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It's- the start of ' the perfor-D
mance and the lights have all
grown dim. The audience sits
and waits for a new episode to
begin. They anticipate -
they're anxious - electricity's in
the room. A. march into' the
world's next epoch is. begin-
ning, soon! The people of the
nation now will stand and
watch as one. But every parent
strains to hear the voice of his
own son. ