed by an opposed sortie from
Buckner Bay by an amphibious ready group, the latter joining
the Enterprise and Midway task forces as they steamed
through the Ryukyus toward Korean waters, concluding just
north of Tsushima Strait. As could be expected, the Societs
showed great interest in the proceedings, Enterprise
encountering a pair of AGIs, Ilmen and Izmeritel, on the
24th and 26th, respectively. In addition, Bear Ds came out
the day after FinEx, making several runs toward the ships,
but did not approach closer than 30 miles, being intercepted
and escorted by F-14s. Soviet forces played a game of cat
and mouse with the ship and her screen, yet at no time
during the cruise “was their conduct considered to be either
improper or hazardous.”
Mooring at Cubi Point on 5
October 1978, TF 77 and ComCarGru-5 disembarked. Enterprise
stood out for the South China Sea four days later for storm
evasion, returning on the 12th, for a brief stop for
loading, before getting underway for her return to the U.S.
Enterprise chopped to Com3rdFlt
and rendezvoused with Constellation on 18 October 1977. From
22–24 October, the ship moored at Pearl, embarking 150
crewmembers’ sons for a Tiger Cruise. Following a four-day
ammunition backload with fast combat support ship Camden,
the ship arrived at Alameda on 30 October.
Following her standdown,
Enterprise got underway for carrier qualifications in the
southern California operating area (28 November–15 December
1978), with a brief stop at North Island over the 2nd–4th.
CVW-11 flew on board on 6 December, conducting refresher
operations, the ship also completing her mine readiness
certification on the 13th.
Enterprise returned to Alameda
for the holidays (16 December 1978–9 January 1979).
Enterprise sailed from Alameda,
with 2,200 officers and men and 500 temporarily embarked
dependents, on 9 January 1979 and arrived at Bremerton on
the 11th. Immediately upon arrival, she entered Dry Dock No.
6, where she remained until 30 September, then moving to
Pier 3, remaining there through the end of the year. This
was considered the “most extensive and highly complex
overhaul” of the ship’s history to date. To enable
Enterprise crewmembers relatively safe and clean berthing
during overhaul, the auxiliary (former MSC transport)
General Hugh J. Gaffey (IX-507) (ex-T-AP-121) was made
available to them as an “off-ship berthing facility.” During
overhaul, Enterprise was required to assign a “10-man
dedicated maintenance crew” to the ship, which also stood
watches and performed similar duties while so assigned
The deck department undertook the
maintenance, preservation and improvement of over 330
spaces, primarily the hull, forecastle, quarterdeck,
sponsons, heads, passageways and ceremonial spaces, many
heavily used by the crew. During the overhaul, the aircraft
intermediate maintenance department (AIMD) focused the
rehabilitation of departmental spaces, expanding/improving a
validated/effective individual material readiness list, the
overhaul/operational readiness of “assigned activity
assets,” and improving the operational availability and
material condition of the ship’s C-1A (BuNo 146057), the
latter maintained by a det of six men at Kitsap County
Airport, Bremerton.
Additional avionics packages
installed enabled support of the forward looking infrared
radar (FLIR) systems, at this point principally on A-6Es and
A-7Es. Ground support equipment overhaul and calibration and
testing of precision measuring equipment, and the checking
of production efforts, were the responsibility of the ground
support equipment rework det, established on 9 January 1979,
at NAS Alameda.
New instrumentation was emplaced
on the jet engine test cell control booth, relocated from
the port side of the fantail to the ship’s centerline,
facilitating the installation of three MK 15 Mod 1 Phalanx
Close-In Weapon Systems (CIWS). Developed in response to the
ongoing threat poised by sea-skimmer and anti-ship cruise
missiles, CIWS was a last-ditch “fast-reaction” defense
system against those missiles, combining on a single mount
fire control radars and a six barrel M61A1 Vulcan (Gatling)
gun firing tungsten alloy projectiles at a rate of up to
4,500 rounds per minute. Additional defensive improvements
included installation/modifications of three eight-celled MK
29 launchers for Raytheon AIM-7F Sea Sparrow
surface-air-missiles, and three single MK 68 20 mm guns.
The engineering department
oversaw the removal, refurbishment and modification of the
high pressure propulsion turbines, the emergency diesel
generators, the electric driven firepumps, and the main feed
pumps, together with the installation of the reboiler
system, the latter to separate the main propulsion steam
system from the ship’s service steam system, be utilized to
supply “hotel and selected reduced pressure steam services”
normally supplied by the main steam system.
Air Conditioning and
Refrigeration were overhauled, with a new 300-ton air
conditioning plant installed, together with additional sea
water and chilled water pumps. The former was necessary not
only for crew habitability, but also for the electrical
equipment, to maintain radar and similar high voltage
systems at temperatures preventing damage from overheating.
In addition to engineering and crew needs, the pumps were
also required for potential damage control. The ships’ four
degaussing motor generator sets were removed and overhauled.
Degaussing “demagnetized” Enterprise, protecting her from
magnetic mines and similar threats.
The “beehive” ECM structure atop
Enterprise’s island, long a unique and prominent recognition
feature of the ship, was replaced by a heavy pole mast,
mounting improved radar, TACAN and communications equipment.
The AN/SPS-12, 32 and 33 air search radars were replaced by
the AN-SPS-48, 49 and 65, improving “reliability in the
functional areas of three dimensional radar and long and
short range air target acquisition.” The AN/SPS-48 also
provided an automatic weapons system interface between NTDS
and NATO Sea Sparrow. The AN/SPS-10 surface search radar was
modified to work with the AN/SPS-65 to provide a low level
air target acquisition capability in conjunction with CIWS.
The AN/WLR-1 EW system was removed, and the AN/WLR-8 (V) 4
also was overhauled.
The Carrier Air Traffic Control
Center/Direct Altitude and Identification Readout system was
installed, enhancing air traffic control capabilities
through the departure, marshal, and approach phases. The
Fleet Satellite Secure Voice Communication System replaced
the STEAM VALVE system. The Carrier Intelligence Center
(CVIC) received a number of equipment exchanges and
additions, enhancing its capabilities by increasing data
capacity, reducing data processing time and improving data
retrieval time. Among these innovations were computer and
graphic devices for improved mensuration and interpretation
of reconnaissance imagery. The RA-5C support system from the
Airborne System Support Center (ASSC) was removed, and
Tactical Air Reconnaissance System (TARPS) POD maintenance
support equipment installed.
Also during the overhaul
substantial work was accomplished on the optical landing
system, arresting gear and MK C 13 catapults, including
installation of new rotary launch valves and capacity
selector valves on the latter. All UnRep stations were
refurbished and repaired, and the motor whaleboat was
replaced. In October 1980, JP-5 fuel was taken on board for
the first time in almost two years, a sure indicator that
the ship’s overhaul was nearing completion.
In October 1979, Paramount
Pictures, Inc., filmed parts of the movie “The Winds of
War,” on board battleship Missouri (BB-63) moored at Puget
Sound. More than 400 men from Enterprise took part in the
production as “extras.”
Enterprise received many VIPs
during her long sojourn at Bremerton, culminating in visits
by Vice Admiral De Poix on 6 September 1980, Secretary of
the Navy Edward Hidalgo on 25 September 1980, Admiral Thomas
B. Hayward, CNO, on 24 October 1980, Vice Admiral R.F.
Schoultz, AirPac, on 3 September and 6 November 1980, 26–27
January, 22–23 April, 15 July and 1 December 1981, and
Admiral J.D. Watkins, CinCPac, on 3 September 1981.
History: 1981-1985
In May 1981, Enterprise saw
helicopter operations for the first time in over two years,
and the following month her arresting gear again became
operational. JP-5 was pumped to the flight deck for the
first time on almost three years, in October 1981.
This was also the first time in
her history that the ship’s prototype nuclear reactor
propulsion plant received a complete overhaul, the magnitude
of the project later noted succinctly by her skipper:
“Continued intricate testing of the ship’s reactor equipment
extended the overhaul into 1982.” The total cost of her
overhaul was approximately $276 million.
Beginning in January 1982, CVW-11
transitioned from carrier America to Enterprise.
Incorporated into the wing were five new squadrons: VAs-22
and 94 (A-7Es), VS-37 (S-3As), VAW-117 (E-2Cs), and HS-6
(SH-3Hs). Already assigned were: VF-114 and VF-213 (F-14As),
VA-95 (A-6Es), and VAQ-133 (EA-6Bs). Vice Admiral Schoultz
was on board as well, 18–19 January, followed on the 21st by
Under Secretary of the Navy James F. Goodrich.
To the sounds of country and
western singer Willie Nelson’s “On the Road Again” piped
through the ship’s 1MC communication system, Enterprise got
underway from Puget Sound Naval Shipyard, at 0959:58 on 2
February 1982. “I know I promised you a week ago to be
underway from Pier 2 at 1000 on 2 February,” the skipper
afterward joked with the crew, “Well, we didn’t meet that
schedule. We were two seconds early.”
Enterprise stood out for a week
of sea trials. Preceded by a fast cruise (25 January–1
February 1982) she completed her sea trials satisfactorily,
returning to Bremerton on the 8th. Embarking “dependents,
pets and automobiles” (422, 76 and 944, respectively),
Enterprise conducted Operation Southwest Passage, the return
to Alameda, 11–13 February 1982. Glibly dubbed Noah’s Ark by
her crew, the carrier sported a “pet motel” on the fantail
to accommodate the animals. On hand to greet the crew when
they returned to their homeport for the first time in almost
three years were Mayors Dianne Feinstein, Lionel Wilson and
C.J. Corica, of San Francisco, Oakland and Alameda,
respectively.
From 21 February–3 March 1982,
Enterprise completed workups in the southern California
operating area, accomplishing her first post-overhaul
aircraft landing on 22 February, and her first catapult
launch on the 27th. Rear Admiral Joseph J. Barth, Jr.,
ComCarGru-3, embarked on board Enterprise on 12 March (being
relieved by Rear Admiral Edwin R. Kohn, Jr., on 30 October).
During the seven-month period
between her return to California and her WestPac deployment,
Enterprise spent 87 days at sea, primarily in the southern
California operating area. She conducted refresher training
(15–19 March 1982), numerous carrier qualifications (during
which, in April an A-7 Corsair II made the ship’s seventh
successful barricade arrestment), exercised herTARPS
capabilities for the first time, conducted an ORE (29 July–1
August), and participated in two large-scale training
evolutions, FleetEx 1-82 (6–28 July), and ReadiEx/MSR 82-4.
Sadly, during the former, the ship lost radar and radio
contact with NH-300, an A-7E from VA-22, on 15 July. A major
SAR effort utilizing aircraft from Enterprise and ships in
company found no trace of the pilot or of his Corsair II.
Visitors during this period included Vice Admiral W.
Lawrence, Com3rdFlt, on 17 July, Vice Admiral Schoultz,
26–27 July, Attorney General William French Smith, on 11
August, and Rear Admiral C.A. Easterling, AirPac, on 26
August.
Enterprise sailed from Alameda
for her 10th deployment on 1 September 1982. While en route
to Hawaiian waters, she conducted SHAREM 48, a joint Ship
ASW Readiness Evaluation Measuring exercise, and AIREM
X-ray, an Air Readiness Evaluation Measuring exercise, 7–12
September. Admiral S.R. Foley, CinCPac, was also on board,
on the 8th–9th.
Following a visit to Pearl (13–16
September 1982), Enterprise stood out on the morning of the
17th for “several days of flight operations.” Her aircraft
utilized the opportunity to deliver a wide variety of
ordnance, both live and inert, including AGM-84A Harpoons.
While still in the vicinity of Hawaii, her aircrews sighted
a sailboat in distress and coordinated a successful SAR on
the 19th.
Transiting to the North Pacific
(NorPac), Enterprise conducted “freedom of the seas”
operations with the Midway Carrier Battle Group (CVBG). The
two groups steamed in an area roughly centered upon 51ºN,
171ºE, approximately 300 miles southeast of the extensive
Russian facilities at Petropavlosk, the Soviet Banner
Pacific Fleet’s major submarine base.
From the time she neared her
NorPac operations area on 23 September 1982, until she
departed the Sea of Japan, Enterprise proved “the subject of
extensive Soviet air, surface, and subsurface surveillance.”
Of particular note was the “unprecedented” use of Backfire
bombers, on 30 September and 2 October, to “reconnoiter”
both CVBGs. The tension between the two superpowers provided
both with opportunities to test the other’s resolve and
naval competency, and planes from both carriers conducted
simulated dual wing coordinated strikes that were
frighteningly real in the circumstances.
On 23 September 1982, Sideflare
74, a CH-46 from HC-11’s Sacramento det, ditched at sea due
to fuel starvation, Enterprise assuming on scene SAR
command. “Prompt action” by the latter’s air traffic control
center vectored HS-6 to the scene, recovering all
crewmembers from the frigid northern Pacific. Additionally,
a pair of Tomcats from VF-213 were diverted to Adak, Alaska,
due to reduced ceiling visibility in the carrier operating
area. The F-14s returned to Enterprise the following day,
believed to be the first time that F-14s landed or took off
from Adak.
On 30 September 1982, the
Enterprise CVBG inchopped to the 7th Fleet, proceeding with
the Midway CVBG southward, to the east of the Kuril Islands,
and entering the Sea of Japan via the Tsugaru Strait,
between Hokkaido and Honshu, Japan, on 3 October. Vice
Admiral M.S. Holcomb, Com7thFlet, visited the ship, on the
5th.
CRAE 83-1 was a four cycle dual
carrier exercise between Enterprise and Midway, with all
sorties practiced by their aircraft being conducted as Mini
Alpha strikes. Four days later the “Big E” departed the Sea
of Japan via the Tsushima Strait. An international group of
consul generals, led by British General Sir John Archer,
Commander in Chief, U.K. Land Forces, visited the ship on 12
October 1982.
Enterprise moored at Cubi Point
(14–18 October 1982); later, while in Philippine waters, she
conducted MissilEx 83-2, providing CVW-14 “valuable air to
air weapons work,” off Poro Point. Ultimately standing out
for the South China Sea en route to Singapore, she
encountered and rescued a boatload of six Vietnamese
refugees, later disembarking them in Singapore.
Upon arrival at that port on the
25th, a party led by Harold E.T. Thanyer, U.S. Ambassador,
Singapore, Yeap A.B.C. Rose, Deputy High Commissioner,
Malaysia, and the Filipino and Indonesian ambassadors to
Singapore, visited the ship.
Following her visit to Singapore,
25–29 October, she transited the Strait of Malacca, entering
the IO the day before Halloween. The carrier steamed toward
the north Arabian Sea, where she operated until 19 November.
This was especially important
owing to the recent outbreak of war between Iraq and Iran.
Following the radical islamic revolution in Iran in 1979,
Saddam Hussein took advantage of the ensuing chaos and
ordered the Iraqi Army to invade Khuzestan province in
southwestern Iran on 22 September 1980. The invasion was
both an attempt to inspire a populist revolt against the
fundamentalist Shia regime in Teheran and to gain control of
the vast petroleum reserves of the region.
Although Hussein anticipated a
quick victory that would allow him to install a friendly
government in Tehran, the invasion provoked a determined,
nationalist resistance by the Iranians that stopped the
Iraqi offensive dead in its tracks. Despite enjoying a
significant military advantage -- the Iraqi Army was well
supplied with Warsaw Pact tanks, artillery and other weapons
-- the campaign bogged down into a stalemate, with both
sides suffering heavy losses in a war of attrition among the
fortifications and trenches along the border. Both sides
soon escalated the conflict through air, artillery and
missile strikes against enemy cities, later extending these
attacks against oil tankers and other ships carrying enemy
commodities in the Northern Arabian Gulf.
By the early 1980s, neutral ships
in the region could anticipate missile or gunboat attacks
from either side, and Enterprise was needed to monitor
activity, and to respond to ships damaged or in peril from
attack.
On 9 November, Enterprise was
visited by Rear Admiral C.E. Gurney, III, Commander, Middle
East Force. On the 20th, she came about for a visit to
Mombasa, 24–28 November, initiating 3,994 pollywogs by
crossing the equator at 044º33’E, on 20 November. Also in
Mombasa was Samuel Gompers (AD-37), enabling some upkeep to
be completed on board the carrier.
After clearing Mombasa,
Enterprise operated for the remainder of the year in the
north Arabian Sea with Battle Group (BG) Foxtrot, also
comprising Bainbridge, Waddell (DDG-24), Hull (DD-945),
O’Callahan (FF-1051), Hepburn (FF-1055), Shasta (AE-33),
Sacramento (AOE-1), White Plains (AFS-4) and Ponchatula
(T-AO-148). In addition, destroyer Harry W. Hill (DD-986)
was detached to shadow Soviet carrier Minsk, which was
transiting the Indian Ocean for her first deployment to the
Far East, a matter of considerable interest to U.S.
planners. As such, Enterprise assigned two intelligence
specialists to the destroyer to help the latter’s crew in
tracking the Russians. Harry W. Hill rejoined on 19–20
January 1983. Frigate Reasoner (FF-1063), similarly detached
for ASW duty, rejoined on 10 January. French destroyer
Kersaint (D-622) also operated with the group until 10
January.
While with BG Foxtrot, Enterprise
took part in exercises Jade Tiger 82 (2–8 December 1983),
and Beacon Flash, a two-day event, the former involving CAS,
CAP surface surveillance, anti-boat patrol and ASW missions
flown in support of amphibious landings, and the latter
allowing “aircrews to hone their low level and navigations
skills.” During these exercises, Lieutenant General Robert
Kingston, U.S.A., Commander, Rapid Deployment Joint Task
Forced (RDJTF), Rear Admiral Stanley Arthur, Commander, RD
Naval Force and Arthur Lowrie, RDJTF Political Advisor,
consulted with officers on Enterprise, 2–3 December. U.S.
Ambassador to Bahrain Peter A. Southland visited the ship on
19 December, and Rear Admiral Stevenson, Deputy Chief of
Chaplains, on the 21st..
On New Year’s Eve, Enterprise was
southbound en route to Diego Garcia for participation in
Weapons Week 83. During 1982, the ship completed 11,372
arrested landings and made 33 UnReps.
BG Foxtrot conducted two
exercises in the first week of January 1983. Weapons Week,
3–9 January 1983, provided CVW-11 with training in
air-to-air and air-to-ground weapons delivery. Rainbow Reef
was a convoy transit exercise with merchant ships from the
RDJTF det at Diego Garcia, before beginning her easterly
transit toward western Australia. Beacon South, a joint
exercise with the Australians (18–19 January) provided
Enterprise aircrews with low level and weapons delivery
training. After the exercise, Enterprise, Harry W. Hill and
Sacramento entered Fremantle for a brief visit on the 20th,
other ships of the group visiting Geraldton and Bunbury.
Among the distinguished visitors to Enterprise from Western
Australia were Premier Ray O’Connor, Mr. Sinclair, Minister
of Defense, Air Chief Marshall McNamara, Chief of Defense
Force Staff, and Vice Admiral Leach, Chief of Naval Staff.
Standing out from their
respective ports and reforming on 26 January 1983, the ships
steamed northerly courses toward Indonesian waters.
Encountering some difficulty regarding Indonesian
intransigence to allow the ships through Sunda Strait, the
force pressed “right of free passage,” transiting northbound
on 1 February. Crossing the Java Sea they entered the South
China Sea, arriving at Subic Bay on the 7th. En route to the
Philippines, Enterprise’s marine detachment prepared and
instituted a plan to repel pirates known to be operating in
the area.
During February 1983, U.S.
Ambassador to New Zealand H. Monroe Brown visited the ship,
as did Ambassador to South Korea and Mrs. Richard L. Walker.
Enterprise sailed from Cubi Point on 27 February,
rendezvousing with other “elements” of the battle group
returning from a visit to Hong Kong. Russian “reaction” was
not long in coming, and a pair of Bear Ds reconnoitered
Enterprise as she operated just off Subic Bay, on 2 March.
Soviet surveillance continued as Enterprise and her consorts
steamed north through the Tsushima Strait and into the Sea
of Japan to participate in Valiant Flex/Team Spirit 83, a 16
day joint amphibious exercise with ROK forces, during which
Enterprise supported the landings and provided interdiction
support. “Numerous” civil aircraft penetrated her carrier
control zone during the evolution, seven unauthorized
flights being so dangerous as to be reported to Commander,
Naval Force Japan. Upon completing the exercise, Enterprise
visited Sasebo, 21–26 March, but unlike her first visit
(1968), no major incidents occurred other than “a few”
peaceful demonstrations by Japanese opposed to her brief
stay.
After standing out of Sasebo,
Enterprise operated independently before rendezvousing with
Midway on 30 March 1983. The two ships then steamed
northerly courses across the Sea of Japan and through the
Tsugaru Strait into the northern Pacific. There she
participated in FleetEx 83-1, rendezvousing with Coral Sea,
on 9 April. All three carriers then completed a
“counterclockwise sweep” of the northwestern Pacific. A
“rare opportunity” was provided for both naval and Air Force
crews via aerial refueling with the latter’s KC-10 tankers,
which refueled KA-6s, in turn refueling naval aircraft. The
large Extender fuel loads “provided tactical flexibility”
and thus permitted naval air intercepts “at realistic speeds
and extended cycle times.” Soviet aerial reconnaissance was
“heavy,” but unusually, Russian surface surveillance was
“nearly non-existent.”
At midday on 18 April 1983,
Enterprise detached for home. Admiral Foley noted that
FleetEx 83-1 “…fully integrated three carrier battle force
operations; theater wide operations in support of the battle
force; integration of the full range of air force maritime
capabilities into battle force and theater naval operations,
and incorporation of both Canadian and Coast Guard units
into the battle force.”
On board for Enterprise’s return
to Alameda was actor George Takei, who had portrayed
Lieutenant Commander Sulu, the “helmsman” of the “starship
Enterprise” in the television and film series Star Trek.
During the final leg of the inbound channel, however,
approximately a half-mile from the pier, Enterprise ran
aground and was delayed for almost five hours until the
incoming tide and tugs could free her, mooring at Alameda on
28 April 1983. During the cruise CVW-11 had flown
approximately 29,000 hours and recorded over 11,000 traps.
Following her post-deployment
standdown, Enterprise then underwent an “extensive” SRA, 15
May–20 September 1983, durig which, in July, her C-1A
Greyhound was transferred to VRC-30, which was to provide
future COD support. At the completion of the availability,
Enterprise conducted sea trials (20–26 September). During
that period the flight deck was recertified, on 21
September, as was the automatic carrier landing system
(ACLS). From the 22nd–24th, Enterprise also evaluated for
CNO the catapult launch of F-14s towing gunnery banners, and
carried out full rudder tests with a maximum heel at 30
knots/30º rudder of 12º. Also in September, her operations
and medical departments received Battle Efficiency “Es.”
Enterprise returned to sea for
CVW-11’s carrier qualifications, with VS-21 replacing VS-37,
7–13 October 1983, logging 1,429 arrested landings, 863
day/566 night, qualifying 113 pilots. She returned to San
Francisco in time to participate in Fleet Week, joining the
procession of ships beneath the Golden Gate Bridge and into
the bay, including Kitty Hawk, Merrill (DD-976), Chandler
(DDG-996), O’Brien (DD-975), Mars, Wabash (AOR-5), Mauna Kea
(AE-22), Berkeley (DDG-15), Duncan (FFG-10) and Lewis B.
Puller (FFG-23).
From 31 October–22 November 1983,
the “Big E” completed refresher training in the southern
California operating area. During a “dark night,” the ship
received a distress call, around 2300. Alert 30, the HS-6
helo on plane guard, was aloft and racing to the scene in
barely 15 minutes, followed closely by a second and then a
third, all three staying airborne until the SAR was called
off.
After refresher training,
Enterprise enjoyed a brief break to celebrate Thanksgiving;
subsequently, an Underway Material Inspection, 12–14
December 1983, proved to be the last significant at sea
event for the ship before the New Year.
From 10 January–15 February 1984,
Enterprise operated in the southern California operating
area, devoting the first six days to carrier qualifications,
with 109 of 114 wing pilots qualifying during a total of
1,502 traps, 964 day and 538 night. Then, following a brief
visit to San Diego (17-18 January), she provided an “open
deck” for Strike Fighter Squadron (VFA)-125, VF-124,
VAQ-129, VAW-110, VMPF-3, VS-41 and VRC-30 through the 25th,
adding an additional 559 arrested landings, 314 day and 245
night. Another stay in San Diego (25-31 January) was
followed by ReadiEx 84-2, 31 January–15 February, that
included an opposed sortie from San Diego and a multithreat
scenario composed of long and short range AAW, anti-surface
warfare (ASUW), a mine warfare exercise and ASW “at an
intense level.” Enterprise conducted five UnReps, including
one alongside of Sacramento where she suffered a gyro
casualty, but carrying out an “emergency breakaway” from a
four station detail, a dangerous maneuver accomplished
without further mishap.
Enterprise and CVW-11 also
conceived and implemented “a more flexible and combat
relevant mode of conducting air operations than traditional
cyclic operations.” Based upon initiatives providing “more
efficient management of flight deck time and space, major
reposts were eliminated,” the landing area and waist
catapults being kept clear for flight operations “on a
continual and flexible timing basis throughout the operating
day.” Designated Battle Flex Deck (BFD), its implementation
commenced on 10 January.
Enterprise returned to the
southern California operating area for additional training
(23 February–2 March 1984), recording a total of 1,568
arrested landings, 1,127 day and 441 night. In addition to
the wing’s VS-21 qualifying 18 of its pilots, CVW-14,
CVWR-30, VA-122, VFA-125, VF-124, VMA-21, VAQ-33, VAW-110,
VS-41 and VRC-30 also took advantage of the carquals. On the
3rd, 3,900 dependents embarked for a one-day cruise.
Standing out of Alameda on 14
March 1984, Enterprise participated in ReadiEx 84-3, the
final phase consisting of “an opposed, multithreat Orange
Force scenario,” including a Harpoon missile exercise, on
the 30th. ReadiEx 84-3 was followed by ORE, 2–5 April.
Another multithreat scenario, it added “power projection
strikes ashore.” Refresher air operations were then
completed in the southern California operating area, 19–30
April.
Enterprise sailed on her 11th
deployment on 30 May 1984. Accompanying her was BG Foxtrot,
comprising guided missile cruisers Arkansas (CGN-41) and
Jouett (CG-29), destroyers Kinkaid (DD-965) and Leftwich
(DD-984), frigates Mahlon S. Tisdale (FFG-27), Brewton
(FF-1086) and Robert E. Peary (FF-1073), Sacramento and
ammunition ship Flint (AE-32). One day into her deployment,
Enterprise was visited by Vice Admiral Crawford A.
Easterling, AirPac. En route to Hawaii, the group
participated in RimPac 84, through Enterprise’s arrival at
Pearl Harbor, on 15 June. A “multinational, two carrier,
extended exercise,” RimPac 84 involved U.S. and Japanese
P-3s, USAF B-52s, and about 90 American and Australian ships
and submarines, the latter numbering both diesel and
nuclear-powered boats.
The initial rendezvous of seven
individual surface groups, integrating 50 ships into a
single formation, set the tone for the complex exercise.
Enterprise avoided Orange submarines detecting and
localizing her by “high-speed” restrictive emissions control
(EmCon) and “zig-zag.” The exercise culminated in an
amphibious operation off Maui.
Clearing Pearl Harbor on 19 June
1984, Enterprise took part in BgaRem 84-4, an ASW exercise
northwest of Kauai “appended” to RimPac 84, and Bell Volcano
84-1, an amphibious and power projection exercise requiring
the ship to provide CAP and CAS, both exercises in the
Hawaiian Operations Area. Rear Admiral Kohn was relieved as
ComCarGru-3 by Rear Admiral John R. Batzler, on 26 June.
During June, primarily in RimPac 84, CVW-11 flew 80–110
sorties per day for 4,762 flight hours.
Enterprise returned to Pearl
Harbor for a second visit, 29 June–2 July 1984, then
continuing on her westerly course into WestPac. En route she
was twice shadowed by Soviet Bears, on 7 and 16 July. At one
point, an F-14 was diverted to Wake Island, maintained in a
caretaker status for just such emergencies and for “island
resupply.” In addition Enterprise conducted a TransitEx ASW
evolution with attack submarine Drum (SSN-677), a PassEx
with Japanese ships in the vicinity of Guam, and an InChopEx
with Kitty Hawk aircraft as opposing forces, on the way.
Four Soviet Sibir class AGEs and a Primorye class AGI
monitored the transit with more than passing interest.
In July 1984, Enterprise
completed incorporation of the Seawater Activated Release
System (SeaWars), something that promised to facilitate
rescues of downed aircrew, in 15 parachutes. Vice Admiral
J.R. Hogg, Com7thFlt, stayed on board, 23–24 July,
Enterprise mooring at NAS Cubi Point, 24 July–2 August.
MissilEx 84-5 consisted of a RIM-7H NATO Sea Sparrow fired
at a QM-74C drone target, on 2 August, after which time the
ship visited Hong Kong (6-11 August), requalifying 114
pilots from CVW-11 during two days of carquals en route.
Following her visit to the British Crown Colony, Enterprise
crossed the South China Sea headed for the Indian Ocean.
Three Badgers, however, backed up by a Bear, operating out
of American-built facilities at Cam Ranh Bay, reconnoitered
her on 13 August 1984.
Transiting the Strait of Malacca
westbound Enterprise executed an InChopEx with America,
whose crew and aircraft provided “realistic scenarios for
the north Arabian Sea environment,” relieving the latter on
24 August 1984. While there, Enterprise proved a
“stabilizing force” and evidenced a “show of [U.S.] resolve
to countries in the region,” ongoing destabilization
resulting from the Iranian-Iraqi War embroiling the region.
Soviet Il-38s and AN-12 Cubs, and
Iranian P-3Fs and C-130s operating in the battle group area
of interest were intercepted and escorted. Shipping was
carefully monitored, merchant shipping being of “particular
interest” due to the resurgence of Iranian and Iraqi attacks
on maritime traffic in the Northern Arabian Gulf. For the
first two weeks in the Indian Ocean, “an active flight deck”
was maintained in the mornings hopefully preventing seasonal
heavy dew and reducing hazards, as well as Iranian P-3
patrols, whose flights often coincided with early mornings.
The weather continued to be a problem, however, as blowing
dust in the air was very prevalent, “creating low level haze
and occasionally reducing flight visibility,” the mixture of
settling dust and a wet flight deck also creating slippery,
hazardous conditions.
During September 1984, Enterprise
accomplished passing exercises known as PassExes with
British, French and German forces, comprising air defense,
maneuvering, communications and data link exercises. ASWEx’s
84-9U, 21–24 September, and 85-1U, 13–15 October, were
considered especially noteworthy due to “intensive and
successful ASW prosecution efforts” evaluating ASW
operations in the Indian Ocean environment. For example, a
Soviet Type II nuclear powered submarine was localized and
tracked for 41 hours on the 5th, and a second boat for 14
hours, on 20 October. Robert E. Peary regained contact three
days later, her SH-2 gaining sonobuoy contact and vectoring
in other aircraft to the hunt. While in the north Arabian
Sea, Enterprise had her hands full with Russian surface
ships as well, including minesweeper Natya, submarine tender
Ugra, AGI Alpinist and Mertkr Nahodka, as well as “numerous
Soviet arms carriers” heading for Iraq and other Arab client
states.
Attempting to enhance relations
with their allies in the region the Russians dispatched a
mine countermeasures force, including the helicopter cruiser
Leningrad, to the Red Sea and Gulf of Aden. Given that her
capabilities were of considerable interest, Enterprise sent
some intelligence people to Arkansas for “special
operations,” enabling the U.S. cruiser to monitor Soviet
progress in September 1984. With Arkansas detached,
Enterprise became Anti-Air Warfare Commander (AAWC), 15–20
October. In addition, Rear Admiral J.F. Adams, Commander,
Middle East Force, and members of his staff, were on board
on the 6th, as was Rear Admiral McCarthy, Commander, TF 70,
26–29 October.
Enterprise was discharged of her
north Arabian Sea responsibilities prior to actually being
relieved by Independence, but following the hijacking of a
Saudi airliner en route to Iran on 5 November 1984,
Enterprise received orders to take station in the northern
Arabian Sea for possible emergency response. Speedy
resolution of the crisis, however, resulted in a
cancellation of the order the next day, while she was
steaming toward the area, and Enterprise turned eastward on
5 November. Just west of Eight Degree Channel the ship was
shadowed by an Indian Il-38 May, and again by Russian
bombers out of Cam Rahn Bay while crossing the South China
Sea, before putting into Cubi Point, on the 12th, after 93
days at sea.
Standing out of Subic Bay on 19
November 1984, Enterprise commenced FleetEx 85, joining
forces with Carl Vinson (CVN-70) and Midway. “Numerous”
Russian reconnaissance flights dogged the ship and her
consorts while participating in the exercise, drawing
“extensive Soviet air surveillance.” Orange opposition
comprised naval, USMC and USAF commands, including KC-135s
and E-3As, and seven Japanese and U.S. submarines, both
diesel and nuclear powered types. A Soviet aerial “multiwave
regimental size raid” was also simulated. Post exercise
analysis confirmed that Enterprise “contributed to over 27
hours of contact time and 46 constructive attacks by VS and
HS assets.” During FleetEx 85, CVW-11 flew over 800 sorties
and 2,200 flight hours in a 12-day period, the BFD concept
providing “the means to quickly set and maintain the grid
and to quickly respond to all contingencies arising during
grid operations.” Rear Admiral McCarthy was on board on 25
November, as was Vice Admiral Hogg, the next day, and
Japanese Rear Admiral Oyama, 26–30 November. After
completing the exercise, Enterprise sailed for home, by
which point she had controlled over 2,700 aerial intercepts
during this deployment. Among the latter were 61 non-U.S.
surveillance aircraft, the last of which were Bears on 2 and
3 December. In every such instance during the cruise,
fighters from Enterprise intercepted these aircraft and
escorted them out of threat range.
Arriving at Pearl Harbor on 10
December 1984, Enterprise sailed three days later with 900
male guests for a Tiger Cruise, returning to Alameda five
days before Christmas of 1984 to begin a post-deployment
standdown. The ship had completed 17,569 arrested landings
during 1984.
Enterprise completed a three
month SRA on 30 April 1985, with dock trials, 22–26 April,
and a fast cruise on the 29th. During this time, the concept
of a Strike Operations Center (SOC) was developed,
integrating it into “the planning and execution of each
major evolution.” Among the servicing to the ship and her
systems completed was work upon all centerline arresting
gear wire supports and the relocation of existing wire
support assemblies, which “significantly reduced aircraft
bolter rates,” as well as eliminating the hazard of foreign
object damage caused by broken arresting gear wire supports.
In January, VAQ-133 began transitioning to Improved
Capability (ICAP) II EA-6B Prowlers, rejoining the wing in
July.
Between 2–8 May 1985, Enterprise
conducted ACLS certification and aircrew refresher training
off the coast of northern California. She then completed
CVW-11 refresher training in the southern California
operating area, 22–29 May, and again with fleet replacement
squadron and training command carquals, 5–20 June. During
this third period, Enterprise recorded 2,481 catapult
launches, 1,951 day and 530 night, and 2,498 arrested
landings, 1,963 day and 535 night.
Enterprise stood out for
refresher training, 8–21 July 1985, with BFD being the
“normal mode of flight operations,” the last two days being
devoted to carquals for CVW-9 from Kitty Hawk. This was
followed by an additional period of underway training in the
southern California operating area, emphasizing “war at sea
strikes,” AD, power projection and ASW, 30 July–8 August
1985.
“Peace in the Pacific,” a
commemoration of the 40th anniversary of V-J Day, found
Enterprise making a rehearsal cruise to prepare for her part
in the ceremony, on 13 August 1985, followed by the actual
ceremonies the next day. Noted dignitaries visiting the
carrier included Vice President George H.W. Bush, a
decorated Naval Aviator who served during WWII, Secretary of
Defense Caspar Weinberger, Secretary of State George
Schultz, the Chief of Naval Operations and Commandant of the
Marine Corps, and Jean McArthur, widow of the late General
of the Army Douglas MacArthur.
Three days later, Enterprise held
a dependent’s day cruise off the Farallon Islands, just
outside San Francisco Bay, highlighted by both ship and
“impressive” CVW-11 aircraft demonstrations. Rear Admiral
Batzler, ComCarGru-3, was embarked until 19 August 1985,
when the embarked flag shifted to Rear Admiral Jonathan T.
Howe, ComCruDesGru-3. Also embarked during much of this
period was Captain T.A. Barthold, Commander, Destroyer
Squadron (ComDesRon) 23, The Little Beavers.
Enterprise completed additional
carquals and fleet replacement squadron operations (27
August–7 September 1985) five days early. She logged 2,775
catapult launches, 2,170 day and 605 night, and 2,785
arrested landings, 2,178 day and 607 night, with a total of
372 pilots from “various” squadrons qualified. Enterprise
then completed four days of work in the southern California
operating area, from 23–27 September 1985 prior to mooring
at North Island for a four-day visit (27 September–1
October). She then completed ComptuEx 86-1, 1–10 October, a
multi-threat scenario utilizing the BFD, and including
separate CIWS and NATO Sea Sparrow shoots.
During this work-up period
Enterprise operated with BG Foxtrot, consisting of cruisers
Truxtun and Arkansas, destroyers David R. Ray (DD-971) and
O’Brien (DD-975), frigates Lewis B. Puller (FFG-23),
McClusky (FFG-41), Bagley (FF-1069) and Reasoner (FF-1063),
and old logistics consort Sacramento, after which time
Enterprise became the lead ship of the parade of 14 ships
passing beneath the Golden Gate to enter San Francisco Bay
for the culmination of Fleet Week, 12 October 1985. On hand
to greet her were Admiral James A. Lyons, CinCPac, and Mayor
Diane Feinstein, all being treated to an air show by the
Naval Flight Demonstration Squadron Blue Angels, before she
moored at Alameda.
From 28 October–23 November 1985,
Enterprise conducted her last at-sea period of the year,
operating in the southern California operating area in an
ORE, ReadiEx 86-1, that also involved threats by terrorist
aircraft, and her Battle Group evaluation. While steaming
south-southwest of San Diego, however, on 2 November 1985,
Enterprise struck a portion of Bishop Rock. The crew
counter-flooded the void and controlled flooding, but in
addition to damage to the hull, the No. 1 screw received
damage. The grounding also resulted in the temporary loss of
the use of 24 JP-5 fuel storage tanks.
After having a one-day standdown
to assess the damage, Enterprise continued her scheduled
training, returning to Alameda on 3 November 1985, with Vice
Admiral Moranville, Com3rdFlt, visiting on board, 5–7
November. The damage incurred on 2 November, however,
required repairs that could only be completed in drydock.
She anchored in San Francisco Bay, 27–28 November, before
shifting to Hunters Point Naval Shipyard for an emergency
SRA on the 28th. In December, an EOD detachment was
established on board to inspect the damage. Twenty-five
dives, encompassing 400 man-hours, were required to evaluate
the damage, the diver also investigating underwater damage
to Lewis B. Puller.
History: 1985-1990
Enterprise floated free from
drydock, 6–7 January 1986, then remained at Alameda until
the 12th, when she conducted the fly-on for CVW-11, 12–13
January. The wing consisted of VFs-114 and 213 (F-14As),
VAs-22 and 94 (A-7Es) and 95 (A-6Es and KA-6Ds), VAQ-135
(EA-6Bs), VAW-117 (E-2Cs), VS-21 (S-3As), VRC-50 Det
(C-2As), a single EA-3B from VQ-1 Det B, and HS-6 (SH-3Hs).
Sadly, however, an accident claimed two lives, when, on 13
January 1986, the day the ship deployed from Alameda for
Pearl, Lieutenant Joseph Durmon, pilot, and Lieutenant (jg)
Steven Engeman, RIO, VF-213, were both killed when their
ejection seats were fired from NH 203, their F-14A, on the
flight deck.
While en route to Hawaii, an
unidentified submarine was detected and “aggressively
prosecuted until the intruder was chased out of range.”
Subsequently, Enterprise participated in BgaRem-86, a major
fleet exercise involving surface, subsurface and air action
culminating in an amphibious operation on Maui. A scheduled
NATO Sea Sparrow firing from the starboard launcher,
however, failed due to a transmitter casualty, the problem
being addressed so that RIM-7Hs would be uploaded in
February. Meanwhile, the ship pulled into Pearl Harbor, 29
January–2 February 1986.
Clearing Pearl on 2 February
1986, Enterprise steamed west, entering the “Bear Box,”
where intercepts by Soviet aircraft became likely, on the
8th. The vigilant Russians did not disappoint Enterprise and
VF-213 Tomcats intercepted two Bear Ds that day, the ship
inchopping into 7th Fleet on 10 February, when two more Bear
Ds were intercepted. On 14 February, a flight of one Bear D
and a Bear F were intercepted using “Bear Bash” tactics. NH
205, however, an F-14A, became lost at sea and suffered fuel
exhaustion nearly 500 NM northwest from the battle group,
Enterprise acting as SAR coordinator. Lieutenant Ross
Sklenka, pilot, and Lieutenant Commander Thomas Lorenzo,
RIO, were found “alive and well” the next morning, returning
on board late that afternoon by SH-3s.
While en route to the
Philippines, Enterprise’s CDC tracked “numerous” Bears, the
Russians flying daily sorties from Cam Ranh Bay. Enterprise
rounded the northern tip of Luzon, mooring at Cubi Point on
17 February 1986, remaining there until the 24th.
Following the “Aquino Revolution”
in the Philippines, when President Marcos was overthrown,
Enterprise came about from the South China Sea to remain in
Philippine waters, dropping anchor in Subic Bay at night in
order to “demonstrate American resolve in support of the
Filipino government,” 24–26 February 1986. On the 26th, the
EA-3B and catapult No. 1 were both damaged due to a broken
bridle.
Shortly after Rear Admiral
Batzler, ComCarGru-3, was relieved by Rear Admiral E.W.
Clexton (28 February 1986), Enterprise next visited
Singapore (2–5 March) after a passage that had taken her
just to the north of Borneo outside of Indonesian
territorial waters and been lacking in the usual encounters
with Bears flying out of Vietnam. At Singapore, she was
toured by U.S. Ambassador to Singapore J. Stapleton Roy and
a military delegation from that country.
Following her visit to Singapore,
Enterprise completed PassEx 86-1M, transiting the Malacca
Strait and entering the Indian Ocean, 5–6 March 1986. On the
8th, VA-94 lost an A-7E on final approach when the Corsair
II’s engine malfunctioned, the pilot being recovered.
As the ships neared Sri Lanka,
poor weather resulted in “minimal interaction” between
Enterprise and the Indian Navy, the latter “apparently”
conducting an annual training exercise west of Goa, India.
Nonetheless, Enterprise was located by two Indian Il-38 Mays
during the afternoon watch on 12 March 1986, the Mays
passing five times near the carrier with Closest Points of
Approach (CPAs) of as little as 500 yards. Bagley recovered
a spent SS-N-2C Styx SSM. The next day, another Indian May
reconnoitered BG Foxtrot, followed by the Russians, staging
IL-38s out of al Anad, Yemen. The Soviet Mays located a
“deception group” southwest of Enterprise, but (apparently)
not the carrier herself.
Enterprise then visited Karachi,
Pakistan, where she was toured by a Pakistani delegation led
by Rear Admiral M.S. Choudry, Commander, Karachi, 15–19
March 1986. Clearing that port on the 19th–20th, the ship
conducted an “air and surface demo” for key Pakistani
leaders. Both the Russians and the Indians exhibited more
than passing interest in the exercise, the former sending a
pair of Mays from al Anad, which made one pass each in
“stepped up formation,” and the latter sending an Il-38
making no less than four passes of Enterprise barely two
minutes after the second Soviet pass.
Anchoring at al Masirah Island,
Oman, on 22 March 1986, Enterprise stood out of her
anchorage on the afternoon watch on the 24th, returning
during early morning of the next day, and was underway again
during the afternoon of 25 March, returning in the early
morning of the 26th. While anchored at al Masirah,
Enterprise again found herself monitored by Soviet Mays out
of al Anad. On 24 March 1986, Rear Admiral Jonathan T. Howe,
ComCruDesGru-3, was relieved by Rear Admiral Paul D. Miller.
Subsequently, receiving word of a downed Indian AN-32 Cline
south of Karachi, Enterprise launched two SAR flights in
support of the Indians (26–27 March 1986). While operating
in the northwestern Arabian Sea, the ship launched low-level
flights into Oman under exercise Lightning Flash, 29 March.
Anchoring at al Masirah early the
next morning, Enterprise stood out that evening (30 March
1986) for a PassEx with British frigates Broadsword, Cardiff
and Tidespring; however, the next day, 31 March, a TARPS
mission over the Shu-ab anchorage, Socotra Island, revealed
Soviet Kara class cruiser Tallin (CG-547), an Ugra class
submarine tender, a Boris Chilikin class AOR and an
Internatsional class Mertkr.The Russians continued their
game of cat and mouse with the group, flying another May
over Enterprise with barely a 1,000 yard CPA, on 1 April.
Arkansas, meanwhile, made a “pass-through” of the Socotra
anchorage, and TARPS imagery showed the Russians still at
anchor.
Returning to al Masirah on 2
April 1986, Enterprise cleared the anchorage the next
morning with an Omani delegation led by Yusuf bin Abdullah,
Foreign Minister, and G. Cranwell Montgomery, U.S.
Ambassador, Oman, embarked for an aerial demonstration. The
ship was also visited while in this area by Rear Admiral
John F. Addams, Commander, Middle East Force. During the
morning watch on 7 April, Enterprise sailed from al Masirah,
with a visit by Rear Admiral Hugh M. Balfour, CNO, Oman.
While steaming in the Gulf of
Oman, Enterprise was visited by Vice President Bush and his
wife Barbara, on 9 April 1986, who remained on board until
the next day. Enterprise then sailed southward toward Diego
Garcia, but was diverted northward toward Socotra Island, on
the 11th. Enterprise steamed near Socotra, launching “daily
sorties” and monitoring maritime traffic in the
strategically vital Bab-al-Mandeb. The ship continued her
surveillance, 14–15 April, until being placed “on alert” on
the 15th. The next day, the carrier was reconnoitered by a
pair of Russian Mays flying out of al Anad, the Russians
swooping by the ship’s port side from bow–stern at a CPA of
1,500 yards, in the western Gulf of Aden.
The area was also patrolled by
the French, who maintained facilities at Djibouti, Horn of
Africa (HOA). One of their Atlantique maritime patrol
aircraft also reconnoitered BG Foxtrot, though not
approaching Enterprise, on 21 April 1986. The “Big E” flew
an aeromedical evacuation to Djibouti, on the 23rd. The same
day Russian Mays from al Anad flew a Gulf of Aden
reconnaissance flight within 150–200 yards of Enterprise,
the ship also effecting “Airhead” operations to Berbera,
Somalia.
Enterprise received orders
directing her to the Med in response to the crisis with
Libya, on 25 April 1986. An ongoing series of terrorist
attacks against Westerners, including Americans, during the
1970s–80s were encouraged and supported by the Libyans
through their leader, Captain, later Colonel, Muammar
al-Qadhafi. The U.S. initiated a series of “Freedom of
Navigation” exercises in the Gulf of Sidra. With both sides’
forces operating in such close proximity, clashes were
inevitable. Rising tension with Libya had prompted President
Ronald W. Reagan to issue an executive order declaring that
“the policies and actions of the Government of Libya
constitute an unusual and extraordinary threat to the
national security and foreign policy of the United States,”
on 7 January 1986.
The Libyan Arab Air Force
possessed credible strength on paper, with over 700
aircraft, including MiG-23 Floggers, MiG-25 Foxbats, Su-22
Fitters and Il-76 Candids, and French Mirage Vs and F-1s,
although without enough qualified pilots to man all. The
Libyan Arab Air Defense Command also deployed a limited but
potentially lethal air defense system. Three regional
defense sectors, Tripoli, Benghazi and Tobruk, each
comprised an H.Q., two SA-2, two–three SA-3 and two–four
SA-6 Gainful/SA-8 Gecko SAM brigades, several radar
companies and varying numbers of AAA battalions and
batteries. These defenses included a battery of SA-5 Gammon
SAMs at Surt, near Sirte, the Libyans also possessing SA-7
portable air defense platoons and French Crotale SAMs,
presenting attacking aircrews with a multitude of
challenges. The small but modernized Libyan Arab Navy
boasted 115 vessels, including six Foxtrot class submarines,
six midget subs, 65 surface combatants, 26 amphibious ships
and 14 auxiliaries.
By 22–27 March 1986, Vice Admiral
Frank B. Kelso, II, Com6thFlt, deployed TF 60, designated
Battle Force Zulu, three CVBGs, America, Coral Sea and
Saratoga (CV-60), with upward of 250 aircraft, 26 ships and
submarines and 27,000 sailors and marines. Undeterred,
Qadhafi boarded La Combattante II G class missile boat
Waheed, loudly proclaiming to media representatives that a
“line of death” stretched across the gulf at 32º30’N. During
Operation Attain Document III, TG 60.5, a Surface Action
Group (SAG) composed of guided missile cruiser Ticonderoga
(CG-47), guided missile destroyer Scott (DDG-995) and
destroyer Caron (DD-970) crossed that line.
Libyan aircraft and SA-2s and 5s
fired on the Americans during the mid watch on 24 March
1986, who responded with Operation Prairie Fire, sinking
Waheed with two Harpoons and MK 20 Rockeye cluster bombs
from A-6E Intruders of VAs-34 and 85, the first operational
use of the missile in combat. Additional strikes sank
Nanuchka II class corvette Ean Mara with a Harpoon and
Rockeyes, and damaged a second corvette, while the SA-5
battery at Surt was also knocked out, by AGM-88 High Speed
Antiradiation Missiles (HARMs) fired by VA-83 A-7E Corsair
IIs. The SAG steamed 40 miles below the “line of death” for
75 hours without a single casualty, the air wings flying
1,546 sorties, 375 of them south of the line.
Qadhafi struck back with more
terrorist strikes, prompting Operation El Dorado Canyon,
14–15 April 1986. A joint operation, the Air Force flew 18
F-111F Aardvarks of the 48th Tactical Fighter Wing, and four
EF-111A Ravens from the 20th Tactical Fighter Wing, together
with 29 tankers, all flying from England, a round trip of
nearly 6,000 miles.
On the eve of battle, Rear
Admiral Henry H. Mauz, Jr., Commander, TF 60, informed the
sailors and marines of Battle Force Zulu that their actions
were sending a message to “those who sponsor
[terrorism]…that retribution will be swift and sure.”
Consequently, at 0150 on 14 April 1986, the lead aircraft
went to work on the Libyan air defense systems, jamming some
radars and blasting others with HARMs and Shrikes;
subsequent attacks pounded Libyan terrorist and military
target areas near Tripoli, the Frogman School at Murat Sidi
Bilal, the military zone at Tripoli International Airport,
and Bab al-Azziziyyah Barracks; together with two targets
near Bengazi, Benina Airfield and the al-Jamahiriyyah
Barracks.
With Enterprise thus urgently
needed for “contingency operations,” she passed through the
Bab-al-Mandeb during the late afternoon of the 26th, astern
of Arkansas and Truxtun. Making good time, the carrier
arrived in the approaches to the canal during late afternoon
on the 28th, anchoring in the Gulf of Suez.
Beginning at 0300 on 29 April
1986, Enterprise became the first nuclear powered carrier to
transit the Suez Canal. Since Arkansas, one of her consorts,
had been the first nuclear powered ship to do so, in 1984,
the cruiser earned the honor of leading the battle group
through “The Ditch,” followed by the carrier and then
Truxtun. At 0402, Enterprise entered the canal, exiting at
1514 when she entered the Med for the first time in almost
22 years.
In addition to the Libyans, the
Russians also evidenced an interest in her presence, and
almost immediately Enterprise sighted Soviet AGI Kurs, which
trailed the carrier until the next day, 30 April 1986, when
Kurs was relieved in the eastern Med of “her tattletail ops”
by destroyer Sovremennyy, which was in turn relieved by
Udaloy overnight on 1 May, the Russians shadowing the
carrier and her consorts even more closely than usual.
To ensure readiness in the event
hostilities should escalate, Enterprise participated in a
“war-at-sea strike” with Coral Sea during the afternoon of 1
May 1986, while steaming toward the latter to relieve her,
doing so the next day. Enterprise conducted “spinner
ops”–attempts to provoke Libyan responses–on the 2nd and
4th, but the Libyans apparently had had enough from their
previous handling by the U.S., and logged “no significant
reaction.”
Enterprise came about from the
Central Med and entered the Tyrrhenian Sea via the Strait of
Messina, on 7 May 1986. Udaloy terminated her “talletale
ops” as Enterprise approached the strait, though the carrier
sighted Soviet Mayak class AGI, as well as a pair of Mays en
route to Tripoli.
After visiting Naples, 8–18 May
1986, where Vice Admiral Frank B. Kelso, II, Com6thFlt,
visited the ship, Enterprise steamed in the Med through the
30th, when she navigated the Strait of Bonifacio, between
Corsica and Sardinia, entering Toulon, 30 May–9 June.
Clearing French waters on the 9th, the “Big E” steamed to
Augusta Bay, Sicily; during the passage, Tomcats launched
from the carrier intercepted and escorted a pair of Russian
Mays flying from Libya, on the 13th. Between 10–14 June,
meanwhile, four A-7Es and one EA-6B detached from Enterprise
to form a special detachment at NAS Sigonella, Sicily, in
support of NATO exercise Tridente. Enterprise conducted her
“turnover” with Forrestal on the 17th, and the next day
Roger Mudd, NBC News, embarked to film a documentary.
Following a visit to Augusta Bay
(23–25 June 1986), Enterprise got underway for Australia via
West Africa. Transiting the Strait of Gibraltar on 28 June,
she chopped to Com2ndFlt the next day. Interestingly, the
ships in Enterprise’s battle group were operating
simultaneously in four major maritime theaters on 29 June
1986: Enterprise, Arkansas and Truxtun in the Atlantic,
O’Brien and Lewis B. Puller in the Pacific, Reasoner, with
Captain Barthold, ComDesRon-23, embarked, Bagley and
Sacramento in the Med, and David R. Ray and McClusky in the
Indian Ocean.
Crossing the equator on 3 July
1986, Enterprise rounded the Cape of Good Hope on 9 July,
chopping to Com7thFlt. Four days later, on 13 July, an EA-6B
Prowler was lost after a catapult launch, following “control
malfunction.” The mission commander landed on the flight
deck after ejecting, and his crew was recovered in the
water. Three days later, another mishap caused tense moments
for the crew of a C-2 from VRC-50 when a propeller failed on
“flyoff.” The men flew the Greyhound on to Perth on a single
propr, making an “uneventful landing.”
After Enterprise visited Perth
(18–22 July 1986), she turned toward the Philippines.
Negotiating Indonesian waters, she steamed northerly courses
through the Makassar Strait, crossing the Celebes and Sulu
Seas, mooring at Cubi Point on 27 July. Underway again on
the 30th, she inchopped to the 3rd Fleet on 3 August. After
pausing at Pearl (7-9 August), she embarked 665 Tigers for
the journey home, the visiting dependents receiving a 21-gun
salute and a sea power demonstration courtesy of Arkansas
and Truxtun. CVW-1 concluded the show with “a spectacular
diamond-shaped flyby.” Enterprise returned to Alameda from
her deployment on 13 August 1986.
Enterprise cleared Alameda for
carquals off northern California, completing 519 traps on
13–14 September 1986. She then began SRA 87, moving to
Hunters Point Naval Shipyard on the 18th. Enterprise had
completed 6,854 day and 2,133 night catapult launches,
together with 6,293 day and 2,702 night arrested landings,
during 1986. She had also logged 1,581 day and 367 night
helo launches, along with 1,511 day and 367 night helo
landings. Aircraft were moved over 8,330 times in the hanger
bay and 41,000 on the flight deck.
Enterprise was towed from Hunters
Point Naval Shipyard to Alameda on 22 January 1987, and
completed her SRA on 1 March. Among the alterations
performed, all CIWS mounts were replaced and bomb jettison
ramps were installed. An attempt was also made to replace
the slatted aircraft elevator platforms, Enterprise then
being the only carrier so fitted, with solid surface
platforms, but design flaws discovered in the latter caused
the project to be abandoned. The ship conducted a fast
cruise, 27 February, and sea trials, 2–9 March, and again
20–25 March, when she also certified her ACLS and conducted
carquals. Enterprise anchored in Coronado Roads, near North
Island, on 7 March, and shifted to San Francisco Bay two
days later.
The “Big E” moored at North
Island (25–26 March 1987), before she stood out for
additional carquals and Fleet Replenishment Squadron (FRS)
air refresher training off southern California with VAs-122
and 128, VFA-125, VF-124, VAQ-129, VAWs-88 and 110, VSs-21
and 35, VQ-1, VRC-30, and VX-4, from the 27th–31st. Also in
March, the ship test fired the first carrier-mounted Super
Rapid Blooming Offboard Chaff (SRBOC), as well as holding an
“Anti-Terrorist drill.”
Enterprise completed her Training
Readiness Evaluation in San Diego, 1–2 April 1987, followed
by a weapons exercise off southern California and at the San
Clemente Island complex, 3–5 April, anchoring in Coronado
Roads on the 4th, before returning to Alameda. Enterprise
then completed refresher training off southern California
with Rear Admiral Clexton, ComCarGru-3, embarked (23–30
April 1987), anchoring in Coronado Roads on the 27th and
29th, with additional steaming through 4 May. Following
refresher training, the ship anchored in Coronado Roads on
the 4th, before mooring at North Island (5–7 May).
Enterprise completed FRS Carrier
qualifications with VAs-122 and 128, VFA-125, VF-124,
VAQ-129, VAW-110, VS-41, VRC-30, and VX-4 (7–12 May 1987),
and again, 6–12 July, returning to Alameda in between.
The Tactical Environmental
Support System (TESS), “significantly” enhancing
Enterprise’s capability to provide rapid responses to
meteorological and oceanographic requirements, was installed
between 14–18 May 1987. On 10 July, Enterprise also
celebrated her 90,000th catapult launch from No. 1 catapult,
and this period marked the initial use of the Joint
Operational Tactical System (JOTS), providing interfacing to
NTDS, embarked staffs and other ships, on board Enterprise.
Also in July, the AN/SRN-25 Global Positioning System (GPS)
was installed.
Enterprise pulled into San Diego
on 13 July 1987 to embark ComCruDesGru-3, CVW-11 and
ComDesRon-23 staffs and their cargo, and then conducted work
at sea in the southern California operating area for
additional training in mine warfare, coordinated CVBG and
“scenario ops” (13–23 July). Enterprise also operated with
Japanese P-3s and destroyers Hatakaze, Hatsuyuki and
Shirane, on the 21st.
Between 23–24 July 1987,
Enterprise moored at North Island, embarking CVW-10 for its
only at sea period prior to being disestablished. Standing
out of San Diego on the 24th, Enterprise conducted carquals
and flight operations, with Lieutenant (jg) Mason, VFA-161,
making the ship’s 254,000th arrested landing, on 25 July
1987.
Completing Behavior Criterion
87-20 exercises en route, Enterprise visited the Seattle Sea
Fair (29 July–3 August 1987), hosting upward of 68,000
visitors, including a special reception for 500 in her
hangar bay, before returning to Alameda, mooring there from
the 7th–17th. About 450 Tigers embarked for a cruise to
North Island, CVW-10 flying an air show, 18–19 August. The
ship then hosted the Air Pac change of command on 21 August,
Vice Admiral J.H. Fetterman relieving Vice Admiral James R.
Service.
At one point during carquals and
FRS (22 August–1 September 1987), Enterprise accomplished 65
catapult launches and traps during a single hour on 31
August. Enterprise again stood out for FRS qualifications,
including TA-4s from training carrier Lexington (AVT-16) and
“various West Coast squadrons.” She also conducted a NATO
Sea Sparrow shoot before she returned to Alameda on 2
September.
From then through the end of
September 1987, Enterprise completed a rigorous series of
exercises in the southern California operating area and off
San Clemente to prepare her for deploying, including
ComptuEx 87-4, Kernal Blitz, an amphibious operation near
Camp Pendleton, Advanced Tactical Assessment, and ReadiEx
87-4A, included live Harpoon and HARM shoots, together with
a long range strike up to 850 NM, “24hr AAW” and “extended
ASW.” Enterprise also anchored in Coronado Roads on 14
September, returning to Alameda on the 24th.
In the autumn of the year 1987,
Enterprise participated in NorPac-87, considered the year’s
operational highlight for the ship, with “multi-faceted”
evolutions being conducted in “an opposed environment under
less than optimum climactic operating conditions.” NorPac-87
made severe demands on the crew, forcing them to endure
“high sea states, low visibility, bitter cold weather and
around-the-clock flying.”
Enterprise conducted additional
carquals in the waters off southern California (25 October–1
November 1987), before sailing on the latter date for
Alaskan waters. The following day (2 November 1987),
however, she suffered the loss of Petty Officer 2nd Class
Marble (Air Department) in a flight deck accident (E-2
Hawkeye propeller), as she was steaming on northerly courses
in the vicinity of San Francisco.
Ultimately, Enterprise reached
the Gulf of Alaska without further incident on 7 November
1987, having conducted TARPS runs and strikes in the
vicinity of the Canadian air station at Comox, British
Columbia, en route, together with Dissimilar Air Combat
Training (DACT) between F-14s and USAF F-15C Eagles flying
out of Eielson AFB, Alaska. She combined those evolutions
with bombing runs to Eileson’s “mock-up” airfield 300 NM
inland and ASW to seaward with attack submarine Tunny
(SSN-682).
After arriving in Alaskan waters,
Enterprise pursued a three-phase operating schedule. In
Phase I, Enterprise steamed in the Gulf of Alaska, 8–10
November, reaching her farthest point north during NorPac-87
on the 8th, at 58ºN, 148ºW. On the 9th and 10th, she
launched a follow-on strike against the Eielson complex,
with operations including AAW versus B-52s, DACT with F-15s,
and a “mini” weapon exercise with command ship Coronado
(AGF-11), in which Vice Admiral Hernandez, Com3rdFlt, had
broken his flag. She also carried out Spidernet/Slyfox
exercises. During that time, Enterprise found time to host a
visiting delegation led by Governor of Alaska Steve Cowper.
During Phase II, Enterprise
conducted an opposed transit to Naval Station, Adak, and the
Sitkin Sound Operations Area (11–13 November 1987), followed
by Phase III (13-17 November), performing haven operations
in and around Sitkin Sound. The former involved a grueling
10 hours of radar navigation in restricted waters.
Operations increased in tempo as the exercise progressed,
Enterprise launching simulated strikes against military
installations as well as performing CAP and AEW, ASW versus
attack submarine Olympia (SSN-717) and mine warfare with
S-3A Vikings. Sadly, during Phase III, Enterprise lost Chief
Warrant Officer 4 Brashear overboard on 14 November; an
intensive search failed to recover him.
Operating in Sitkin Sound, a
“bounded sea haven” approximately 10 by 15 NM, surrounded on
three sides by mountainous terrain varying in height from
2,000–5,000 feet presented tremendous navigating and flying
problems for both the ship and her embarked air wing.
Accordingly, Enterprise’s men “developed special departure
and recovery procedures designed to provide terrain
clearance and easily understood procedures for all weather
operations.”
As could be expected, given their
proximity, the Soviets monitored NorPac-87 intensively,
including reconnaissance flights by Tu-95D Bears and Tu-16
Badgers on 13, 15, 16 and 17 November, all intercepted by
Tomcats and EA-6Bs, initially at 220 NM out from the battle
group, while Balzam-class AGI SSV-080 watched the
proceedings “throughout Sitkin Sound Haven ops.” Although
Enterprise accomplished a live firing of an AIM-7 Sparrow
air-to-air missile, the persistent presence of SSV-080
forced the cancellation of the scheduled live Harpoon
firing. Foul weather compelled cancellation of an HS-6
torpedo exercise.
Enterprise came about on 18
November 1987, returning via southeasterly courses to NAS
Alameda, arriving on the 24th. Observers detected no Soviet
aerial or surface surveillance during the return voyage,
although, usually, Russian subs were known to be active in
the area.
During 1987, Enterprise completed
28 UnReps with 10 different ships, including three
ammunition onloads with ammunition ships, including 312
pallets with Pyro (AE-24) on 6 April, 456 pallets with Kiska
(AE-35) on 7 July, and 250 pallets with Mt. Hood (AE-29) on
23 September. She also completed 13,959 catapult launches,
10,240 day and 3,719 night, and 13,961 arrested landings,
9,690 day and 4,271 night.
Enterprise deployed on 5 January
1988, with Rear Admiral R.G. Zeller, ComCruDesGru-3, Captain
James B. Perkins, III, Commodore, ComDesRon-9, and CVW-11.
The ship conducted carrier qualifications off the southern
California operating area, 5–6 January, following which she
steamed to the Hawaiian Operations Area, Kaulakahi Channel
and Nihoa Island, conducting a long range strike to the
Pohakuloa training area, on the 9th.
Two days later she arrived north
of Oahu to commence ReadiEx 87-4B, a battle group exercise
testing her ability to respond to “mines, small boats,
terrorist planes” and Chinese Silkworm SSMs, while
escorting/supporting convoys in a simulated Persian Gulf
environment. Maintaining BFD, she finished the exercise with
a 42-aircraft night strike. Operations included Airborne
Warning and Control System (AWACs), ASW, power projection
strikes, and live firings of a Harpoon, two AIM-7 Sparrows,
four Sidewinders and a Shrike. An ASW passive acoustic
training system was also developed, providing realistic
recognition and threat analysis of actual submarine
signatures.
Continued Iranian and Iraqi
attacks on shipping in the Persian Gulf, meanwhile, were
becoming so frequent that the Kuwaitis requested U.S.
assistance and Operation Earnest Will, designed to maintain
freedom of navigation within that body of water, was
initiated. At the outset, 11 Kuwaiti tankers were
“re-flagged,” the Middle East Force escorting the first
ships through the Strait of Hormuz into the Persian Gulf to
Kuwait, and then returning outbound, beginning on 22 July
1987. By the time the operation ended on 16 August 1990, 490
missions involving 649 merchant ships were completed. The
training acted as a precursor for Enterprise, shortly to be
involved in Earnest Will.
Admiral Jeremiah, CinCPac, and
Vice Admiral Hernandez came on board for tours and an awards
ceremony, on the 13th. En route into WestPac, Enterprise
completed ASW and AAW operations with naval, USMC, USAF and
Japanese commands. Mishaps, however, reminded all hands of
the hazards inherent in carrier operations: an A-7E from
VA-22 and its pilot, the plane captain, were lost when the
Corsair II slid off aircraft elevator No. 2 during a respot,
during the mid watch on 16 January. Three days later, the
squadron lost NH 305, another Corsair II, during Dissimilar
Air Combat Maneuvering (DACM), though the pilot ejected and
was recovered uninjured.
As she had done in the past,
Enterprise again provided humanitarian aid during that
deployment. On 22 January 1988, a crewman on board the
Japanese fishing vessel Yahata Maru 81, operating within
range of the carrier, suffered a ruptured spleen and began
going into shock, requiring immediate medical attention.
Enterprise transferred a helo to Truxtun, which brought the
patient back to the carrier for surgery, which was
successfully completed on 1 February, when he was then
transported to Subic Bay. The severity of his injuries
necessitated blood donations from 12 crewmembers.
Chopping to the 7th Fleet on 25
January 1988, Enterprise once again found herself the object
of attention by the familiar Bear Bs and Ds on the 25th,
26th and 29th, though in each instance, her Tomcats saw the
Intruders off. Vice Admiral Miller, Com7thFlt, brought
Japanese Admiral Higoshiyama on board for a tour and aerial
demonstration, on 30 January.
Enterprise moored at Subic Bay
(1–5 February 1988), after which time the ship stood out of
Subic Bay with 17 distinguished Filipino visitors on board,
including that country’s CNO, Acting Commander, Air Force,
and Chief of Naval Aviation, on 6 February. The ship
provided an orientation and air demonstration, including
firing a pair of Sidewinders at an AQM-37 target drone.
Subsequerntly, two days out of
the Philippines Enterprise’s embarked Tomcats intercepted
Bear Ds and Fs, escorted by MiG-23 Floggers, all flying out
of Cam Ranh Bay. In addition, Mayak-class AGI Aneroid
followed in the carrier’s “trail.” Rendezvousing with
Singaporean forces, including patrol boats, F-5s and A-4s,
on the 9 February 1988, Enterprise conducted a PassEx with
them, some air evolutions being cancelled due to foul
weather. The next day the ship transited the Strait of
Malacca, tracking 267 shipping contacts in the crowded
channel. Limited operations with the Indonesians followed,
CVW-11 aircraft accomplishing low-level training over
Sumatra, on 11 February. Overnight and into the 12th, the
ship completed a PassEx with Indonesian frigates north of
Sumatra, activities including “tactical maneuvering” and a
gun exercise off her starboard beam. Rendezvousing with
Midway, Enterprise then conducted a turnover, consisting of
meetings and cross-deckings (14–15 February). Chopping to TF
800 on the 17th, Rear Admiral Zeller then presented to
Enterprise the Meritorious Unit Commendation for her 1986
deployment, in a ceremony on the flight deck.
The first identified Soviet
reaction to BG Foxtrot’s entry into the Indian Ocean
occurred when a pair of Il-38s flying out of Aden shadowed
Enterprise, being intercepted by the ship’s F-14As, on 18
February 1988. Five days later, the ship hosted a Saudi
delegation led by members of the Saudi Royal Family and the
U.S. Ambassador to Saudi Arabia Hume A. Horan, an aerial
demonstration being held.
A joint Franco-American exercise
between Enterprise and Clemenceau, followed on 5 March and
on 7–8 March 1988, with French Admiral Deramond visiting on
the latter date; the evolution punctuated by Enterprise
being shadowed by Soviet Mays flying out of Aden (vectoring
F-14As to intercept them on at least one occasion on the
10th), sighting a Pakistani C-130 (25 February),
intercepting and tracking a Russian AN-12 Cub transport, (1
and 3 March), and a Helix helo launched from Udaloy class
destroyer Admiral Tributs, which was intercepted by the
wing’s Tomcats, on 25 February and again on 6 March.
Enterprise, meanwhile, completed
her first Earnest Will mission on 25 February 1988, her
embarked aircraft flying 17 F-14A escort/CAP, 12 tanker,
five EA-6B and three E-2C sorties. Inside a fortnight,
Enterprise embarked the three-man crew from an SH-2F from
HSL-35 Det 7, embarked in Bagley, that crashed on 5 March
1988. Though not suffering major injuries, the three men
were transported to the carrier for medical evaluation,
returning to their ship following the mishap investigation.
Rear Admiral Anthony A. Less, Combined Joint Task Force
Middle East (CJTFME) visited Enterprise, on 9 March. Four
days later, Enterprise crossed the equator. Program for
Afloat College Education (PACE) instructor Joseph
Schweigenhoffer, who first “Crossed the Line” in 1936 on
board battleship Arizona (BB-39), portrayed King Neptune.
Enterprise anchored off Mombasa
(15–18 March 1988) and hosted visitors that included U.S.
Ambassador to Kenya Elinor Greer Constable. Eight civilian
cargo vessels/tugs contracted to ferry the liberty party
ashore, however, evidenced unfamiliarity with naval
equipment; one tore the aft accommodation ladder from its
mountings while navigating in “offsetting currents” running
as high as three–four knots. The ladder was recovered and
repaired within a few hours.
Enterprise stood out of Mombasa
on 18 March 1988, and headed for Somalia, over which her
aircraft flew low-level flights, from the 20th–22nd. In
addition, Lieutenant Commander Laughler, VA-22, made the
ship’s 4,000th landing of the cruise. While steaming north
northeast of Socotra on the 23rd, the carrier again found
herself shadowed by Russian Mays out of Aden, the snoopers
being intercepted by her Tomcats.
Enterprise conducted her second
Earnest Will support mission from the Gulf of Oman,
including CAP, SUCAP and ASW, on 26 March 1988; and was
shadowed by an Iranian P-3F. She subsequently anchored near
al Masirah Island for a brief standdown, holding “flight
deck Olympics,” including a tractor-driving contest, from
the 27th–28th. During the deployment, two destroyer tenders,
Cape Cod (AD-43) and Samuel Gompers (AD-37), lay anchored
nearby at various times, enabling forward support to
Enterprise and her group, supplemented by COD aircraft
routed through Diego Garcia and al Masirah.
On 29 March 1988, Enterprise
dispatched a “material exploitation team” to Samuel Gompers
by helo to inspect a small Iranian boat. Seized in the
Persian Gulf by destroyer John Rodgers (DD-983), the vessel
was identified as that utilized by the Iranian Islamic
Revolutionary Guards Corps as a raider, such boats also
often ending their careers as suicide craft.
The wing’s aircrews, meanwhile,
kept busy, and on the 30th intercepted a pair of Russian
aircraft en route to their delivery to the Indians, a May
and a Bear F. Meanwhile, an entourage led by Ambassador
Montgomery visited the ship, an aerial demonstration being
performed.
Commander Tad Chamberlain, CO,
VA-94, made Enterprise’s 265,000th arrested landing in an
A-7E, on 1 April 1988. The ship anchored off al Masirah to
enable the crew to celebrate Easter, 2–4 April.
Soviet surveillance continued
unabated, and Admiral Tribut’s Helix remained on the
Enterprise’s “trail” for 15 hours (5–6 April 1988). On the
latter date, another May out of Aden was also intercepted,
and the ship performed her third Earnest Will mission with
multiple CAP, SUCAP and AEW sorties, on the 8th.
Following a “disastrous”
explosion at a Pakistani army depot in Islamabad, the ship
dispatched an EOD team to that city to render assistance, on
10 April. The next day U.S. Ambassador to Bahrain Sam H.
Zakhem visited Enterprise.
A joint Franco-American exercise
was held with Clemenceau, consisting of “war-at-sea
strikes,” 12–14 April 1988. The men of Enterprise held an
air show for their French counterparts, and hosted the Omani
Assistant Chief of Air Staff. Planes from the ship
intercepted another Soviet Il-38 out of Aden on the 12th.
Mines continued to be a threat in
these constricted waters since the previous summer, when
tanker Bridgeton struck one west of Farsi Island, on 24 July
1987, and a helo from frigate Jarrett (FFG-33) surprised
Iran Ajr, a modified Iranian landing craft laying mines
north of Bahrain, in September 1987. Disabling Iran Ajr with
rockets and machine gun fire, the helo crew enabled a
Sea-air-Land (SEAL) team to board, photograph and impound
the minelayer, the next day.
While steaming 55 miles northeast
of Qatar on 14 April 1988, however, lookouts on board guided
missile frigate Samuel B. Roberts (FFG-58) spotted three
mines ahead. Going to general quarters, the ship soon struck
a fourth mine that exploded and blew a 21-foot hole in her
port side near frame 276, injuring ten sailors, and
inflicting “considerable damage to the hull, deckhouse and
foundation structures, essentially breaking the ship’s
back.” Herculean damage control efforts by the crew,
however, saved the ship. Over the next ten days, Coalition
mine countermeasures vessels located eight additional mines,
examination of which left little doubt as to their Iranian
origins.
During 15–16 April 1988, planning
commenced for “potential retaliation” for the mining, and
for an earlier incident on 5 March when Iranians on Sassan,
an oil platform from which they had been attacking shipping,
fired upon a pair of helos from guided missile frigate
Simpson (FFG-56). Multiple meetings took place with “much
interaction between flag, ship and airwing.” Much of the
responsibility for the operation’s planning and execution
fell upon the men of Enterprise and CVW-11. On these dates
she also refueled guided missile destroyers Lynde McCormick
(DDG-8) and Joseph Strauss, and frigate Reasoner, in
preparation for battle. In addition, an Iranian P-3F was
intercepted patrolling over the Gulf of Oman.
On the 16th, BG Foxtrot ships
began repositioning for potential execution of plans against
the Iranians. Commodore Perkins departed Enterprise for
embarkation on board Lynde McCormick, Enterprise becoming
the Anti-air Warfare Commander for Operation Praying Mantis,
the “measured response” adopted by the U.S., aimed at
attacking Sassan, as well as two other Iranian oil
platforms, Sirri and Raksh. President Reagan and Admiral
William J. Crowe, Jr., Chairman, JCS, issued rules of
engagement, that allowed the Americans to defend themselves
should Iranian planes or warships challenge them. Among the
latter was the Saam-class frigate Sabalan, notorious for her
“vicious” attacks against unarmed merchant ships in the
Persian Gulf, in which she had made it a point to fire at
crew’s quarters.
Intelligence analysts assessed a
photograph taken on the 14th of an Iranian dhow with a
“bulbous, netted device hanging off stern plus several round
objects in water astern” as a probable minelayer, indicating
additional danger to the group. A special mine watch was
therefore established on board Enterprise, and escorts were
stationed ahead and astern of her while in formation
steaming.
Three SAGs were formed, the first
two to assault the rigs and the third, operating off Bandar
Abbas, to neutralize the Iranian fleet therein, especially
Sabalan. E-2Cs from Enterprise flew AEW tracking and
analyzed targets, along with air intercept control, F-14As
few CAP and A-6Es and A-7Es performed surface CAP.
The action lasted all day,
0730–1900 on 18 April 1988. Throughout the battle,
Enterprise steamed to the south of Jask, Iran, in company
with Truxtun. SAG Bravo began action apparently catching the
Iranians by surprise, as great commotion ensued on the rig,
men running about with small arms, shouting and
gesticulating and manning at least one of three ZSU-23-2 23
mm guns emplaced on the rig’s three-tiered southernmost
deck. The destroyers broadcast a warning in English and
Farsi, granting the Iranians a five-minute reprieve before
they opened fire, just enough time for about 29 of the
estimated 60 men on board to scramble onto two tugs and
escape. Merrill (DD-976) and Lynde McCormick then opened up,
firing 133 5-inch rounds using proximity fuzes for air
bursts above the platform, a retaliatory raid against
Rostam, another Iranian rig, on 19 October 1987, having
required more ammunition but failed to disable the strong
concrete and steel supports. The Americans learned their
lesson and against Sassan air bursts worked well,
devastating the vulnerable upper works of the structure.
Despite fierce resistance by the remaining Iranians, who
returned fire with one of the three ZSU-23-2s, not a single
hit was scored against either destroyer. Four AH-1 Cobra
gunships then cleared the way for a vertical assault from
150 marines from Marine Contingency Air Ground TF 2-88,
embarked on board dock landing ship Trenton (LPD-14), who
rappelled down ropes from hovering C-46s. After securing the
rig, any facilities that had “weathered” the battle were
blown by demolitions.
At one point one of the tugs
radioed the U.S. ships, requesting permission to return and
evacuate about 30 Iranians, and the request was granted, the
Americans holding fire for approximately 45 minutes during
the process. Radio traffic indicated at least one Iranian
killed and another wounded, though additional casualties may
have been inflicted. Commodore Perkins also noted: “We
believe that Sassan was a communications and surveillance
station…We found weapons, ammunition and communications
gear.” Referring to the seizure of the rig, he added “It was
a textbook example of how a combined Navy-Marine Corps
operation ought to go.” The weapons were of the type
utilized by the Iranians in their speedboat raids.
Off Bandar Abbas, Wainwright
(CG-28), Bagley and Simpson shelled the Sirri oil platform,
but found themselves challenged by Iranian La Combattante II
Kaman class missile boat Joshan. The Americans warned her to
stand clear, but Joshan disregarded the warning and fired a
Harpoon. Wainwright turned her bow into the missile and
fired chaff, the missile locking onto the ensuing fog cloud
100 feet off the starboard beam, a near miss. The cruiser
retaliated with a salvo of six Standards and then a Harpoon,
practically blasting Joshan out of the water. Streaking to
the latter’s aid was an Iranian F-4 Phantom II, but as the
aircraft closed the ship, Wainwright damaged it with another
couple of Standards, the F-4 crew retiring homeward. Another
pair of Phantom IIs out of Bandar Abbas, and one flying from
Bandar Bushehr, a coastal station further north, also were
detected, but after being tracked by Lynde McCormick’s
radar, retired.
Meanwhile, the Americans decided
to cease action, believing to have made their point, but the
Iranians continued by sending Saam-class frigate Sahand
across the Gulf to attack U.A.E. oil platforms. A pair of
A-6Es from VA-95 flying surface CAP for Joseph Strauss
spotted Sahand but were almost immediately attacked by the
Iranians. After avoiding SAMs launched from the ship, the
Intruder crews responded with two Harpoons, two WE-IIs, four
AGM-123s, three Mk 82 LGBs, 18 Mk 20s and 18 Mk 83s. Joseph
Strauss finished Sahand off with another Harpoon, the fires
burning furiously on her decks eventually reaching her
magazines and touching off explosions leading to her
sinking.
An Iranian speedboat flotilla of
five Swedish-built Boghammers attacked Murbaric Oil
Platform, an American-flagged supply ship and a
Panamanian-flagged ship, but was turned back by a pair of
Intruders from Enterprise, the A-6Es sinking one of the
Boghammers and “damaging several others.”
Late in the afternoon, two AH-1Ts
from Marine Light Attack Helicopter Squadron (HMLA)-167,
embarked in Trenton, were ordered toward Wainwright to
identify “hostile surface contacts.” As Warrior 1-1 was
being towed off the helo landing spot, preparing to secure
for the evening, Warrior 1-2, Aircraft No. 34 (BuNo 161018),
Captain Kenneth W. Hill, USMC, and Captain Stephen C.
Leslie, USMC, responded to a call from the cruiser’s CIC to
identify a contact. Closing, Warrior 1-2 suddenly reported
“being locked up” and dropped from Wainwright’s radar. An
immediate CSAR failed to reveal either wreckage or
survivors. Hill and Leslie were both later awarded the
Distinguished Flying Cross for their heroism throughout the
action.
When the fighting erupted,
Sabalan, one of the original targets, was underway, but
being apparently warned by radio, came about, fleeing at
high speed into Bandar Abbas, hiding by anchoring between a
pair of tankers. At 1700, however, the Iranians committed
their naval reserve, Sabalan clearing Bandar Abbas. As she
did so, Sabalan was spotted by several A-6Es from VA-95 and
fired three SAMs at the Intruders, their crews deftly
avoiding the missiles. The aircrews responded by dropping a
500 lb Mk 82 LGB down the frigate’s stack, which detonated
with devastating force in her engineering spaces, stopping
Sabalan dead in the water.
Although Rear Admiral Less
requested permission to finish off Sabalan, Admiral Crowe
and Secretary of Defense Frank Carlucci, monitoring the
operation from the “Pentagon War Room,” ended the battle,
Admiral Crowe saying to the Secretary: “We’ve shed enough
blood today.”
The attack on Raksh was also
cancelled, due to the success of the strikes against Sassan
and Sirri. The battle group commander later commented that
intelligence support, largely provided by or disseminated by
Enterprise, proved to be “the most crucial factor” in U.S.
success. The “decisiveness” demonstrated by the U.S. naval
forces “stunned” the Iranians, and in combination with the
attrition of the long war and recent Iraqi victories, proved
instrumental in driving Teheran to seek a compromise peace.
On 21 April 1988 , CNO Admiral
C.A.H. Trost, referred to the sailors and marines who
participated in Praying Mantis, saying in part “Your actions
have sent a clear message of resolve to those nations that
may choose to challenge the right of free navigation of
international waters.”
Enterprise remained “on hold”
south of Jask, continuing to launch CAP, SUCAP and SST
sorties into the Strait of Hormuz with occasional F-14A
photographic reconnaissance into the southern Persian Gulf
(19–22 April 1988), on the latter date completing an Earnest
Will mission “with no incidents.” With tensions still high
in the region, abetted by the televised funeral (on 21
April) of 44 Iranian sailors killed during the battle, amid
crowds of mourners chanting against the U.S. and the Iraqis,
Enterprise aircrews maintained a high mission tempo. Planes
from the “Big E” flew CAP, SUCAP and ASW missions supporting
the outchop of a surface action group (SAG) from the Persian
Gulf on the 24th and recorded no Iranian reaction to the
movement. Two days later, Enterprise conducted another
Earnest Will mission in support of four inbound tankers and
their three escorts. Subsequently, Enterprise exercised with
the French Clemenceau CVBG, including “Sledgehammer”
operations, a Silkworm missile attack simulation and aerial
gunnery (28-29 April).
The first “feet wet” Iranian
maritime aerial patrol since the U.S. retaliation on the
18th, occurred when an Enterprise F-14A intercepted an
Iranian C-130 over the Gulf of Oman, on 30 April 1988. For
the most part, April proved to be the busiest month of 1988,
with 1,522 day and 439 night aircraft launches, and 1,297
day and 665 night recoveries.
Enterprise completed an Earnest
Will mission on 1 May, supporting two outbound tankers and
their two escorts, as well as hosting a visit by Ambassador
Montgomery and the Omani CNO. The next day the carrier
completed another Earnest Will mission, supporting three
inbound tankers and two escorts.
Russian aerial monitoring of the
ship and her operations renewed with the interception of a
May flying out of Aden, on 4 May 1988. Two days later,
Enterprise conducted an Earnest Will mission, supporting two
tankers and their two escorts. Catapult No. 1 logged its
96,000th shot, on the 7th. Rear Admiral Less visited
Enterprise on 10 May, to present Combat Action Awards to men
of VA-95 who had distinguished themselves during Praying
Mantis.
The ship completed her last
Earnest Will mission of the deployment, on 13 May 1988, her
planes intercepting an Iranian P-3F over the Gulf of Oman.
The next day, several F-14As flew into the Strait of Hormuz
to assess the aftermath of a “large-scale” Iranian attack on
tankers southwest of Larak Island. As the Iranians continued
to test American resolve, planes from Enterprise intercepted
an Iranian C-130 on the 16th, and a P-3F the next day. The
“Big E” was relieved by Forrestal (CV-59) 18–20 May, and as
she egressed from the area, the carrier continued to be
monitored by the Iranians, another P-3F being intercepted by
an F-14A in the vicinity of the southern coast of Iran, on
19 May.
Guided missile frigate Jack
Williams (FFG-24) distinguished herself against the Iranian
fleet in the targeting role during Praying Mantis, utilizing
her embarked SH-2Fs, HSL-32 Det 2, the first U.S. helos in
the region with two door-mounted M-60 machine guns, infrared
detection system and a missile detection and jamming system.
As the Iranians took reprisals, carrying out two days of
attacks against neutral merchant ships attempting to sail in
the southern Persian Gulf, Enterprise conducted a SAG escort
mission, sending A-6Es and A-7Es into the Strait of Hormuz
in support of Jack Williams, which was protecting ships, on
20 May 1988.
Rear Admiral “Snuffy” Smith,
ComCarGru-6, visited Enterprise to complete the “turnover”
as the ship prepared to leave the region; coming about from
the region at 1515 on 21 May 1988; the carrier then headed
across the Indian Ocean and chopped to the 7th Fleet. While
in the Indian Ocean, she had the opportunity to track an
Indian Kilo class submarine. Later, Enterprise participated
in INDUSA XI , a PassEx with the Indonesians consisting of
low level aerial runs over Sumatra, 25–27 May, during which
her planes also tracked an Indonesian Type 209 class
submarine. The carrier hosted groups of Indonesian and
Malaysian visitors on board as she transited the Malacca
Strait on the 28th.
As Enterprise crossed the South
China Sea, she noted no “Soviet reaction,” either from
planes based at Cam Rahn Bay or from an AGI stationed in the
vicinity of the Spratley Islands (29–31 May 1988). On the
31st, the ship also conducted carrier qualifications for
VRC-50, then visited Subic Bay, the first liberty for the
crew in 75 days (1–4 June).
Standing out of Subic Bay on the
5th–6th, Enterprise steamed toward Hong Kong. An S-3A from
VS-21, however, crashed immediately after being launched,
killing three of the four crewmembers: Commander Robert
Anderson, squadron CO, and Aviation Warfare Systems Operator
2nd Class David Stentrom, whose bodies were recovered;
Lieutenant (jg) Charles Roy, lost at sea; and Lieutenant
(jg), who escaped with “minimal injuries.” The ship’s motor
whaleboat was launched and utilized during the recovery of
the fourth crewmember and the SAR swimmers.
Following a visit to Hong Kong
(6-10 June 1988), Enterprise sailed for the northern
latitudes; she conducted an ASW exercise on the 12th–13th,
and DACT with the USAF and the Japanese on the 13th.
Enterprise anchored off Pusan, Republic of Korea (14–17
June), before she sailed for home. The carrier conducted ASW
exercises and flight operations, transiting the Tsugaru
Strait (18–19 June), and conducted a weapons exercise
against a Japanese SAG. Fog cancelled flight operations from
the 19th–20th, and the ship chopped to the 3rd Fleet on the
20th. No sooner did the fog clear, however, than a Bear D
was intercepted as it transited northeast from
Petropavlovsk. Soviet air activity, including Backfires from
Alekseyevka and Badgers from Petropavlovsk, became
“moderately heavy” despite intermittent fog, 21–22 June.
The next day, Enterprise
conducted a weapon exercise with Carl Vinson in the Gulf of
Alaska, the latter steaming 400 NM northeast of the
Enterprise. The weather proved “very bad,” with “quick
deterioration,” ice fog, fog, heavy winds and high seas.
Vice Admiral Fetterman was on board on the 26th, VA-95 and
VAW-135 also flying off to NAS Whidbey Island, Wash. Two
days later the carrier welcomed almost 1,100 Tigers on board
while moored at Seattle.
Clearing that port on 29 June
1988, Enterprise held an air show while en route to her home
port, with a “Steel Beach Picnic” on the 30th; the airwing
began its fly off on 1 July. Enterprise returned from her
deployment to Alameda on 2 July 1988.
Following standdown, she
facilitated FRS and Carrier qualifications for active duty
training of CVWR-30, 10–14 August 1988. The ship recorded
her 270,000th arrested landing on 14 August, the last day of
that period of work. Promoting voter registration, Reverend
Jesse Jackson visited the ship on the 20th, and Enterprise
offloaded 813 pallets of ammunition the next two days on two
12 hour underway replenishments.
Captain Spane made his 1,000th
arrested landing on board the ship in an A-7E while she was
steaming off the southern California operating area, on 24
August 1988. Enterprise held her Annual Dependent’s Day
Cruise two days later, when she hosted over 2,400 guests and
provided them a picnic in the hanger bay, a USO show, five
bands and an air show.
From 1 October 1988–10 April
1989, Enterprise completed an SRA at Alameda, “early work”
beginning on 16 September. Among the services completed was
overhaul of all four catapults and modifications to the
RIM-7M missile system. During 1988, the airwing had
accumulated 20,903 flight hours, the ship also transitioning
E-2C support from AN/USM-247 VAST to AN/USM-467 RadCom.
Throughout her SRA, Enterprise lay moored at Alameda. She
conducted pre-flight deck certification, 9–12 January 1989,
40 flight deck sailors cross-decking to Carl Vinson for
refresher training, 25 January–2 February. In March, the
nonskid for the entire hanger deck was replaced. Enterprise
completed the SRA on 10 April, the Fleet Training Group
inspected her the next day. Additional training and
inspections while in port followed.
Ultimately, Enterprise stood out
of Alameda for post-SRA sea trials and carrier
qualifications in the southern California operating area,
13–28 April 1989. On two separate underway replenishments
with ammunition ship Pyro (AE-24), Enterprise onloaded 805
and 148 pallets of ammunition, respectively, on 19 and 20
April. She repeated the procedure on 5 June, loading 142
more pallets from Mount Hood (AE-29).
Enterprise received the Battle
“E” from Vice Admiral Fetterman on 27 April 1989, mooring at
North Island, 28 April–1 May, anchoring at Coronado Roads on
the 2nd, and again on the 9th.
Enterprise completed refresher
traning in the southern California operating area, including
air defense against naval aircraft, B-52s and North America
B-1A Lancers, and tactical maneuvering with battleship
Missouri, 1–13 May 1989. She then completed ReadiEx 02-89 in
the southern California operating area, conducting carquals,
tactical exercises and cyclic flight operations with BG
Foxtrot and Japanese units, 5–30 June. The crew enjoyed the
opportunity of participating in the creation of the motion
picture “The Hunt for Red October,” when Paramount Studios
filmed scenes on board, 8–9 June.
Enterprise later took part in
ComptuEx 89-4, including mock raids from “multiple aircraft
in a hostile electromagnetic operating environment,” and
from the Japanese, 19–26 June 1989, followed by her Advanced
Training Assessment (ATA), including CIWS and missile
firings, 27–29 June. Shortly thereafter, on 30 June, CNO
issued homeport change information, assigning Norfolk as
Enterprise’s home port effective 15 April 1990
Subsequently, Enterprise
participated in ReadiEx 89-4A, 25 July–16 August 1989,
working in scenarios that included multiple raids,
communications jamming and radar jamming. Although two men
were lost overboard on the 29th, both were recovered
uninjured.
Ultimately, Enterprise deployed
from Alameda for World Cruise 89–90, on 17 September 1989.
CVW-11 was again embarked, with the same composition as the
previous deployment. Rear Admiral Strasser, ComCruDesGru-3,
was Commander, BG Foxtrot, while Captain Linton Wells, II,
ComDesRon-21, commanded the other ships of the group.
Enterprise transited to Cape Flattery Operations Area to
rendezvous with 3rd Fleet forces, including Carl Vinson and
Constellation, for PacEx 89, a joint large-scale training
evolution involving U.S., Japanese and ROK forces. Dual
carrier operations were conducted with “real time”
coordination used to “resolve air traffic control airspace
conflicts.” However, northern latitudes “complicated” the
exercise with “adverse weather and sea states.”
Enterprise transited the northern
Pacific, steaming northwesterly courses, skirting the
Aleutians. Conducting her transit in EmCon, she relied
heavily upon EW information in lieu of radar to track Soviet
aircraft. A man fell overboard on 22 September 1989, though
being recovered without injury. Chopping to Com7thFlt
operational control, on 1 October, the ship spent the entire
month operating in the vicinity of Japan and South Korea.
The “Big E” participated in AnnualEx 01G, Tandem Alley and
Valiant Blitz 89 with the Carl Vinson, Missouri and New
Jersey (BB-62) battle groups, together with the Japanese.
Enterprise conducted open ocean
AAW exercises, together with an opposed transit, ASUW and
support of amphibious operations, though interrupted by
“near daily” Soviet aerial reconnaissance flights. From 1–7
October 1989, she operated off Hokkaido, Japan, then off
Okinawa, 8–14 October. Admiral Huntington Hardisty, CinCPac,
visited the ship during that period, on the 11th. On the
14th, Enterprise steamed in a joint U.S. and Japanese
formation of 48 ships, including Carl Vinson, Missouri and
New Jersey, hosting over 300 Japanese and ROK dignitaries
and military personnel, and conducting a fire power
demonstration.
Russian interference increased
during Valiant Blitz 89, 15–28 October 1989, as Enterprise
transited the Strait of Tsushima into the Sea of Japan, her
proximity to Soviet air bases reducing range and flight
time. Almost “daily,” Russian flights included “anti-carrier
exercises” against the force, once involving a huge
simulated strike of at least 34 Badgers. Enterprise steamed
off the east coast of South Korea, supporting amphibious
landings, altogether accumulating 45 continuous days at sea.
Enterprise came about on 28
October 1989 and then proceeded, via the Luzon Strait, to
Hong Kong, where she enjoyed “good weather and a quiet
anchorage” (31 October–5 November). Clearing the Crown
Colony, she then conducted carquals and cyclic flight
operations in support of Cope Thunder, a joint Navy and USAF
power projection exercise west of Luzon, before mooring at
Cubi Point on 11 November.
Less than a fortnight later,
Enterprise cleared Subic Bay to evade Typhoon Hunt (21–23
November 1989), returning on the 24th as the storm passed
over northern Luzon, avoiding Subic. Upkeep, carquals, and
training with Midway followed.
Transiting Verde Island South
Passage, Enterprise entered Tayabas Bay for “near land
operations” (30 November–1 December 1989). Tayabas Bay
proved a “demanding” operating area, requiring special
procedures with “modifications to accommodate the close
proximity to mountainous terrain which made standard carrier
approach procedures unusable.”
Enterprise returned via Verde
Island North Passage and Calavite Passage to Leyte Pier on 1
December 1989, but a contingency sortie began soon
thereafter due to an attempted Filipino military coup d’état
against the Philippine government. Enterprise cleared the
harbor in barely an hour, rendezvousing with Midway for
Operation Classic Resolve, supporting the regime in Manila
and preparing for the possible evacuation of Americans.
Steaming with BG Alpha at Banca Station off the west coast
of Luzon, the carriers stood by, launching Hawkeyes
providing “continuous” radar coverage of the Manila Bay
area.
During the second of two underway
replenishments conducted during Classic Resolve, a nighttime
transfer of 90 pallets of cargo with the MSC-operated combat
stores ship Spica (T-AFS-9) on 7 December 1989, a group of
small Filipino fishing vessels suddenly appeared ahead. Both
Enterprise and Spica conducted emergency breakaways, the
latter coming too close as the ships slowly turned together
to port. Both ships “compensated in an opposite direction,”
opening rapidly, and quick thinking by Enterprise’s
Boatswain’s Mate Senior Chief Everett averted further damage
or casualties by approaching a rig from behind the padeye
and releasing the pelican hook, causing the entire rig to
carry away, “bouncing once near the deck edge before going
over the side.”
With the resolution of the crisis
in the Philippines, meanwhile, Midway came about for her
homeport of Fleet Activities, Yokosuka, Japan, Enterprise
returning to Cubi Point, 8–10 December 1989, before she
continued with her deployment to the Indian Ocean.
Enterprise next visited Pattaya Beach, Thailand (14–19
December).
Enterprise next visited
Singapore, completing two underway replenishments en route,
one with ammunition ship Kilauea (T-AE-26) on 20 December
1989, offloading 21 pallets of ammunition before outchopping
from the Pacific Fleet for the last time for many years.
Upon arriving in Singapore, the ship dropped anchor in Man
of War Anchorage, 22–28 December. While there she was joined
by ships of New Jersey’s BG Romeo, returning from the Indian
Ocean.
At approximately 1700 on
Christmas Eve, 1989, the quartermaster reported Enterprise’s
position to be outside of her drag circle. The afternoon
tide shift and 20 knot winds had swung her to the west of
the anchorage and over the next two hours caused the carrier
to drag anchor approximately 120 yards toward cruiser Lake
Champlain (CG-57), anchored about 600 yards away. Slow
dragging continued, so that after the captain’s return by
gig at 1830, Enterprise weighed anchor and shifted into the
eastern half of the original anchorage. Alert watchstanders
had prevented what would almost certainly have been a
collision, with dire results in those crowded waters.
Standing out of Singapore,
Enterprise transited the Strait of Malacca, conducting
“coordinated operations” with the Malaysian Navy, 28–29
December 1989. The ship transited the Nicobar Strait into
the Bay of Bengal, en route to Diego Garcia, 29–31 December
1989, conducting one of her last evolutions of the year --
an underway replenishment of 187 pallets of food from combat
stores ship Niagara Falls (AFS-3) on the 30th. Commander
Eckstein and Hospital Corpsman Master Chief Rosario then
flew to destroyer Hewitt (DD-966) for an overnight medical
“assist visit.”
Battle Week exercises highlighted
early-to-mid January 1990, including air-to-air missile
shoots in the vicinity of Diego Garcia (4–8 January 1990).
Rear Admiral Strasser flew ashore to Diego Garcia on the
3rd, returning to the ship on 16 January. After extending
Battle Week into the morning of the 9th, Enterprise came
about that afternoon for the northern Arabian Sea.
Enterprise crossed the equator on
10 January 1990, “cleansing” herself of 2,800 pollywogs.
Chopping to CJTFME on 12 January, she hosted a visit by U.S.
Ambassador to Bahrain Charles Warren Hostler on 14 January.
Her Tomcats intercepted an Iranian P-3F on 15 January, and
Wichita (AOR-1) combined with a C-141 for a unique resupply
on the 16th and 27th–28th. The ship participated in William
Tell operations in the northern Arabian Sea, 22–28 January.
“Diplomatic clearance” was cancelled for al Masirah airhead
by the Omanis (though no reason was given), on 23 January.
Nonetheless, Enterprise few TARPS reconnaissance missions,
supported by a USAF Boeing KC-10 Extender. Additionally,
while conducting Earnest Will convoy operations, the ship’s
“EW Module” was the primary means of identifying both
Iranian reconnaissance planes, and the many commercial
aircraft continually transiting the skies in the area.
Although conducting reduced
flight operations, Enterprise remained alert, a status
demonstrated impressively as the ship attempted to have a
“steel beach” picnic on 25 January 1990. Detecting a plane
flying south out of Iran, approaching the carrier on a
direct interception course, the ship went to general
quarters and vectored her alert CAP toward the intruder. The
stranger, a Soviet Cub, veered off and passed Enterprise 38
NM to the west.
Beefsteak 704, an S-3A, diverted
to al Masirah due to a “degradation” of flight controls, on
27 January 1990; two days later, the C-1A flew off to al
Masirah to test and finish installation of internal fuel
tanks, before repositioning to Diego Garcia. Anchoring at al
Masirah on noon of the 30th, Enterprise remained in the area
with Long Beach to recover Beefsteak 704, while SAG Foxtrot,
comprising Hewitt, Berkeley, Bagley, Rathburne, Niagara
Falls and Ponchatoula, “formed up” under Captain Wells to
begin steaming east to outchop the northern Arabian Sea,
Wichita detaching by southerly courses toward Diego Garcia.
Recovering Beefsteak 704, together with mechanics via a Sea
King, in the middle of the afternoon watch on the 31st,
Enterprise and Long Beach stood out of al Masirah,
outchopping from the north Arabian Sea at the end of the mid
watch on 2 February.
The next day, 3 February 1990,
Enterprise put on speed to “get ahead” of two typhoons,
canceling flight operations and maintaining an SOA of 27
knots. By the 4th, the typhoons “were no longer a factor,”
though maintaining the speed, just in case, also learning
that no more COD flights would be available until 2 March.
Two days later (6 February), the ship finally held her
“steel beach” picnic, an event impossible soon thereafter as
high winds and rain predominated during her passage around
the Cape of Good Hope en route to Brazil, often forcing
cancellation of flight operations.
Chopping to Com2ndFlt overnight
on 11 February, the ship experienced a narrow brush two days
later when a helo reported a “mine” floating in the water.
An EOD team boarded a second helo to reach the scene, but
discovering that they did not have film to photograph the
object of their interest, prompting a new Enterprise rule:
“all helos will be photo capable.”
Enterprise anchored at Rio de
Janeiro (18–22 February 1990), her first liberty port in 52
days. Underway from Rio on the 23rd, the ship steamed
northerly courses, aeromedically evacuating a patient from
Long Beach on the 25th, flying him on the next day to the
naval hospital at Roosevelt Roads, Puerto Rico.
Following a week of flying in the
Puerto Rican Operations Area, including E-2C and S-3 drug
interdiction alerts on 2 March 1990, Enterprise visited St.
Thomas (5–9 March). Standing out of that port, the first 30
aircraft from CVW-11 flew off on 10 March, making room for a
key ammunition offload. The ship slipped into Port
Everglades Anchorage, off Ft. Lauderdale, Fla., embarking
over 1,200 male dependents, on 12 March, flying a
“spectacular” air show for the Tigers, the last aircraft
flying off on the 14th. Prior to entering her new home port,
Enterprise conducted an ammunition offload with carriers
Saratoga and Theodore Roosevelt and ammunition ship Santa
Barbara (AE-28), off the coast of Florida.
Enterprise returned from her
World Cruise 89–90 to Norfolk, Va., on 16 March 1990. All
aircraft that started the deployment returned safely home
after completing 8,410 launches and recoveries.
Enterprise conducted a fast
cruise on 7 May 1990, and then got underway for independent
steaming exercises (9–16 May) On 4 June, she completed
another fast cruise, followed by carquals off the Virginia
capes (6–15 June). Accomplishing a fast cruise on 9 July,
the carrier then stood out for further carquals from the
11th–18th. On 20 July, a “superb” Dependent’s Day Cruise
airshow proved a “fitting wrap-up” to the last fixed wing
air flight operations scheduled on board until 1994.
Following a fast cruise on 6 August, Enterprise conducted
additional training (8–14 August) at sea. Enterprise shifted
berths, moving over to Newport News Shipbuilding and Dry
Dock Co., 18 days ahead of schedule to avoid Hurricane Lili,
on 12 October.
Most of the crew onloaded
Floating Accommodation Facility (FAF), a $20 million barge
fitted with berthing, galleys, office space and medical
facilities (1–5 November 1990), cutting the ribbon
establishing FAF during a ceremony on the 8th. During a
reception at The Mariner’s Museum, Hampton, Va., sponsored
by the local Chamber of Commerce, the day was declared “USS
Enterprise Day” by the mayors of Newport News and Hampton,
on 14 November. Also in November, Enterprise sent six deck
department petty officers to the amphibious assault ship
Tarawa (LHA-1) for six months in support of Operations
Desert Shield and Desert Storm.
History: 1991-1995
On 17 March 1991, FAF was moved
to Slipway 10, positioned next to Enterprise “in support of
the Complex Overhaul/Refueling.” During 1992, Enterprise
sent men from the air department to operational carriers,
where “senior personnel honed their ABH skills,” and
undesignated airmen were introduced to the “challenges” of
working on a dangerous flight deck. Two detachments went to
John F. Kennedy (CV-67) in March and May, three to Dwight D.
Eisenhower (CVN-69) in June, September and November, and one
each to George Washington (CVN-73) and Theodore Roosevelt in
October.
Enterprise was transferred to
AirLant on 1 October 1992, and the ship was towed from Dry
Dock No. 11 to Pier 2, both at Newport News Shipbuilding and
Drydock Co., on 14 December 1992. She was followed by FAF,
which shifted berths from Dry Dock No. 10 to Pier 2, across
from the carrier, three days later.
During the overhaul, V-1 and V-3
divisions were combined until August 1993, when the hangar
bay division was re-activated. All four catapults were
overhauled, while improvements made to the flight deck
included the fabrication and installation of all 194 flight
deck safety nets, as well as the application of non-skid,
covering 194,332 square feet of the flight deck, the latter
between May–September 1994. Her crew performed an “overhaul
and replacement” of the flight deck and hangar bay aircraft
engine starting stations in four months, eight months less
than the shipyard estimate, saving over $200,000. They also
“rewired and overhauled” the flight deck lighting system on
their own, saving over $70,000 when compared to the shipyard
bid.
Enterprise sent some men to other
ships for ongoing training in 1993, including 18 members of
the air department to America, John F. Kennedy and George
Washington, members of the communications department to
George Washington, and sailors of the deck department to
George Washington, Theodore Roosevelt and Merrimac (AO-179).
Following the collapse of the
East Bloc and the corresponding lessoning of Cold War
tensions, however, Congress issued a mandate for the Navy to
“drawdown,” or reduce its force. In 1994, Enterprise offered
“Early Out,” a fleet-wide program allowing service members
to terminate their active duty commitment, nearly 20% of the
crew taking advantage of the program, with approving
authority given by the commanding officer.
New CIWS Block 1 “low-profile”
gun mounts 23 and 24 were installed, and both MK 57 Mod 3
NATO Sea Sparrow systems were refurbished by Raytheon Co.,
Virginia Beach, Va. In 1993, Combat Systems Fire Control
Division was re-activated as an Operations Division. The
AN/SPN-46 ACLS Radar, “the new final approach radar,” was
installed, and additional systems overhauled were the
AN/SPS-64 Navigation, AN/SPS-67 Surface Search, AN/SPS-49
Air Search, AN/SPS-43 Marshalling and AN/SPS-48C 3D Radars.
These were the principal radar systems with which she
operated into the 21st Century. To better enable the OI
division to prepare for returning Enterprise to her natural
element, the open sea, sailors of that division combined
with those of the navigation department for two small
cruises with the Naval Academy’s self-propeller patrol craft
(YPs), building shiphandling, radar and visual navigation
skills. During one such trip in March 1993, the craft was
navigated from Annapolis harbor down Chesapeake Bay to NB
Norfolk, making daily trips from there out to sea.
One of the most important changes
to Enterprise’s capabilities since commissioning was the
installation of a Local Area Network (LAN), involving the
running of “thousands of feet” of cable, both coaxial and
fiber optic. A “very labor intensive project,” departments
relocated from FAF to the ship, then moved from space to
space within her. In addition, SITE 501 CCTV cable was
distributed throughout the ship, and the Navy Standard
Teletype (NST) was installed in the main Communications
Center. Installing the CCTV system included over 50,000 feet
of cable and more than 1,000 television cable “drops,” as
well as 450 new television sets, enhancing the ship’s
ability to hold training. Also overhauled was the AN/UQC-1
Underwater Telephone System.
A valve barge was moored near
Enterprise, playing “a vital role in the overhaul.” The crew
made a “herculean effort” to complete her yard period, which
ended on 27 September 1994. Enterprise then conducted sea
trials, including a four-hour full power run, over the
succeeding three days, before returning to Norfolk on 30
September. Following her trials, Enterprise conducted a
shakedown cruise (12–26 October), during which she recovered
aircraft for the first time since her overhaul began. Some
116 pilots “CQ’d” -- 57 from CVW-8 and 49 from CVW-1,
completing 901 traps, 659 day and 242 night.
Enterprise held a Family and
Friends Day Cruise on 5 November 1994, followed by
independent steaming exercises for training, 8–22 November,
cut short by heavy weather caused by Hurricane Gordon. A
total of 69 pilots from CVW-17 CQ’d, completing 655 traps,
460 day and 195 night. Standing out for further carquals,
6–16 December, 57 pilots completed 55 day and 23 night
arrested landings, together with 34 pilots from CVW-20
accomplishing 784 traps, 690 day and 94 night. During these
four underway periods, she launched and recovered over 2,500
aircraft. Throughout 1994, Enterprise enabled 240 pilots to
complete carquals with 2,340 arrested landings, 1,809 day
and 531 night. The ship also concluded “numerous” ASW
exercises with SH-60Fs from HS-15 and attack submarines
Albany (SSN-753) and Baltimore (SSN-704). Distinguished
visitors to the “Big E” during 1994 included CNO and several
cast members of the Star Trek and Babylon Five television
shows.
Enterprise commenced a PSA/SRA at
Newport News on 23 January 1995. Among the installations
accomplished were the AN/SLQ-25 Nixie towed torpedo decoy
and the AN/SLQ-32(V)4 EW suite, the AN/WLR-1H(V)5 being
upgraded. The Quad Dama UHF satellite transceiver and SeaTel
satellite television systems were some of the installations
made to enhance the ship’s communications, together with a
video teleconferencing system. The ship made a “Dead Stick”
move to Norfolk, on 7 July. Returning to sea for sea trials
and independent steaming exercises (ISE), Enterprise
completed her first cyclic flight operations in almost five
years, 14–21 July.
Designated as Combined ASW
Commander, the Enterprise CVBG completed no less than eight
ASW exercises with fleet ballistic missile submarines James
K. Polk (SSBN-645) and West Virginia (SSBN-736), attack
submarines Albany, L. Mendel Rivers (SSN-686), Narwhal
(SSN-671), Norfolk (SSN-714), Philadelphia (SSN-690) and
Pittsburgh (SSN-720), cruiser Gettysburg (CG-64), destroyer
Briscoe (DD-977), frigate Klakring (FFG-42), VS-30, HSs-3
and 15, and VPs-5, 16, 24 and 26. Additionally, Enterprise
received a “last minute” request from CVW-1 to facilitate
their carquals in time for the wing’s Med deployment on
board America, standing out to enable the pilots to attain
readiness for overseas operations, 25–27 August.
During Enterprise’s Family and
Friends Day Cruise on 16 September 1995, an aerial
demonstration was staged for her “thousands of guests.”
Standing out for additional training, 8–15 September, the
“Big E” enabled 166 FRS pilots to complete carrier
qualifications on board. A fire power and weapons capability
demonstration was conducted for a visit by NATO Defense
Ministers, 4–9 October, after which Enterprise then visited
Ft. Lauderdale, Fla., 9–12 October, clearing the harbor to
conduct ISE off the Jacksonville and Virginia capes
operating areas, from the 12th–14th. An “extensive”
ammunition offload was completed at sea utilizing CH-46s and
experimental K-Max helicopters, 20–22 October.
Enterprise then accomplished a
brief ASW training period (20–22 November 1995). Later, a
total of 52 aircraft from CVW-17 operated from her decks (30
November–2 December), the “largest contingent” on board
since she entered the shipyard in 1990, 115 pilots
completing carquals. The ship also assumed duties as the SAR
Coordination Center while at sea, as such assisting in a
joint USCG and Navy night rescue of the crew of sailing
vessel Knight Sound, foundering approximately 100 miles off
of the North Carolina coast.
That fall, the Joint Maritime
Command Information System (JMCIS), the “central” piece of
Enterprise’s vital Command, Control, Communications,
Computer and Intelligence (C4I) suite, was installed, while
CVIC was “filled with computers” to support strike planning
and photographic intelligence, while the Tactical Flag
Command Center was upgraded, giving embarked staffs the
ability to monitor and coordinate the entire battle group.
Ready Room A was converted to the Joint Forces Air Command
Center (JFACC), allowing Enterprise to coordinate the kind
of air operations seen during Operations Desert Shield and
Desert Storm.
During 1995, Enterprise recorded
6,879 fixed wing aircraft traps, 5,250 day and 1,629 night,
together with 760 helo landings, 599 day and 161 night,
facilitating over 600 pilot qualifications. In addition,
there were 3,877 launches from the bow catapults, with
Catapult No. 1 surpassing its 110,000th shot.
Conditioning hikes on the flight
deck by the ship’s marine detachment were a routine
occurrence, but on 13 August, 14 and 16 September and 10
December 1995, the leathernecks also performed fast rope
exercises in Hangar Bay 1, and with HS-17 on the latter
date. Fast-roping had become necessary to rapidly deploy the
marines in CSAR and similar disaster response situations–and
in a changing world–to conduct Visit, Board, Search and
Seizure (VBSS) of vessels suspected of smuggling to
terrorists, as well as of pirates and slavers. In February
1996, the ship’s marines would perform the first of nine
VBSS exercises with SEAL Team 8 this year, to fast combat
stores ship Supply (AOE-6), additional ships in the later
exercises including Bradley, Klakring, destroyer Mitscher
(DDG-57) and oiler Kanawha (AO-196).
Enterprise also remained in the
forefront of naval research by being used as a “platform to
gather data on a state-of-the-art Infrared Optical Aircraft
Tracking System,” for application in the future design of
aircraft carriers.
During 1995, the at sea fire
party spent two weeks in Alabama on board ex-Shadwell
conducting practical damage control evaluations for Naval
Research Labs and Naval Sea Systems Command (NavSea). Due to
their “professionalism,” the team was the first of several
teams from Fleet commands to be invited back. Enterprise
hosted 21,029 visitors during 1995.
History: 1996-2000
Enterprise conducted ISE off the
Virginia capes (10–17 January 1996), then spent most of
February at sea, including CompTuEx Phases I and II, 21
February–1 April. The deck department’s expanding the number
of underway replenishment teams from two to four enabled
Enterprise to refuel and handle cargo “concurrently.”
Enterprise pulled into St.
Martin, Netherlands Antilles, 1–4 March 1996, after which
she visited Port Everglades, from the 18th–21st. In April,
the ship received three boat dollies from America as that
carrier prepared for decommissioning, and steamed off the
Virginia capes for ORSE, 2–5 April. No less than 21 U.S. and
24 British vessels participated in “simulated war scenarios
and battle problems” in Combined Joint Fleet Exercise
(CJTFEx) off the east coast, 16 April–16 May, CVW-17
performing “at a feverish pace.” In May, the ship became a
test platform for an experimental paint designed to prevent
rust streaking, which the ship’s company applied prior to
deployment. Enterprise also converted her ships control
displays from analog to digital, and integrating control
inputs. However, she also had to stand out for HurrEx 96 (28
May–5 June).
Ultimately, Enterprise deployed
from Norfolk on 28 June 1996. During TransLant 96, an ASW
exercise, she coordinated “waterspace,” developing and
testing undersea warfare (USW) tactics. Admiral Smith, CNE,
and Vice Admiral Abbot, Com6thFlt, led a NATO entourage on
board, at the beginning of the ship’s participation in
Operation Decisive Endeavour, 16–22 July. Coming about from
the Adriatic, she pulled into Palma de Mallorca, Spain,
25–29 July. Lieutenant General Liener, Chief of Staff of the
Swiss Army, visited the ship, on 2 August.
Upon entering Cannes, 5–9 August
1996, Enterprise’s “anchoring skills were put to the test,”
as the depth was four times deeper than that previously
experienced by this crew, requiring “an extremely vigilant
anchor watch,” the anchor holding “firm.” Her sailors and
marines discovered that things had changed since the ship’s
last visit to Soudha Bay, and “much preparation went into
this overnight stay.” Limited Greek services for so large a
ship meant that she required the assistance of extra tugs
from Piraeus for the visit, 13–14 August.
Clearing Soudha Bay, Enterprise
then participated in Juniper Hawk, a 6th Fleet exercise,
from 22-29 August 1996. While in the Med, Enterprise was
responsible for maintaining the “entire Med sub-surface
picture” for the battle group staff. Additional
communications systems installed, including Linked
Operations Centers Europe (LOCE) and Global Broadcast System
(GBS), enabled communication with other European Command
(EuCom) assets. In particular, this deployment validated two
systems: JMCIS, considered to be the “most useful systems
tool,” and Joint Service Imagery Processing System-Navy
(JSIPS-N), which “revolutionized afloat imagery processing
procedures.” JSIPS-N was “so significant” that Enterprise
became the national imagery processing facility for shore
facilities, later including Naval Command, Central Command
(NavCent), lacking this capability, enabling images formerly
not available for days to be processed in hours. She also
obtained battle force e-mail capabilities by the
installation of a server and two client computer systems in
Radio Central and Flag Operations. And while steaming in the
Med, she completed a “colossal” underway replenishment of
over 300 pallets. Many crewmembers in this deployment
participated in community outreach projects ashore through
Enterprise’s “attitude of gratitude,” sponsored by her
Religious Ministries Department.
Supply Department’s Advanced
Beach Detachment flew into Haifa, Israel, prior to
Enterprise’s visit. However, the carrier’s intended
anchorage was already occupied by another ship, imposing
unnecessary delays, Enterprise anchoring three times before
“settling” on the final position almost three miles from
shore. Running the liberty boats ashore through the
unprotected anchorage in what was often heavy surf proved a
challenge for her coxwains, but as they gained handling
experience, “less damage was inflicted on the boats.” Prime
Minister and Mrs. Benjamin Netanyahu of Israel visited
Enterprise, on 26 August 1996.
Clearing Haifa, Enterprise came
about for a visit to Ródhos, 30 August–4 September 1996,
then steamed into the Adriatic to again support the “No-Fly
Zone” over Bosnia-Herzegovina. With increasing tensions in
the Persian Gulf, however, due to repeated Iraqi violations
of UN sanctions, Enterprise received word of her deployment
to the north Arabian Sea a month ahead of her intended
schedule. Consequently, the onloaded over 200 tons of
material and mail as logistics flights increased while
clearing out supplies at Sigonella, accomplishing their
“biggest” underway replenishment of the deployment -- over
450 pallets.
Enterprise then “sprinted” from
the Adriatic Sea, 12–19 September 1996. With her Advanced
Beach Det stopping in Hurgada, Egypt, to facilitate
logistics, the ship transited the Suez Canal on the 15th,
continuing at an SOA of 30 knots through the Red Sea and
into the Indian Ocean.
Upon entering the Arabian Gulf,
Enterprise integrated into the 5th Fleet, providing
“real-time targeting coordination and traffic deconfliction
in support of all warfare commanders.” In addition, all
“non-organic assets” within the vicinity of the Enterprise
CVBG were identified and monitored. Vice Admiral Fargo,
Com5thFlt, came on board the ship on the 5th as she
participated for the first time in Operation Southern Watch
(OSW), since she had been in overhaul during the first
several years of the operation.
While in the Indian Ocean, ice
usage “skyrocketed,” forcing Enterprise to institute a
conservation program for that cold commodity. The “monotony
of patrol” was broken by a visit to Sitrah Anchorage,
Bahrain, where the anchor dragged “for a while before it
buried in the sand” in the shallow anchorage, 7–11 October
1996. Enterprise claimed this to be the first visit by a
nuclear powered carrier to that port, and despite “calm
seas,” boating proved difficult due to the 5,000 yards that
lay between the ship and Mina’ Salman pier. Former Secretary
of State James Baker and his wife, accompanying the Crown
Prince of Bahrain, visited the ship on the 9th during her
stay. Sadly, by month’s end tragedy visited the ship, when a
helo from HS-15 was lost at sea, with the loss of the
three-man crew, on 25 October.
Mooring at Jebel Ali, U.A.E. (4–8
November 1996) proved not as rewarding for many crewmembers
as other ports had been, in that though her Beach Detachment
had made every effort to transform the shore compound into
“a social area,” the crew found themselves restricted to the
base complex. While there, the ship was visited by the Crown
Prince of Jebel Ali.
After participating in
Multi-national GulfEx 97-1 (10-12 November 1996), Enterprise
headed toward the Med; her transit of the Suez Canal proved
“uneventful,” on 25 November, and she anchored Thanksgiving
Day at Naples, where she was visited by General
Shalikashvili, Chairman of of the JCS, and his wife.
Inclement weather and “rough seas,” however, forced boating
to be cancelled for the first three days, providing the
ship’s food service division with the unexpected dilemma of
serving double the number of expected Thanksgiving meals
with only two hours notice, requiring 4,500 “rations.”
Despite the weather, however, a daily average of six
logistics helos maintained enabled the ship to maintain a
posture of readiness.
Enterprise sailed for home on 5
December 1996, embarking 676 Tigers at Bermuda for their
cruise, (18–20 December), ultimately returning to Norfolk
five days before Christmas of 1996, welcomed back by
Secretary of the Navy John Dalton. Over 8,000 aircraft
sorties had been flown from Enterprise during the
deployment. The ship had steamed over 50,000 NM, holding 29
sea details while visiting 14 ports. The ship’s power plants
team issued 57 aircraft engines and completed 21 engine
cannibalizations, including the first time that the
F404-GE-400 and F110-GE-400 engines were run on the test
cell. As such, the team also mounted a GTC-100 Air Turbine
Starting Unit in the cell, the “prototype installation” for
all other carriers in the Fleet. Concerns over A-6E and
EA-6B rudder actuators meant that all 18 Intruders and
Prowlers on board were tested accordingly. In addition, for
the first time, “repair capabilities” for fixed wing Night
Vision Goggle (NVG) Sensors and Helicopter Aviators’ Night
Imaging System (ANVIS) were established. A total of 13,837
sorties were flown from Enterprise in 1996, culminating in
25,060 flight hours, and 13,198 traps, 8,150 day and 5,048
night, with one barricade, were recorded, together with
14,104 catapult launches. Approximately 30,700 visitors were
on board during the year.
Following her post deployment
standdown, Enterprise completed three days of carrier
qualifications in January 1997, logging over 200 launches
and recoveries. Despite inclement weather, Enterprise then
offloaded all remaining ordnance, including 1,179 tons of
precision guided munitions (PGMs), with Seattle (AOE-3)
during “an intense” at sea transfer, 22–24 January.
Following the offload, she spent most of the first half of
1997 in an Extended Selective Restricted Availability (ESRA)
at Newport News Naval Shipyard, beginning on 28 February. An
“aggressive” work package included a complete renovation of
all four catapults, the entire flight deck, including
replacing the non-skid, and overhauling all firefighting
equipment. The VAST system was offloaded and replaced by the
Consolidated Automated Support System (CASS) in seven CASS
stations in two avionics shops. The MK 36 Decoy Launching
System was also removed. In one of the most important
changes to the composition of the ship’s company to date,
the communications department renovated 76 spaces, including
five berthing compartments, to accommodate female sailors of
rates E-6 and below. In addition, they completed the
installation of the Digital Voice Recording System (DVRS)
and Single Channel Ground Airborne Radio System (SINGARS).
The AN/SPN-43C Aircraft Marshalling Radar was also
installed.
In March 1997, the “opportunity
presented itself” to replace her motor whale boats with two
Rigid-Hull Inflatable Boats (RHIBs) and a slewing
articulated davit. Originally scheduled for FY 99, work
began in May, retiring the whale boats and ending a 34 year
legacy on board Enterprise, but “significantly” improving
ready lifeboat capability. In the same general area, in
early May, Enterprise was notified of a need by Kearsarge,
which was deploying in five days but saddled with over 60
liferafts out of certification and needing replacing.
Enterprise provided 54 liferafts to Kearsarge, receiving her
own back from SIMA prior to sea trials.
Enterprise’s first sea detail
since January consisted of a move to Norfolk in July 1997.
She then conducted sea trials and flight deck certification
(11–20 August 1997). She conducted the evaluation and
testing of the SPS-48E air search radar, participated “in
every available” SLAMEx, streaming Nixie, and USW training.
Additional underway steaming allowed for FRS carrier
qualifications, 11–19 September. Subsequently, during
Advance Guard JRX 4-97, 22 September–1 October, Enterprise
was tasked with ELINT data collection and dissemination,
assisting “the JRX players” in locating “hostile platforms.”
Some 1,200 Special Operations Force troops (SOF) were
embarked on board, including “augmentees” from the National
Security Operations Center.
Enterprise put into Mayport,
during which time 6,500 visitors trod her decks (2–6 October
1997). She then continued south to participate in Broward
County Navy Days, entering Port Everglades (6-12 October).
She spent the final four days at Ft. Lauderdale at anchor,
forcing the deck department to shift to port and starboard
duty sections to accommodate the large liberty parties. She
received 22,375 visitors during her stay, returning to
Norfolk on the 16th. Enterprise stood out for her Family and
Friends Cruise on 18 October 1997, hosting over 2,000
guests. She then accomplished additional FRS carrier
qualifications (23 October–3 November, and on Veteran’s Day
hosted 3,300 visitors.
Enterprise was underway for
additional carrier qualifications (3–15 December 1997), on
the last day of that period merging her communications and
information systems departments to form the information
systems department (ISD), whose primary mission was to
support all exterior communications by creating the fleet’s
“first IT-21 capable aircraft carrier.” Enterprise completed
over 4,500 catapult launches and recoveries during 1997,
including 1,455 sorties, 1,019 day and 336 night, 4,302
traps, 3,438 day and 864 night, and over 700 shots and traps
of student Naval Aviators. Carrier qualifications supporting
Chief of Naval Air Training (CNATRA) witnessed the first
launch of a Boeing T-45A Goshawk from the “Big E” and the
first expendable bridle launches of TA-4F/J Skyhawks.
Enterprise’s first at-sea periods
of the new year 1998 (22 January–2 February) found her off
Jacksonville, 20 February–5 March off the Virginia capes and
16–26 March, again off Jacksonville. During each period, she
steamed up and down the eastern seaboard of the U.S.,
conducting carrier qualifications. In addition, at the
beginning of the second period, the ship rendezvoused with
Nimitz, 750 NM into the Atlantic, as the latter was
returning from her world cruise, spending two days onloading
ammunition, followed by carrier qualifications into early
April. From 16 April–1 May, CVW-3 onloaded for work-ups, V-3
Division experiencing “packed bay operations” with extensive
maintenance requirements, the ship achieving “skin-to-skin
kills” of a pair of BQM-7E targets with a dual RIM-7P launch
on the 27th. Enterprise again stood out to sea for two days
of steaming alongside a carrier onloading ammunition, this
time with George Washington (4–6 May).
Prior to deployment, Enterprise
also received and certified her new test cell for the
upgraded F110 engine, and installed the IT21 LAN system, one
each for classified (SIPRNET) and unclassified (NIPRNET)
applications, providing all hands with e-mail and web
(internet) browsing. The Battle Group Information Exchange
System (BGXIS), high speed UHF satellite data communications
between attack submarines and Enterprise, was also
installed. A recall of 80 liferafts due to defective
inflation valves resulted in all being offloaded, repaired
and returned shortly before work ups and deployment. A
second accommodation ladder was installed on the fantail to
expedite the offload of liberty parties.
In June 1998, Enterprise
completed additional carquals off the Virginia capes, Cherry
Point and Jacksonville Operating Areas, from the 8th–18th.
The following month, Enterprise began Comprehensive Training
Underway Exercise (CompTuEx), 15 July–21 August. The “Big E”
conducted a second live NATO Sea Sparrow firing against a
BQM-7E, on 26 July. On that date, all three of her CIWS
mounts blasted a TDU-34A target towed behind a Skyhawk.
After punctuating her busy training regimen with a visit to
St. Thomas (2–6 August), during CompTuEx, she destroyed a
BQM-74E drone with a direct hit by her NATO Sea Sparrow, and
a towed drone unit by mount No. 24 CIWS, before returning to
Norfolk.
Hurricane Bonnie’s visit to the
eastern seaboard compelled an emergency sortie on the night
of 25 August 1998; with Com2ndFlt embarked, Enterprise
brought up the rear, the “last ship out” of the base that
presented “an eerie sight with all the piers empty,”
subsequently experiencing 25 foot seas and winds in excess
of 80 knots while steaming off the Virginia capes. The
carrier then “led the fleet back in” on the 28th, returning
to “a slightly damaged, and very empty Naval Base.”
Enterprise was at sea off Cherry
Point for three weeks completing Joint Training Fleet
Exercise (JTFEx) 98, off the North Carolina coast (18
September–5 October 1998). However, hurricanes were not
finished with the “Big E” for the year, as another one swept
through Puerto Rico in late September, postponing additional
exercises in that area.
Enterprise deployed from Norfolk
on 6 November 1998. Families endured the cold as she slipped
away from the pier to the sounds of “On the Road Again” and
the theme from the television show Star Trek: The Next
Generation. The ship spent the first four days of the
deployment off the coast of Virginia, receiving and
qualifying the air wing.
During night carquals on 8
November 1998, however, an EA-6B and an S-3B collided in the
landing area, resulting in an immediate explosion and fire.
A man fell overboard, and four naval aviators were killed,
Lieutenant Commander Kurt W. Barich, and Lieutenant (jg)s
Brendan J. Duffy, Charles E. Woodward and Meredith Loughran.
One of the Viking crewmembers became entangled in his
parachute in the island’s antennae. The ship sounded general
quarters, the crash and salvage team responding immediately
and initiating the application of fire extinguishing agent
“within seconds” of the initial impact. Nonetheless,
although the fire required seven minutes to extinguish, the
team was able to limit damage to adjacent aircraft to those
already ablaze, and no flight deck sailors were injured.
After the crew stood down, the forward battle dressing
station remained in operation as a “holding/treatment area”
for the “walking wounded.” Altogether, one man from the
Prowler died and 15 from different commands were injured.
The following day, the two injured Viking crewmembers were
transpoprted ashore to the Naval Medical Center, Portsmouth,
Va., for further treatment. The destroyed S-3B was
subsequently jettisoned. The crew held a memorial service
for their fallen shipmates in hangar bay 1 at 0800 on the
11th.
Two days later, Enterprise
received orders to proceed at “best speed” to the Arabian
Gulf in response to a burgeoning crisis with the Iraqis.
Crossing the Atlantic in four days at an SOA in excess of 30
knots, she transited the Strait of Gibraltar on 14 November
1998, anchoring at Port Said, on the 18th, after a
“whirlwind” passage of the Med. Navigating through the Suez
Canal the next day, she entered the Red Sea, then transited
the Bab al Mandeb on the 21st. Crossing the Gulf of Aden,
she ultimately entered the Strait of Hormuz on 23 November,
relieving Dwight D. Eisenhower. During her passage,
Enterprise’s sailors kept “outages to required circuits”
down to less than 24 hours, a signal achievement considering
the ship’s “shifting communications between three theaters
in only ten days.”
Following her high speed transit
to the Arabian Gulf, Enterprise participated in Operation
Southern Watch, mooring at Jebel Ali, 4–9 December 1998.
While there she hosted a reception for former President
George H.W. Bush and “numerous dignitaries” in the hangar
bay that Saturday, the 5th. On the 11th, General Anthony C.
“Tony” Zinni, USMC, CentCom, visited the ship.
Operation Desert Fox, a four-day
Coalition air campaign against Iraq in response to that
country’s failure to cooperate with UN resolutions (16–20
December 1998) began when U.S. and British air and naval
forces attacked 50 separate Iraqi military targets, from
0100–0430 on 16 December. “Cruise missiles were lighting the
horizon” as vessels launched over 200 Raytheon R/UGM-109
Tomahawk Land Attack Missiles, with conventional, unitary
warheads (TLAM-Cs, hereinafter referred to as TLAMs) against
Iraqi military targets.
Enterprise launched over 70 USN
and USMC strike and strike support aircraft, the first
involving a 33 aircraft launch sequence plan. Experiencing
“limited sea space, light winds, and large recoveries with
low fuel state aircraft, the night was long” for her crew,
as Enterprise “walked the line in avoiding Iranian
territorial waters.” These “numerous” low fuel status
aircraft required 26 tanking evolutions with “multiple
tanking evolutions conducted concurrently.” Aircraft and
TLAMs struck weapons of mass destruction (WMD) sites,
security sites and forces, integrated air defense and
airfields, and Iraqi command and control infrastructure.
Direct hits ripped apart an Iraqi military intelligence
center, and four of the five barracks housing a Republican
Guard H.Q. were demolished, the heavy pounding they received
reducing “both facilities to rubble.” There was no
opposition from Iraqi aircraft.
Enterprise launched and recovered
297 combat sorties during 70 hours of operations, with CVW-3
aircraft dropping nearly 692,000 lb of ordnance, including
200 precision guided bombs, over 30 free-fall weapons and
more than 80 anti-radiation missiles. AIMD support to the
wing resulted in 85% mission capable aircraft flying 792.2
hours. The strikes posed unique operational challenges, such
as “unexpended ordnance on recovery and large,
non-coincident launch evolutions,” but the ship completed
100% of all planned sorties. In addition, the ship provided
continuous monitoring of “an extremely difficult and dynamic
target” for all strike forces, accomplishing the first
“short-fused” planning and execution of a TLAM mission on
board Enterprise. Ensuring maintenance of a cohesive data
link and air picture of the Arabian Gulf and Iraq, her
strike controllers also provided an accurate check of “Mode
IV’s” IFF used to identify aircraft as friendly. The tempo
was brisk, V-3 Division alone performing 95 aircraft moves
and 43 elevator runs, and V-4 Division pumping 530,000
gallons of JP-5 into jets launched during the fighting. The
crew soon learned to reverse routines, taking what little
sleep they could during the day and “coming alive at sunset”
to work through the night. Media coverage proved extensive,
Enterprise’s Photo Lab providing over 200 photographs, and
together with countless interviews, the ship found herself
“at the center of the world stage for nearly four days, not
a bad run by any standard.”
Carl Vinson arrived on station on
the last night of the strikes, adding her muscle to the
American response. After several days “to allow things to
cool down” and to ensure that her relief became familiarized
with the area, Enterprise received orders back to the Med.
Coming about at the conclusion of the strikes on the
19th–20th, Enterprise hosted a daylight embark on the 23rd
by Secretary of Defense William Cohen, Senator Daniel Inouye
of Hawaii, Congressman John Murtha, and entertainers Mary
Chapin Carpenter, Carole King and David Ball. Enterprise
then transited the Strait of Hormuz on Christmas Eve, passed
through the Bab al Mandeb on the 28th, and entered the Red
Sea the following day.
Enterprise began the New Year
1999 by transiting the Suez Canal. During her passage, her
intelligence specialists began researching potential Serbian
targets, as the ship’s commitment to operations in that
theater was likely. Entering the Med, she visited Soudha
Bay, 4–7 January 1999. Following Crete, the ship operated in
the Aegean and then steamed to Antalya, Turkey, for a brief
visit, 14–17 January. On 19 February, she received orders to
proceed to the Adriatic Sea in support of Operation
Deliberate Forge, NATO operations in support of Stablization
Force (SFOR), established in response to the fighting in
Kosovo, former Yugoslavia.
“Skills honed in the warmer
waters of the Arabian Gulf,” one observer in Enterprise
wrote, “were put to the test in the frigid conditions of the
Adriatic in January.” In spite of the heat of the catapults,
snow accumulated on the flight deck and weather decks, “deep
enough to make a snow man.” Enterprise’s Combat Direction
Center devised an innovative concept of operations (CONOPs)
in support of 24 hour maritime surveillance in the vicinity
of the Yugoslav coastline. This CONOPs “fused” the
Enterprise CVBG, LAMPS and shore based maritime patrol
assets provided by TF 67 in a “comprehensive and coordinated
effort.” This featured Enterprise’s first operations with
P-3C ASUW Improvement Program aircraft and its imagery,
JMCIS and enhanced weapons capabilities, and RQ-2A Pioneer
unmanned aerial vehicle (UAV) video ground station on board
the carrier to download “real time” imagery of the
coastline. Her first line period in Deliberate Forge
occurred between 20–24 January, after which time she paid a
port visit to Livorno, Italy, 27 January–4 February,
followed by an underway replenishment with cruiser
Philippine Sea (CG-58) and then InvitEx Plus 99, an AAW, ASW
and ASUW exercise with French, Italians and Dutch forces in
the Ionian and Tyrrhenian Seas, from the 5th–8th. In
addition, a TDU trailed from a contract Lear Jet took a
direct hit by CIWS Mount 24 during a practice shoot east of
Sardinia, on 13 February.
Enterprise steamed westward for
the French Riviera and the next liberty port, Cannes.
However, as the crew streamed ashore just before lunchtime
on 20 February 1999, they were “well aware of the
deteriorating situation in Kosovo,” their fears confirmed
barely three hours later when they beheld the emergency
recall signal. The breakdown of the Ramboulliet Peace Talks
and the approaching NATO ultimatum regarding Serbian
withdrawal of their forces from Kosovo necessitated her
immediate return. Early the next day the ship slipped her
lines and began a full speed “run” toward the Adriatic.
Arriving on station Enterprise
brought her aircraft “to bear” on the deteriorating
situation on the ground in Kosovo for her second line period
there, 22–26 February 1999. Again her CONOPs “coordinated
surveillance and defensive efforts” between TF 60, the
French Foch TF and NATO Standing Naval Forces Med.
Enterprise’s operations during these line periods were the
prelude for Operation Allied Force, beginning after her
departure for Southwest Asia. Following a week of
operations, the ship visited Trieste, Italy (27 February–2
March). An S-3B made an emergency landing at Ovda, Israel,
in early March, where the crash and salvage team configured
the Viking so that the damaged main mount could be repaired,
installed, and “back up flying again.” Enterprise then
participated in Juniper Stallion, an exercise with Israeli
forces (7–12 March).
Coming about, Enterprise
transited the Suez Canal on 14 March 1999, and passed
through the Bab al Mandeb into the Indian Ocean on 16 March.
Sailing through the Strait of Hormuz on the 19th, she
entered the Arabian Gulf, “dodging uncharted oil rigs” and
taking station in support of Southern Watch with Response
Option strikes (19–24 March); during the latter part of that
time, destroyer Paul F. Foster (DD-964) lost her helo from
HSL-43 Det 5, on 23 March. Though the crew escaped, the ship
sent out a call for a chaplain presence, and Enterprise
launched her “Holy Helo,” taking the chaplain to the
destroyer to counsel and lead “worship celebrating with
thanksgiving the sacredness of life” for the survivors.
Enterprise visited Jebel Ali,
where the deck department repainted the exterior of the
ship, (25–28 March 1999). Clearing that harbor, she
conducted flight operations supporting Southern Watch
through 12 April.
The “Big E” came about from the
Arabian Gulf, navigating the Strait of Hormuz on 13 April,
relieved by Kitty Hawk. Rounding the Arabian Peninsula and
transiting the Bab al Mandeb (named facetiously by her crew
as the “Barbara Mandrell Straits” after the singer) on 16
April, she passed through the Suez Canal on the 19th,
standing into the Med. To “everyone’s relief” the “Rock” of
Gibraltar came into view (25–26 April), and the ship entered
the Atlantic on the 26th. After dropping off CVW-3 and
embarking Tigers at Mayport, and pausing to assist in a
Coast Guard SAR of a disabled civilian sailboat off the
coast of North Carolina, she reached Norfolk, on 6 May 1999.
During this deployment (1998–99),
Catapult No. 1 made its 125,000th shot, and Enterprise
launched and recovered 6,087 sorties, 3,764 day and 2,323
night. Enterprise launched and recovered over 13,400 fixed
wing and some 1,415 rotary sorties. Over 2,000 aircraft
launches were accomplished with live ordnance in support of
Southern Watch and Desert Fox. Enterprise was at sea for 174
days, steaming over 50,000 NM, completing 22 moorings and 25
anchorages, and offloading 680,000 gallons of JP-5 to three
of her escorts. The ship completed 13 underway
replenishments, including three refuelings to destroyers
Gonzales (DDG-66) and Nicholson (DD-982), 12 moorings and
eight anchorages.
During this cruise CVW-3 (Tail
Code AC) comprised VF-32 (F-14Bs), VFAs-37 and 105
(F/A-18Cs), VMFA-312 Checkerboards (F/A-18Cs, original Tail
Code DR), VAQ-130 (EA-6Bs), VAW-126 (E-2Cs), VS-22 (S-3Bs),
VQ-6 Det A (ES-3A), VRC-40 Det 4 (C-2A), and HS-7
(HH/SH-60F/Hs).
During the deployment, the
AN/WSC-8(V) Challenge Athena Satellite antenna experienced
loss of “modem synch” at high speeds. “Extensive
troubleshooting” determined that the platform and sponson
were vibrating at resonant frequencies equal to the ship’s
blade rate at high speeds. Thanks to the ingenuity of the
sailors responsible, a replacement was installed early in
2000. This was also the first deployment for the crew
utilizing IT21 technology, including e-mail and internet
access, both NIPRNET and SIPRNET, together with NetMeeting
tools.
From 20 June–31 December 1999,
Enterprise completed ESRA 99, at Norfolk Naval Shipyard and
then from 13 August, at her builders’ yard, returning to
Norfolk on 18 December. One of the objectives of ESRA 99 was
implementation of Y2K, “compliance of all critical systems,”
to ensure their operation into the 21st Century.
Additionally, following its deployment with Theodore
Roosevelt to the 6th Fleet, including participation in
Operation Allied Force, where it was the first air wing to
deploy the AGM-154A Joint Standoff Weapon (JSOW) in combat
in the Med, CVW-8 (Tail Code AJ), was reassigned to
Enterprise, on 1 November 1999.
History: 2001-2004
Operating out of Norfolk,
Enterprise conducted flight deck certification for CVW-8 off
the Virginia capes (9-18 February 2000), and carried out an
independent steaming exercise in those waters that spring
(12-20 April). The ship punctuated upkeep, training, and
local operations with a visit to Pensacola, Florida (9-13
June), during which time 32,365 people trod her decks.
Enterprise operated CVW-8 again during TSTA II/III/FEP
evolutions off the Virginia capes (18 September-5 October).
Later, in those same waters, Enterprise worked with CVW-8 in
a second stint of flight deck certification (30 November-5
December).
Enterprise completed CompTuEx A,
operating with USMC AV-8B Harrier IIs, off the Virginia
capes, 17–31 January 2001. Additional training, including
aircrews working with SOF simulating CAS runs, followed in
CompTuEx B and JTFEx, both also off the Virginia capes, 27
February–25 March, training that “would pay off later in the
year in the skies over Afghanistan.”
Enterprise deployed on 25 April
2001, initially steaming some 100 miles off the Virginia
capes to embark CVW-8 -- VF-14 and VF-41 (F-14Bs), VFA-15
and VFA- 87 (F/A-18Cs), VAQ-141 (EA-6Bs), VAW-124 (E-2Cs),
VS-24 (S-3Bs), VRC-40 Detachment 5 (C-2As), and HS-3
(SH-60F/HH-60Hs). The “Big E” first turned southward,
conducting brief carrier qualifications and exercises off
Puerto Rico, including the range at Vieques, before
proceeding across the Atlantic and through the Strait of
Gibraltar “within a week.” Following two weeks of “non-stop
flight operations,” the ship reached Palma de Mallorca,
Spain.
During this period, Enterprise
also sent two mixed aviation detachments ashore. Manar 01-2
det operated from Sidi Ahmed AB, Bizerte, Tunisia, 14–21 May
2001. The pilots of the wing were able to test their mettle
against Tunisian F-5 Tiger pilots, as well as sharpening
their air-to-ground skills on target ranges in the
surrounding desert. After recovering the detachment,
Enterprise visited Cannes.
Trident Door, a NATO exercise in
the western Med, 21–31 May 2001, found an Enterprise
detachment flying out of Solenzara, Corsica, as guests of
the French Air Force. Spanish AV-8B Harrier IIs, Italian
F-104 Starfighters and French Super Etendards, the
last-named planes flying from the nuclear-powered carrier
Charles de Gaulle, “proved to be worthy rivals” for
Enterprise and her embarked pilots. Lieutenant Tyler Sherwin
and Lieutenant John Kelly, VF-41, meanwhile, had the unique
experience of sinking an unmanned French destroyer, stricken
from that nation’s service and used for the exercise, with
direct hits by a pair of MK 82 general purpose bombs. The
“Big E” then steamed into the central Med to enable her
aircrews to practice on an Albanian target range, before
visiting Naples, after which time she transited the Strait
of Gibraltar, exited the Med and turned toward the U.K., for
a visit to Portsmouth.
Following her visit to that
English seaport, Enterprise steamed north with cruiser
Philippine Sea, destroyer McFaul (DDG-74), attack submarine
Hampton (SSN-767) and fast combat support ship Arctic
(AOE-8) to participate in Joint Maritime Course 2001–2 (JMC
01–2), a multi-national joint and combined warfare training
exercise, 18–29 June 2001. Forty-six ships, including
British carrier HMS Illustrious, five submarines, 1,400
marines and over 100 aircraft were involved in the massive
exercise, held off the coast of northern Scotland. Aircrews
from Enterprise “enjoyed some magnificent flying” during JMC
01-2, including low level runs over “fog shrouded lochs and
crags,” polishing their ACM skills against British Tornadoes
and Harriers, as well as French Super Etendards. For its
part, HS-3 welcomed the opportunity to track Swedish diesel
submarines. The wing’s pilots dropped MK 82s on “tactically
realistic targets,” the British Special Air Service (SAS)
providing “superb” all weather FACs. NVRs proved “useless”
in these extreme northern latitudes, “as the sun simply did
not set.” And with the temperature of the North Atlantic
usually a “bone chilling” 50º F. or lower, aircrews were
required to wear survival drysuits.
Upon completion of JMC 01–2,
Enterprise sailed southward, spending Independence Day
weekend in Lisbon, Portugal, before continuing on across the
Med. While crossing the eastern Med, a VS-24 maintainer was
blown overboard by jet blast. Troubleshooter 615, an SH-60F
manned by Lieutenant Commander “Puck” Esposito, pilot,
Lieutenant Ryan Keys, co-pilot, Aviation Warfare Systems
Operator 1st Class Mike Thayer and Aviation Warfare Systems
Operator 1st Class Ron Jankowski, HS-3, already airborne,
recovered the “wet, but otherwise unharmed” sailor in less
than six minutes.
Subsequently, Enterprise
participated in Juniper Hawk with Israeli forces, her
aircrews matching their skills against Israeli F-15 Eagles
and F-16 Fighting Falcons (12–19 July 2001); this exercise
also included basing a detachment ashore at Nevatim, Israel.
After a short visit to Ródhos, Enterprise transited the Suez
Canal, with a pair of HH-60Hs standing “immediate action
alerts,” crossing the Red Sea and into the Indian Ocean.
During the evening of 2 August, she transited the Strait of
Hormuz, entering the Arabian Gulf and subsequently relieving
Constellation for Operation Southern Watch.
Maritime Interception Operations
(MIOs) were coalition efforts to enforce UN Security Council
Resolutions (UNSCRs) imposed against Iraq following the
Iraqi invasion of Kuwait in August 1990. The UN prohibited
cargo originating from Iraq and any imports not accompanied
by a UN authorization letter, though the food for oil
agreement permitted the Iraqis to sell oil and import
approved goods. While operating in support of Southern
Watch, the ship and her aircraft tracked all merchant
shipping in the region, the results making August one of the
most successful months ever recorded to date for
interceptions of Iraqi smugglers, as well as executing
numerous interdiction and counter air missions over southern
Iraq. In addition to the ever present danger from the
Iraqis, the sailors and marines on board Enterprise
constantly struggled with the “oppressive heat.”
The Black Aces planned and led
the ship’s first Response Option strike into Iraq,
subsequently planning and leading 10 other missions over a
six-week period. The squadron flew 63 sorties against the
Iraqis, during two “highly successful” strikes dropping four
GBU-16s and three GBU-12s on three different DMPI’s.
Commander, Joint Task Force,
Southwest Asia (CJTF-SWA) adopted the squadron’s tactics as
the standard Southern Watch Response Option strike package
for that period. In addition, Surveillance System Upgrade
(SSU) S-3Bs were integrated into the wing, proving
tactically viable in a “permissive littoral environment.”
Planes from Enterprise dropped Joint Direct Attack Munitions
(JDAMs) and JSOW-As upon Iraqi SAM sites.
Enterprise continued to remain on
station supporting Southern Watch, visiting both Jebel Ali
and Dubai later in the month; limited liberty options at the
latter place caused some sailors to spend their off hours in
the pierside recreation dubbed “The Sandbox.” Ultimately,
the final Southern Watch strike of 2001 was planned and
executed on 9 September. By the time she came about
immediately afterward, CVW-8 had dropped over 29,000 lb of
ordnance “against a variety of Iraqi targets.”
On Tuesday, 11 September 2001
however, the United States was attacked by al Qaeda
terrorists. Four airliners, American Airlines Flight 11 and
United 175, both Boeing B-767s, and American 77 and United
93, B-757s, were hijacked shortly after take off. American
11 and United 175 were both flown into the World Trade
Center towers, New York City, and American 77 was flown into
the Pentagon. During an apparent struggle with the
terrorists when the hostages heroically attempted to regain
control of the B-757, United 175 crashed about 80 miles
southeast of Pittsburgh, Pennsylvania. Altogether, the
terrorist atrocities, eventually referred to as “9/11,”
murdered upward of 3,000 people from as many as 86 nations.
Enterprise had just departed from
the Arabian Gulf, transiting the Strait of Hormuz, and was
steaming off the southern coast of Yemen. The ship was en
route to Capetown, South Africa, for an exercise with the
South African Navy, prior to her return to the U.S. Coming
about, she charged north, later taking station 100 miles
south of Pakistan.
U.S. and allied intelligence soon
learned that the Islamic extremist Taliban regime in
Afghanistan was harboring bin Laden and his terrorists, and
the Coalition’s first retaliatory responses in the Global
War on Terrorism (GWOT) were directed accordingly.
The crew began approaching
training with deadly earnestness and at 1407 during the
afternoon watch on 1 October, commenced CIWS and small arms
practice shoots, securing at 1748.
Following an additional underway
replenishment with Sacramento the previous day to top off
ordnance and fuel, Enterprise steamed ready for action at
0859 on 4 October 2001. VFA-15 began flying CAP over
Pakistan, and HS-3 and HS-6 also stood up the Navy’s CSAR
alert package for the northern Arabian Sea, the Tridents
maintaining two alert helos accordingly, with the Navy
initially responsible for all CSARs in Pakistan south of 28º
N and all SARs over water.
Enterprise conducted one more
underway replenishment before striking back against the
terrorists deep with their Afghan lairs, coming alongside of
Arctic, and performing the usual emergency breakaway drill,
0700–0953, Sunday 7 October 2001. Steaming in company with
Enterprise on that fateful night were destroyer McFaul
(DDG-74), attack submarine Providence (SSN-719) and Arctic.
Nearby were Philippine Sea and destroyer Nicholson (DD-982),
the latter joining Enterprise by the mid watch on the 8th.
Before the first wave launched, Captain “Sandy” Winnefeld
addressed the crew over the 1MC, recalling that the previous
carrier named Enterprise (CV-6) had participated in the
first retaliatory raids against the Japanese in early 1942,
and that this latest Enterprise, like her predecessor, was
avenging a “treacherous attack on our homeland.”
John Paul Jones claimed the
credit for the first surface TLAM launches against al Qaeda
and Taliban terrorist and military targets within
Afghanistan, shortly after dusk, around 1800, on 7 October,
followed at 1819 by McFaul and other vessels. “JPJ” fired
multiple salvoes, launching so many TLAMs during the initial
strikes that it would require several working parties for
her crew to scrub away the dense black soot seared into her
deck from the missiles, even utilizing high-pressure fire
hoses. Her TLAMs hit every assigned target, principally SAMs
and associated radar, communication and command and control
systems, paving the way for the air strikes. A total of 78
TLAMs were launched by U.S. and British ships and
submarines.
The first strikes launched from
the carriers at approximately 1830, reaching their targets
around 2230. Approximately 25 aircraft from Enterprise and
Carl Vinson, supported by about 15 USAF bombers, including
Boeing, North America B-1B Lancers, six Northrop Grumman B-2
Spirits and Boeing B-52H Stratofortresses, hit al Qaeda and
Taliban military targets in staggered flights with a variety
of ordnance. Navy fighters escorted Air Force bombers until
air supremacy was established.
At 2213 Enterprise announced
Green Deck, commencing combat flight operations in support
of Operation Enduring Freedom, the designation for
operations in the GWOT outside of the U.S., also energizing
Blue Stern. She launched her first aircraft of the strike
two minutes later, while steaming 300º at five knots,
increasing to 16 knots at 2220, some 12 aircraft streaking
aloft during this cycle.
Among these first aircraft was a
pair of heavily laden VF-41 Tomcats. Within an hour, they
were “feet dry” and “joining” on their first mission tanker,
prior to flying several hundred miles north into
Afghanistan. Upon reaching their target areas, the aircrews
trained their LANTIRN (Low-Altitude Navigation and Targeting
Infrared System (Night) pods toward the pre-briefed
aimpoints, successfully guiding PGMs directly onto their
targets in the war’s first time sensitive strike mission.
During the first 24 hours,
Enterprise launched a further 36 and recovered 33 aircraft,
each strike package assigned specific targets. Overnight
into 8 October 2001 she launched five aircraft and recovered
five, 0145–0221; launched two and recovered six, 0557–0608;
launched seven and recovered six, 0718–0752; launched five
and recovered five, 0848–0920; launched three and recovered
six, 1018–1044; launched two and recovered four, 1148–1216;
launched one and recovered one, 1651–1702; and launched 11,
2220–2306.
As these flight cycles
demonstrate, planes from the carriers hit their objectives
in waves, striking 31 targets, including aircraft,
airfields, SAM and AAA sites and terrorist training camps.
Three targets lay close to Kabul, the capital, four were
near to other cities and 23 were in rural areas. All three
Coalition waves blasted al Qaeda and Taliban positions in
and around Kabul. Among key targets hit around the capital
were Kabul International Airport, the Ministry of Defense,
Royal Palace, Television Tower and Radio Afghanistan, all
being utilized by the regime for military command and
control, and the jihadi (Muslim volunteers) complex at
Rishkoor, on the southern edge of Kabul.
Besides Kabul, the first wave hit
targets in and around airfields at Bagram, Bamiyan, Farah,
Herat, one of the better airfields, where a nearby oil depot
was reportedly hit, triggering a huge explosion, Jalalabad,
Kandahar and Mazar-e-Sharif. The airfield at Shindand was
also struck, as were Taliban troop positions at Herat,
Jalalabad, Kunduz and Mazar-e-Sharif. The first and second
waves struck al Qaeda terrorist compounds at Jalalabad, the
jihadi complex at Farmada, 12 miles south of Jalalabad, and
Kandahar. Kandahar International Airport was bombed,
destroying the Taliban command center there, and the control
tower and radar facilities were also struck. The airport
also included approximately 300 houses built to house al
Qaeda terrorists and jihadis, and was considered a hotbed of
terrorism.
The Taliban national H.Q.,
located nine miles outside of Kandahar was hit, the city’s
primary power supply was knocked out, and ordnance slammed
into the nearby compound of Mullah (mawla or mulla, master)
Mohammed Akhund Omar, the professed Taliban head of state.
Also hit on the first day was a SAM site near Kandahar, and
the terrorist training camp at Garmabak Ghar. Although both
bin Laden and Omar escaped, the attacks devastated the al
Qaeda and Taliban chain of command and infrastructure,
striking a heavy blow against the terrorists and their
supporters.
Coalition aircrews flew just
under 200 sorties on these first strikes with a 100%
completion rate. No aircraft were lost and none diverted
ashore. During the first 24 hours of Enduring Freedom combat
operations, CVW-8 dropped 14 GBU CCGs, 12 MK 82s, two MK
84s, four BLU-109s, 12 GBU-12 AFGs, two GBU-24 AFGs and four
JDAM kit BLU-109s. Refueling was critical to coalition
success, as strike aircraft averaged 5.5 hours per mission,
and double that for targets in northern Afghanistan. Most
such missions required aircraft to be refueled on both their
inbound and outbound flights, an exhausting process for the
crews. On this night, seven VS-24 S-3Bs flew ahead of the
strikes, loitering above Pakistan to rendezvous with strike
aircraft. As Enduring Freedom continued, USAF Boeing KC-135
Stratotankers augmented the Vikings.
Prowlers from the Shadowhawks
combined with other EA-6Bs to complete their core mission of
Taliban and al Qaeda electronic suppression. Within 72
hours, Rear Admiral John P. Cryer, III, Commander, Naval
Network and Space Operations Command, later observed, there
“was not a single [radar] emitter emitting in Afghanistan.”
Once the comparatively primitive al Qaeda and Taliban
systems were neutralized, the Prowlers switched over to
jamming enemy ground communications, enabling coalition
forces to localize their adversaries.
The Tophatters (VF-14) from
Enterprise led the first Navy strike into Kabul, destroying
its early warning facility. A “resounding military and
psychological success,” the aircrews also noted the
locations of several SAM and AAA sites, passing on the
information to following strike packages. Throughout those
raids, F-14B Tomcats identified and passed on precision
targeting coordinates to strike aircraft utilizing tactical
targeting of LANTIRN pods. In addition, TARPS was
instrumental in distinguishing and tracking the enemy.
VF-41, the other embarked Tomcat squadron on board
Enterprise, acted as FACs, providing “buddy lasing” for
F/A-18C Hornets. Despite appalling difficulties imposed by
dogged enemy resistance, grueling weather, inhospitable
terrain and vast distances, VF-41 posted an 82.4% success
rate with GBU-10, 12, 16 and 24 series LGBs, as well as
guiding 26 AGM-65E Mavericks and eight GBU-16s from other
wing aircraft.
Enterprise focused upon night
operations, and Carl Vinson daytime, with reveille for the
crew of the “Big E” at 1800 and taps at 1000. This was a
difficult adjustment for her crew, but it kept the pressure
on the enemy around the clock.
As the mid watch assumed the
watch at 2346 on 9 October 2001, they proudly noted the
ship’s deck log: “Steaming in the Arabian Sea operating in
support of Operation Enduring Freedom,” Enterprise’s first
such entry.
Also on the 9th, the Tophatters
led an astonishing long-range tactical air strike, flying
over 1,700 miles round trip. Two F-14Bs were diverted from
an assigned Defensive Counter Air (DCA) mission, utilizing
“meticulous” in-flight planning and time sensitive targeting
to destroy three MiG-21 Fishbeds and two transport planes on
the ground, “while fending off multiple” AAA and ManPad
launches. In addition, during a separate strike, VF-14
planes destroyed a pair of revetted transports at an
airfield “near Kabul.”
The squadron maximized forward
air control flexibility by configuring five F-14Bs as “quad
bombers.” Each carried four GBU-12 LGBs as marks, the
remaining Tomcats being configured as “dual bombers,” each
with two GBU-16s, the media dubbing these aircraft
“Bombcats.” VF-14 provided only 7% of U.S. naval strike
assets, but was responsible for the assessed destruction of
12% of all targets hit in Afghanistan.
During the mid watch on 9 October
2001, Enterprise became enshrouded in fog, jeopardizing both
crewmembers and aircraft. But Enduring Freedom was in full
swing, and an S-3B Viking from VS-24 recovered, immediately
followed by the launch of an F-14B. Operations continued to
increase in ferocity and tempo, and two days later, the
first aircraft, an F-14B Tomcat, of the 17 aircraft of the
first wave, launched for the night’s strike on Afghanistan.
Such pilots as the Taliban had
refused to give battle in the air, compelling Hornets and
Tomcats to strike enemy aircraft on the ground. In an
interview on board Enterprise on 11 October, Captain David
J.Mercer, Commander, CVW-8, described the arduous
four–to–six hour missions as longer than any he had flown
during the first Gulf War or the Kosovo crisis. That day,
Enterprise set the low visibility detail with the exception
of fog signals, at 0335, commencing fog signals at 0357,
securing from the low visibility detail at 1749 the next
day, a long period of watchfulness for the crew. That night
she also launched 20 aircraft in a single cycle, her most to
date in any cycle in Enduring Freedom, 2220–2310.
During these crucial operations,
Enterprise produced and disseminated both the Maritime Air
Tasking Order (ATO) and the Enduring Freedom ATO. In
addition, she was equipped with the newly installed Pioneer
Video System, enabling her to acquire real time,
aircraft-to-ship video data capability. The fluid situation
in Afghanistan did not allow for analysis lag times, her
technicians adapting the system to allow the Carrier
Intelligence Center to monitor and record the downloaded
intelligence more rapidly.
Low flying aircraft ran the risk
of facing AAA and SA-7 Grail and FIM-92 Stinger SAMs.
However, while there was little likelihood that many of the
vaunted Stingers, hundreds of which disappeared in the
region following their supply to the mujahadin (Afghan
warriors) during the latter’s struggle against the Marxists
in the 1980s, were still operational, most aircrews were not
taking chances, flying above the “Stinger envelope.”
Crewmembers often commented upon
the tremendous difference e-mail made upon morale, enabling
sailors and Marines to stay in contact with loved ones at
home. Another way they made their feelings felt was through
“Decorating” in the “bomb farm,” chalking ordnance “up extra
nice for Osama bin Laden and his Taliban cronies.”
Immediately after the terrorist
attacks on 9/11, police officers from Arlington, Virginia,
raised an American flag over their command post beneath an
overpass on Interstate 395 in the south parking lot of the
Pentagon. The flag, which waved above the post throughout
their relief efforts, was flown out to Enterprise by
permission of Captain Winnefeld. The crew honored the
victims of 9/11 by proudly breaking out the flag, 20–21
October 2001. However, any further time aloft would damage
Old Glory in the 30-knot winds, so they lowered it until
their return to Norfolk, when they again broke it out. The
skipper returned the flag to Arlington’s Chief of Police
Edward A. Flynn on 20 November.
At 1302 on 23 October 2001, an
Iranian P-3F flew overhead, 24º49’2”N, 057º01’7”E, 31.8 NM
distance from land, while Enterprise was heading 285º at 24
knots. Shortly afterward, General Tommy R. Franks, U.S.A.,
CentCom, visited the ship, 1417–1459.
Prior to coming about from the
Arabian Sea, Enterprise unloaded most of her remaining
ordnance to her relief, Theodore Roosevelt, on 25 October
2001. At 2348 on the 24th, heading into the mid watch on the
25th, SOPA was ComCarGru-3, embarked on board Enterprise.
The next day the ship entered the Gulf of Aden.
At 1037 on the 27th, the
AN/SPS-48E mounted IFF Antenna broke off and plummeted into
the water, while Enterprise was in the Red Sea. The next day
she transited the Suez Canal, 0200–1727 on 28 October. En
route her return to the U.S., Enterprise moored at Soudha
Bay (29–31 October).
At 0248 on 3 November 2001,
lookouts spotted a welcome sight, a flashing light bearing
329º, 24 NM, which proved to be Cabo de Gata, Spain, knowing
that once through the Strait of Gibraltar, the next stop was
home. At 0445 they sighted the light on Isla de Alboran off
the port side, 167º, 14 NM, setting the Special Navigation
Detail at 0800 while steering 275º at 28 knots, securing at
0944.
The ABC television program Good
Morning America broadcast live from Enterprise while she was
still in the Atlantic, on 9 November 2001. Over two weeks of
preparations went into the show, featuring the Secretary of
the Navy and celebrities Charlie Gibson and Diane Sawyer. In
addition to the Good Morning America crew, over 20 national
and local media were on board to cover the carrier’s
homecoming.
Enterprise returned to Norfolk on
10 November 2001. So eager was her crew to greet their loved
ones following Enduring Freedom that they set the Special
Sea and Anchor Detail during the mid watch, at 0350.
CinCLantFlt and Com2ndFlt both visited the carrier,
0652–0716, before returning to the cheering crowd. During
the 2001 deployment CVW-8 flew 680 combat sorties, both over
Iraq in support of Southern Watch and in Enduring Freedom,
averaging 60–80 sorties a day during the 16 days of combat
operations of the latter. The ship launched combat
operations 15 hours a day to cover the nighttime 12 hour
“vulnerability window,” then conducted underway
replenishments during the day. During October and November,
aircraft from the ship flew around the clock for 18
consecutive days, dropping over 829,150 lb of ordnance on al
Qaeda and the Taliban, 770,000 of it PGMs. Included were one
AIM-9M Sidewinder, one AIM-54C Phoenix, 68 AGM-65E/F
Mavericks, seven GBU-10 LGBs, 266 GBU-12s, 272 GBU-16s, five
GBU-24s, 75 Mk 84 GBU-31 JDAMs and 47 BLU-109 GBU-31 JDAMs.
One squadron, VFA-15, flew 185 sorties for a total of 795
hours, dropping 232,000 lb of ordnance. The Enterprise CVBG
contributed 29% of all U.S. strike assets during its first
Enduring Freedom deployment. The ship completed 10,111
incident free launches and arrestments, catapult No. 1
reaching 135,000 lifetime shots. A total of 13,624 sorties,
8,182 day and 5,442 night, were flown from the deck of
Enterprise in 2001, resulting in 28,262 flight hours, 17,495
day and 10,767 night. She steamed 90,426 NM, conducting six
moorings, 22 anchorages and 48 underway replenishments.
On Friday 7 December 2001, the
crew experienced the honor of piping through the ship:
“United States Arriving.” During ceremonies held on board
Enterprise to commemorate the 60th anniversary of the
Japanese attack on the U.S. Pacific Fleet and air and
military bases at Pearl Harbor, President George W. Bush
named the terrorists “the heirs of fascism.” The President
also remarked that they have “the same will to power, the
same disdain for the individual, the same mad global
ambitions,” as the fascists, adding that terrorists cannot
be appeased, but “must be defeated.” Also on board were the
Secretary of the Navy, General William F. Kernan, U.S.A.,
Commander, Joint Forces Command (JFC), Secretary of Veterans
Affairs and ComLantFlt. The President also met a number of
sailors instrumental in the liberation of Afghanistan, while
on board the ship.
Enterprise stood out for an
ammunition offload with George Washington and ammunition
ship Mount Baker (T-AE 34), 10–12 December 2001. Following
her holiday leave period, she ended the year preparing for
her move down the Elizabeth River to Norfolk Naval Shipyard,
for a $191 million, 482 day ESDRA, making the move on 15
January 2002. Enterprise shifted from the drydock to the
pier on 8 August, the crew moving back on board on 15
November, many having attended schools and/or additional
training.
New Year’s Day 2003 found
Enterprise moored at Berth 42/43, Portsmouth Naval Shipyard,
completing EDSRA, with dock trials accomplished in January.
During EDSRA, VS-32 challenged V-3 Division to redesign the
Maulers’ Ready Room, culminating in a new Operations Center
and Internet Café. Two CIWS systems, four NATO Sea Sparrow
directors and two missile launchers were all overhauled. A
number of crewmembers trained at sea on board George
Washington.
Also in 2003, the Integrated
Fresnel Lens Optical System (IFLOS) and the Long Range
Lineup Systems were both installed, “greatly enhancing”
flight operations. During Multi-National Maritime Exercise
(MNME) and Battle Group Sail (BG Sail), all ComCruDesGru-12
and DesRon-18 networks and communications circuits were
provided pierside, while in the shipyard, while the rest of
the Enterprise CVBG operated hundreds of miles out to sea.
Enterprise steamed out into the
Atlantic for sea trials on 6 May 2003, returning to Norfolk
the next day. The return was “short-lived,” however, as she
stood out again on the 9th for flight deck certification and
carrier qualifications, also completing three underway
replenishments before coming back into port on 27 May.
VFA-34 was embarked during these sea trials, with Joker 204,
an F/A-18C Hornet, Lieutenant Commander Doug Verissimo,
pilot, making the ship’s 1,000th trap since her return to
sea.
From 18 June–2 July 2003,
Enterprise operated in a succession of areas: off the
Virginia capes, off Cherry Point, and off Jacksonville for
Total Ship Training Assessment (TSTA) I and II and for air
wing carrier qualifications. She also visited Mayport, 25–26
June.
Within the span of 12 hours on 21
June 2003, SAR swimmers from HS-11, embarked in Enterprise,
recovered two injured men from two different fishing vessels
off the southeast coast of the U.S. The first occurred in
the early dawn hours as Satisfaction, a 44-foot vessel about
90 miles off Savannah, Georgia, called for assistance for a
40-year old crewman suffering a fall resulting in a
punctured lung. Although the sea was calm when the
Dragonslayer HH-60H, Lieutenant William Hargreaves, pilot,
Lieutenant John Van Jaarsveld, co-pilot, Lieutenant Tracy
Novosel, CVW-1 flight surgeon, Hospital Corpsman 2nd Class
David Haven, and Aviation Warfare Systems Operators 2nd
Class Thomas Buford, crewchief, Joel Sizemore and Jeremy
Miller, launched shortly before 0200, by the time it arrived
over the boat 28 miles away, eight-foot waves were tossing
her “too much to lower anyone onto Satisfaction.” Undaunted,
Miller and Sizemore entered the water, enabling the
fisherman to be hoisted aloft to safety.
Returning to Enterprise at 1130,
the helo received a second distress call, from 34-foot
fishing vessel Tail Chaser, who had a crewman whose leg was
torn up by the vessel’s propeller. Quickly refueling, the
helo sprinted to the boat, this time with Lieutenant Drake
H. Tilley as the wing’s flight surgeon and Hospital Corpsman
3rd Class Gabriel Ibarra on board. Arriving over Tail Chaser
20 minutes later, the helo maintained “a steady hover” while
Aviation Warfare Systems Operator 3rd Class Charles R. Curry
entered the water, making the ship’s second rescue of the
day.
The “Big E” departed Norfolk for
the last time in 2003 on 29 August. Completing the
Inter-Deployment Training Cycle (IDTC), the crew was “well
aware” of the commencement of the cruise directly from the
IDTC. Enterprise conducted TSTA III and the final evaluation
problem on 9 September, commencing CompTuEx the next day.
Due in part to the Navy’s
transfer of Vieques Inner Range, Puerto Rico, to the
jurisdiction of the Department of the Interior on 1 May
2003, the group used ranges at or near Townsend, Georgia;
Pinecastle, Avon Park and Eglin Air Force Base, Florida; and
Piney Island and Dare County, North Carolina, the first CSG
utilizing these ranges as part of a “comprehensive
strategy.” The fleet had trained on Vieques since 1941, but
after USMC aircraft accidentally dropped two 500 lb bombs on
an observation tower on 19 April 1999, killing one person
and injuring four others, protesters demanded an end to
exercises there.
During the midst of CompTuEx,
Hurricane Isabel, the “most intense hurricane of the 2003
season,” threatened the Enterprise CSG. Her METOC Division
provided extended forecasts to exercise participants,
enabling them to “make the timely decision” of diverting the
group into the Gulf of Mexico.
Following multi-ship exercises,
including underway replenishments with two ships in seven
events, and daily flight operations, Enterprise turned east,
beginning her deployment on 1 October 2003. Embarked was
CVW-1 (Tail Code AB), comprising VF-211 (F-14As), VFA-82 and
VFA-86 (F/A-18Cs), VMFA-312 (F/A-18As), VAW-123 (E-2Cs),
VAQ-137 (EA-6Bs), VS-32 (S-3Bs), VRC-40 Det 2 (C-2As), and
HS-11 (SH-60Fs/HH-60Hs). Also embarked were elements of
CruDesGru-12 and DesRon-18. And in an unusual twist,
Argentinean destroyer Sarandi (D-13) operated with the CSG
during most of the deployment.
Driving onward through the next
22 days in “a high-speed, non-stop transit,” Enterprise
completed five underway replenishment with three ships.
Transiting the Strait of Gibraltar on 8 October 2003, and
the Suez Canal on the 13th, she transferred ammunition with
Detroit on the 15th, moving through the Bab al Mandeb on the
17th, and the Strait of Hormuz, on 22 October. Upon arriving
in Carrier Operating Area (CVOA) 4 in the northern Arabian
Gulf, Enterprise immediately began launching aircraft
supporting Operation Iraqi Freedom Phase I. Vice Admiral
David C. Nichols, Jr., ComNavCent, welcomed the ship and her
crew, on 26 October.
Enterprise operated a “theater
wide” C4I architecture “seamlessly” covering millions of
square miles, stretching from the northern Arabian Gulf to
the Gulf of Oman and deep inland over Afghanistan. This
included “time-critical, focused and actionable intelligence
support” to 15 different commands and task forces, aircraft
from Enterprise flying over targets as far afield from each
other as Iraq, Afghanistan and HOA.
At one point Enterprise had
aircraft operating concurrently at opposite ends of the 5th
Fleet’s AOR, with Hornets and Tomcats flying over Iraq, and
two HH-60Hs from HS-11 Det X simultaneously operating with
SOF of the Joint Special Warfare Det, off the deck of
amphibious transport dock Ogden (LPD-5), almost 2,000 miles
away. Operating primarily out of Djibouti, the latter was
steaming off HOA as an Afloat Forward Staging Base (AFSB),
the Dragonslayers completing 60 sorties and 150 flight hours
as a quick reaction force, and providing CAS and logistical
support during their 60 day det. Standing CSAR alerts and
conducting training missions at ranges in Djibouti, Oman and
Kuwait, the det worked with “Operators from every branch of
the U.S. military.”
The ship operated in CVOA 4 until
Halloween, then putting into Jebel Ali. However, after only
46 hours her visit there was unexpectedly cut short by the
requirement for an emergency sortie to support OEF, on 3
November 2003, HS-11 providing armed escort ensuring safe
passage out of that port.
Transiting the Strait of Hormuz
eastbound on 3–4 November 2003, the ship rendezvoused with
oiler Pecos (T-AO-197) for an underway replenishment on the
4th, before beginning her support of Operation Mountain
Resolve, designed to destroy anti-coalition militant (ACM)
organizations and their infrastructure before they could
disappear into winter quarters, while steaming in the
northern Arabian Sea, 5–15 November.
Soldiers of Company B, 2nd
Battalion, 22nd Infantry, Warrior Brigade, 10th Mountain
Division, began Mountain Resolve by air assaulting into farm
fields on the outskirts of Namgalam, a village in the
eastern province of Nuristan, shortly after nightfall on 6
November 2003. Aircrews from Enterprise were among the
aircraft supporting the operation, flying “around the clock”
CAS, reconnaissance and interdiction missions for five days,
with HS-11 providing SAR support. VAW-123 also detached two
E-2Cs in early November to Bagram, Afghanistan. VAQ-137 also
deployed a detachment to Bagram, detaching as many as three
EA-6Bs from Enterprise for upward of a year, both
detachments enduring harassment from al Qaeda and the
Taliban, combined with temperature extremes ranging from
50º–20º day–night.
During a combat sortie over
Afghanistan, an F-14A from VF-211 diverted due to fuel
transfer problems, landing at Pasni, Pakistan, without
warning or support personnel. An HH-60H and an SH-60F,
HS-11, were “off the deck and headed for Pasni within one
hour of notification,” the Tomcat back on board the carrier
within two days.
Coming about, Enterprise
transited the Strait of Hormuz westbound on 16th, returning
to CVOA 4, 17 November–4 December 2003, to participate in
Operation Iron Hammer, an preemptive attack on Iraqi
insurgents before the latter could strike Coalition forces.
Iron Hammer began partially in response to an insurgent
ambush on a U.S. supply convoy north of Samara, Iraq.
Terrorist gunmen also assassinated Hmud Kadhim, director
general of the Education Ministry, Diwaniyah province, in
the southern town of Diwaniyah. In addition, assailants
wounded a pair of policemen by tossing a grenade at a police
station in Mosul, and in al Basrah a roadside improvised
explosive device (IED), exploded when a British civilian
convoy was passing by, damaging a vehicle.
Planes from Enterprise were among
those retaliating against the insurgents. At camps suspected
of making IEDs, near Baqouba, 30 miles northeast of Baghdad,
aircraft dropped a pair of 2,000 lb JDAMs, with more 1,000
pounders dropped on terrorist targets near Kirkuk. During a
planned attack in the Battle of Samara “scores of
Fedayeen-like troops were routed or destroyed.” This was
reported as “the largest post-Saddam Hussein engagement” to
date for Coalition forces. During one strike, a VF-211 F-14A
suffered a “catastrophic hydraulic failure,” forcing the
crew to divert to Ali Al Saleem, Kuwait, requiring three
days of logistics missions flown by the Dragonslayers to
support the recovery of the Tomcat.
Enterprise replenished again from
Pecos, on 19 November 2003. During strikes against
insurgents on 23 November, the ship’s Tactical Flag
Communications Center monitored her aircraft, linking data
with H.Q., 5th Fleet, and Combined Forces Air Component
Commander, Qatar, in “real time,” providing “unparalleled”
tactical advantages.
On 1 December 2003, Enterprise
and her group participated in a unique experiment when
Gettysburg launched and recovered Spartan Scout, a 23-foot
RHIB unmanned surface vehicle (USV). Enterprise would
normally dispatch helos to investigate potential threat
returns from radar, but the cruiser utilized the USV’s
camera and sensor gear during the three-hour mission to
transmit data back to the flagship.
Subsequently, Enterprise visited
Jebel Ali, 5–12 December 2003. Standing out on the 13th, she
then operated in the northern Arabian Gulf, participating in
a maritime interception orchestrated by Expeditionary Strike
Group (ESG) 1, based upon amphibious assault ship Peleliu
(LHA-5) and Coalition allies. The merger of ESG-1 and the
Enterprise CSG “demonstrated two hallmarks of 21st century
fighting–versatility and flexibility,” evidenced by the
interception and seizure in three separate interceptions of
three dhows and their 33 crewmen engaged in smuggling drugs,
15–20 December.
Making the first interception --
of a 40-foot dhow -- at approximately 1100 on 15 December
2003, the boarding party from guided missile destroyer
Decatur (DDG-73), ESG-1, determined that the 12 crewmembers
lacked “proper documentation of its nationality or cargo.”
Upon further inspection, the boarders discovered 54 70 lb
bags of hashish, valued at almost $10 million, the initial
investigation uncovering “clear ties” between the smugglers
and al Qaeda. “This capture,” noted Rear Admiral James G.
Stavridis, Commander, Enterprise CSG, indicates “the need
for continuing maritime patrol of the Gulf in order to stop
the movement of terrorists, drugs and weapons.” Coordinating
the boarding was ComDesRon-18, embarked in the “Big E.”
Three days later, on 18 December
2003, a Royal New Zealand Air Force P-3K located two dhows
suspected of smuggling, combining with Australian, British
and U.S. aircraft to track them over the following 48 hours
in the north Arabian Sea. At dawn on 20 December 2003,
Philippine Sea, part of the carrier’s screen, intercepted
the dhows, supported by a British Hawker Siddeley Nimrod MR2
deployed from Kinloss, Scotland. Boarding the first dhow
search teams found about 150 lb of methamphetamines,
apprehending her 14 crewmen. Meanwhile, the second dhow
attempted to escape, but Philippine Sea intercepted her, the
cruiser’s boarding team discovering a 50 lb and 35 lb bag of
heroin, seizing her seven crewmen. Video footage from a P-3C
from VP-47 was also utilized to verify the smugglers and
their illicit activities, including recording the crew of
the second dhow throwing approximately 200 bags overboard
while fleeing.
Enterprise “played a critical
role” in supporting embarked staffs, particularly in the
“communications and maritime picture realm,” instrumental in
the two “takedowns.” The crew’s efforts were primarily
responsible for coordinating the various commands
identifying, tracking and seizing the smugglers and their
cargoes. Two HH-60Hs from HS-11 on board the carrier were
tasked “on short notice” to transport prisoners and security
personnel from the intercepting ESG-1 ship to an aircraft
for transportation to a detention facility. Profits from the
smugglers’ drugs, estimated as over $800 million, were
suspected of financing al Qaeda terrorists, the
interceptions cutting off a major source of funding for the
terrorists, and eroding their support among Muslims. Captain
John Locklear, Enterprise’s operations officer, referred to
the interceptions as “a whole new attack in the war on
terror.” Rear Admiral Kenneth W. Deutsch, Commander, Patrol
and Reconnaissance Force, 5th Fleet, added “The success of
this operation is a true testament to the strength of
coalition teamwork in the global war on terrorism.”
After a brief holiday visit to
Bahrain (21–26 December 2003), Enterprise participated in
Operation Sea Saber, with 12 other Coalition forces,
designed to track and board vessels suspected of carrying
WMD, in the northern Arabian Sea. A day after completion of
that evolution, at 0527 on 26 December 2003, an earthquake
(6.6 on the Richter Scale) struck southeastern Iran’s Kerman
Province, the epicenter near the city of Bam. As many as
31,000 people perished, and tens of thousands were injured
or lost their homes. The U.S. joined dozens of countries
rendering assistance, with the USAF flying seven C-130s and
two C-17s filled with supplies, as well as relief teams,
into the region. HS-11 from Enterprise provided SAR.
At about 1930 on 2 January 2004,
guided missile cruiser Gettysburg (CG-64) received a
distress call from an Iraqi freighter, requesting aid for a
pair of crewmen injured when a cable parted while towing
another vessel. Two Dragonslayer helos responded immediately
from Enterprise, with an SH-60F Seahawk, Lieutenant
Commander Manuel Picon, Lieutenant Van Jaarsveld and
Aviation Warfare Systems Operators’ 2nd Class Lance Crego
and Curry, rescuing the pair, who received medical
assistance. One of them, Atif Youssif, 36, was evacuated to
the “Big E” with a fractured arm and severe chest bruises
requiring additional attention, before being returned to al
Basrah.
Completing two weeks of flight
operations in the northern Arabian Gulf, including a mission
where a pair of F/A-18C Hornets each dropped a JDAM on an
Iraqi insurgent mortar position near Balad on 9 January
2004, Enterprise put into Jebel Ali, 14–18 January, followed
by additional operations off Iraq through the 26th. Daily
flight schedules averaged over 100 day and night sorties
over 12–14 hour cycles, complicated by winter weather,
thunderstorms, and sandstorms. Coming about to transit the
Strait of Hormuz, the ship skirted the Omani and Yemeni
coasts, affecting the passage of the Bab al Mandeb on 31
January. A few days later, a pair of F-14As from VF-211
collided in mid-air while maneuvering over the Red Sea on 2
February 2004. One Tomcat sustained minor damage to its
right wingtip, and the other’s right vertical stabilizer was
nearly sheared off. Both crews recovered safely without
injuries.
Transiting the Suez Canal on 5
February 2004, Enterprise subsequently passed through the
Strait of Messina to anchor off Naples, 8–12 February. The
ship made an additional call before leaving the Med, at
Cartagena, Spain, 14–17 February, before sailing through the
Strait of Gibraltar on the 18th. She reached Mayport on 27
February 2004.
With approximately 1,500 Tigers
embarked, Enterprise stood out that same day (27 February
2004) for Norfolk, arriving home on 29 February. During the
recently concluded deployment, aircrews from CVW-1 had flown
8,020 sorties, including more than 6,033 aircraft launches
and recoveries in support of OEF and OIF II, maintaining an
86% mission capable rate.
From 18–25 April 2004, Enterprise
conducted successive carquals off the Virginia capes, Cherry
Point, and Jacksonville, principally for VFA-106 and
VAW-120. During those evolutions, on the 23rd, Dragonslayer
614 rescued a Cuban migrant floating on two inner tubes
approximately 50 miles off the east coast of Cape Lookout,
North Carolina. Suffering from exposure and dehydration the
man was so weak that he would otherwise “surely have
perished.” During Fleetweek 2004, approximately 4,000 guests
thronged the ship while she visited Port Everglades (26–30
April), Enterprise returning to Norfolk on 3 May. Additional
carquals off the Virginia and North Carolina coasts followed
(18–25 May).
Enterprise commenced Summer Pulse
04 with an eastbound transit of the Atlantic, 3–11 June
2004, rescuing two injured Portuguese crewmen from their
ship while en route, evacuating them to a medical facility.
Over 65 high-level civilian and military leaders from the
Joint Civilian Orientation Conference visited the ship on
the 11th.
During Neo Tapon, a
Spanish-hosted NATO exercise off western Europe and in the
eastern Atlantic, 11–14 June 2004, the “Big E” operated as
the communications control ship. Supported by Gettysburg,
guided missile destroyer Ramage (DDG-61) and Detroit, the
carrier operated with British, Dutch, French, Italian,
Moroccan and Portuguese forces, as well as ships from
Standing Naval Forces Atlantic and Med, testing air and
surface warfare and strike mission capabilities.
Steaming northward, she
participated with as many as 50 ships from “multiple
nations” in JMC 04-2, 19–30 June 2004, transiting The Minch
off western Scotland, completing the exercise with a visit
to Portsmouth, 2–6 July. Leaving British waters, Enterprise
wrapped up Summer Pulse 04 off the west coast of Morocco
with a pair of exercises, 10–16 July, Med Shark and Majestic
Eagle, the latter orchestrated by Strike Force NATO and
hosted by the Moroccans, comprising more than 20 ships and
submarines from ten countries. Aircraft from the ship
operated with Italian and Spanish aircraft and those from
CVW-3, embarked in Harry S. Truman (CVN-75), validating
Capdra Range, Morocco, for bombing training for future
deployments.
Enterprise returned to Norfolk on
23 July 2004. After her return, the ship hosted visits by
over 50 National Defense University International Fellows,
followed a few days later by 75 veterans of Operation Sea
Orbit. Enterprise began an ESRA on 14 August 2004, mooring
to Double Pier No. 6, Naval Station, Norfolk, on 2
September, the first such mooring at non-carrier piers
there, corroborating pier installation of shipboard services
and providing port operations flexibility in mooring larger
deep draft vessels. She then proceeded to Outfitting Berth
No. 1, Northrop Grumman Newport News Shipyard, commencing
primary work on the 7th. During ESRA the installation fore
and aft of the RIM-116A Rolling Airframe Missile (RAM)
System, a lightweight quick-reaction “fire-and-forget”
missile designed to counter anti-ship missiles attacking in
waves or streams, was the biggest “event.” Additional ship
combat systems upgrades included the Automated Digital
Network System and the Extremely High Frequency Follow-on
Terminal. Many changes in manning and watchstanding
procedures for the Navigation Department resulted from the
disestablishment of the Signalman (SM) rating, including
reducing the department from 39 sailors in 2003 to 17 in
2004. Transitioning from a chemical-base film processing
system to a digital imagery acquisition system, the photo
lab produced nearly half of all photographs with a
chemical-free process by year’s end.
Enterprise steamed over 50,000 NM
during 2004, completing 10 underway replenishments. During
the year, CVW-1 sent detachments ashore to Ireland and the
Canary Islands. And demonstrating the unique contributions
of the electronic medium, over 4,000,000 e-mails were sent
by Enterprise crewmembers and 4,000,000 received during the
year.
History: 2005-2012 and
deactivation:
2005 saw the ship in for another
routine shipyard overhaul at Newport News Shipyard in
Newport News Virginia. Departing the dock after this yard
period Enterprise ran through a sand bar causing all 8
reactors to shutdown, leaving the ship adrift on emergency
power for nearly 3 hours before she was tugged back to her
pier at Norfolk Naval Base. It took approximately 3 days for
the ships nuclear machinsts to clear her condensors of river
mud.
In May 2006, Enterprise departed
for a six-month deployment, operating in the 6th, 5th and
7th Fleet areas, and supported both Operations Iraqi and
Enduring Freedom. She returned to Norfolk 18 November 2006.
On 19 December 2007, the carrier
returned home after a six-month deployment in the Persian
Gulf.
In April 2008, Enterprise entered
the Northrop-Grumman Newport News shipyard for a scheduled
18 month Extended Docking Selected Restricted Availability,
with a projected completion date of September 2009. As
maintenance was performed, costs continued to rise above
projections and the completion date repeatedly slid.
Enterprise, the oldest active combat vessel in the Navy, was
scheduled to be decommissioned as late as 2014. On 6 April
2009, Admiral Gary Roughead, Chief of Naval Operations,
stated that he was seeking a congressional dispensation to
speed up the process to decommission Enterprise. Under this
new timetable, the ship would complete one final deployment
before being decommissioned in late 2012 or early 2013. This
would temporarily reduce the U.S. Navy to having only ten
active aircraft carriers through the launch of the Gerald R.
Ford in 2015. In October 2009, the House and Senate Armed
Services Committees agreed with the recommendation,
approving the decommissioning of Enterprise in 2013 after 51
years of service.
2010s
In April 2010, the Navy announced
that the cost of refurbishing the carrier had risen to $655
million and was scheduled to be completed the same month. On
19 April 2010, Enterprise left the Northrop Grumman shipyard
to conduct sea trials in preparation for return to the
fleet. The total cost of refurbishing the carrier was $662
million, which was 46% over budget. Also, it took eight
months longer than scheduled. The Navy said it planned to
use the carrier for two six-month deployments before her
scheduled 2013 decommissioning date.
On 1 January 2011, the
Virginian-Pilot leaked highlights from the final video of a
set entitled "XO Movie Night" that was filmed on Enterprise
and aired via closed circuit television on select Saturday
evenings. The videos, which were not meant for release
outside the command, were produced by Capt. Owen Honors when
he was executive officer (XO) of the ship in the 2006–7
timeframe and included profanity, anti-gay slurs, and
sexually suggestive scenes. Capt. Honors received public
support from Navy personnel, but on 4 January 2011, Adm.
John C. Harvey Jr., the commander of the United States Fleet
Forces Command in Norfolk removed Honors for demonstrating
poor judgment. Capt. Dee Mewbourne was appointed as
replacement commander. Forty officers and enlisted sailors,
including six flag officers, were later disciplined to
varying extents over the incident.
The carrier and her strike group
deployed on 13 January 2011. Accompanying the carrier on the
cruise to the Persian Gulf and Mediterranean were Carrier
Air Wing One, guided missile cruiser Leyte Gulf, and guided
missile destroyers Barry, Bulkeley, and Mason. In February
2011 the Enterprise was involved in an incident with Somali
pirates, an event that ended in the deaths of four American
citizens and four pirates.
The carrier returned to Norfolk
on 15 July 2011. During its deployment, it had participated
in operations that captured 75 Somali pirates and its strike
group made missile strikes against the Libyan government.
On 9 April 2012, the Navy
announced that the Enterprise and her group, Carrier Strike
Group Twelve, would be assigned to join the USS Abraham
Lincoln (CVN-72) in the Persian Gulf. The mission was
described as routine, not a response to a specific threat.
Upon completion of this mission, the Enterprise is scheduled
to be deactivated (Fall 2012).
On November 5, 2012, the
Enterprise returned her homeport at Naval Station Norfolk,
VA, for the last time. She arrived under her own power and
is ending a storied era of service at sea in all the
nation’s wars and conflicts since the Cuban Missile Crisis
50 years ago. While on her last journey, the Enterprise
cruised nearly 81,000 miles in a 238-day deployment to the
Persian Gulf and her aircraft flew more than 2,000 sorties
in support of Operation Enduring Freedom in Afghanistan.
Deactivation /
Decommissioning:
Enterprise was deactivated on 1
December 2012 at Norfolk Naval Station, Virginia. The
deactivation of Enterprise resulted in a one-time increase
of approximately $857.3 million in depot maintenance costs
for the U.S. Navy's operation and maintenance budget for
Fiscal Year 2013.
Enterprise was the first
nuclear-powered aircraft carrier to be decommissioned. Naval
enthusiasts requested that Enterprise be converted into a
museum. By 2012 this was deemed too expensive to make such
an effort practical, in addition to the fact that the ship
would need to be partially dismantled anyway to remove the
eight reactors safely. A petition was also set up for the
next carrier to be named as the ninth USS Enterprise.
At her inactivation ceremony,
Secretary of the Navy Ray Mabus announced that the next
Gerald R. Ford-class carrier, CVN-80, would be named
Enterprise. VIPs present for the ceremony included several
former commanding officers, a granddaughter of the ship's
sponsor, and a former A-6 pilot, Eugene McDaniel, who had
been shot down and captured in North Vietnam and was
returning to the ship for the first time since the day he
was shot down.
On 8 February 2013, the United
States Department of Defense announced that a number of
nuclear projects would have to be postponed until the
upcoming budget sequestration issue was resolved. These
include the planned de-fuelling of Enterprise as well as
mid-life overhauls (including nuclear refuelling) for two
Nimitz-class ships. The contract for defueling Enterprise
was eventually awarded to Huntington Ingalls Industries in
June 2013.
In October 2014, Newport News
Shipbuilding announced that one of Enterprise's anchors,
removed from the ship during deactivation, had been
transferred to the Nimitz-class Abraham Lincoln during her
RCOH. In early 2017, it was announced that steel from CVN-65
will be recycled and used to construct CVN-80. Over 35,000
pounds of steel has been removed from CVN-65 and repurposed
into CVN-80. The crew of the ship's final deployment built a
time capsule constructed from her steel and wood to preserve
the carrier's history for CVN-80.
The final reactor was defueled in
December 2016, with decommissioning on 3 February 2017. The
same day, the ship was stricken from the Naval Vessel
Registry (NVR). According to Navy Sea Systems Command, the
recycling of Enterprise was delayed by the Navy until
further information on "more technically executable,
environmentally responsible" approaches to disposing of the
aircraft carrier are available. On 10 April 2018, Newport
News Shipbuilding announced that Enterprise's inactivation
process has been completed. ex-Enterprise was stored at
Hampton Roads while disposal plans were determined by the
Navy.
In 2019, one of ex-Enterprise's
anchors was transferred to the Nimitz-class carrier USS
George Washington (CVN-73), during her midlife refueling and
overhaul at Huntington Ingalls Industries Newport News.
The final disposal plan for
Enterprise was a long and complicated process. The carrier
had eight reactors and numerous compartments contaminated by
radiation and therefore could not be used as a target ship
in a SINKEX or live-fire training sinking exercise. The Navy
set up a new office to organize the disposal of Enterprise
and the coming retirement of the Nimitz-class carriers.
Ultimately it was decided to use a commercial facility to
break the ship up, with scrapping to begin in 2025. The
process is anticipated to take five years.
from Navy News Service -
December 1, 2012
NORFOLK (NNS) -- Nearly
12,000 past and current crewmembers, family and friends
attended the inactivation of aircraft carrier USS Enterprise
(CVN 65) Dec. 1, 2012, at Naval Station Norfolk, Va.
Enterprise, the world's
first nuclear powered aircraft carrier, recently completed
its 25th and final deployment and returned to its homeport
of Naval Station Norfolk for a scheduled inactivation, held
prior to the ship's terminal offload program and subsequent
decommissioning.
The inactivation
ceremony was the last official public event for the ship,
and served as a celebration of life for the ship and the
more than 100,000 Sailors who served aboard.
The Chief of Naval
Operations, the Commander of United States Fleet Forces,
nine of twenty-three prior commanding officers, many
decorated war heroes, and thousands of Enterprise veterans
attended the event.
"Enterprise is a special
ship and crew, and it was special long before I got here"
said Captain William C. Hamilton, Jr., the twenty-third and
final commanding officer, during the ceremony.
"Before I took command
of this ship, I learned the definition of 'enterprise',
which is 'an especially daring and courageous undertaking
driven by a bold and adventurous spirit.' Fifty-one years
ago, this ship was every bit of that definition."
"Here we are 51 years
later," he continued, "celebrating the astonishing successes
and accomplishments of this engineering marvel that has
roamed the seas for more than half the history of Naval
Aviation. Daring, courageous, bold, and adventurous indeed."
In honor of that spirit,
Secretary of the Navy Ray Mabus, in a video message played
at the ceremony, announced that the name Enterprise will
live on as the officially passed the name to CVN-80, the
third Ford class carrier and the ninth ship in the U.S. Navy
to bear the name.
Commissioned on November
25, 1961, the eighth ship to bear the illustrious name
Enterprise, the "Big E" was the world's first
nuclear-powered aircraft carrier.
A veteran of 25
deployments to the Mediterranean Sea, Pacific Ocean, and the
Middle East, Enterprise has served in nearly every major
conflict to take place during her history. From the Cuban
Missile Crisis in 1962 to six deployments in support of the
Vietnam conflict through the Cold War and the Gulf Wars,
Enterprise was there. On September 11, 2001, Enterprise
aborted her transit home from a long deployment after the
terrorist attacks, and steamed overnight to the North
Arabian Sea. Big 'E' once again took her place in history
when she launched the first strikes in direct support of
Operation Enduring Freedom.
More than 100,000
Sailors and Marines have served aboard Enterprise during its
lifetime, which has included every major conflict since the
Cuban Missile Crisis. It has been home ported in both
Alameda, Calif., and Norfolk, Va., and has conducted
operations in every region of the world.
from Navy News Service - February
3, 2017
NEWPORT NEWS, Va. (NNS) -- The aircraft carrier, USS
Enterprise (CVN 65), was decommissioned during a ceremony
held in the ship's hangar bay, Feb. 3.
The ceremony not only marked the end the ship's nearly
55-year career, it also served as the very first
decommissioning of a nuclear-powered aircraft carrier.
Capt. Todd Beltz, commanding officer of the Enterprise,
addressed the ship's company, former commanding officers and
distinguished visitors and spoke of where the true spirit of
"The Big E" comes from.
"For all that Enterprise represents to this nation, it's the
people that bring this ship to life," said Beltz. "So as I
stand in this ship that we all care so much about, I feel
it's appropriate to underscore the contributions of the
thousands of Sailors and individuals that kept this ship
alive and made its reputation. We are 'The Big E.'"
Enterprise was the eighth naval vessel to carry the name. It
was built by the Newport News Shipbuilding Co. and was
christened Sep. 24, 1960, by Mrs. Bertha Irene Franke, wife
of former Secretary of the Navy William B. Franke. The ship
was put to sea in 1961 and safely steamed more than 1
million nautical miles on nuclear power over its entire
career of more than 50 years.
Key-note speaker Rear Adm. Bruce Lindsey, commander, Naval
Air Force, Atlantic, used his own experiences aboard
Enterprise to emphasize the unmatched adaptability and
capability of not just this ship but of all nuclear-powered
aircraft carriers.
"One cannot influence world events if you are not on station
and stay on station; in other words: to be where it matters,
when it matters," said Lindsey. "Nuclear carriers are tough
and no other country can match us in this respect."
Though Enterprise's history is long and filled with numerous
successful deployments, Beltz offered highlights from a
letter written by Adm. James Holloway III, Enterprise's
third commanding officer, which looked toward the future of
the namesake in the proposed construction of the ninth
Enterprise, CVN 80.
"As this ship retires," Beltz recited, "we know the memory
will live beyond her and we--the Sailors, the shipbuilders,
the supporters of Enterprise--we are that link to the next
Enterprise.
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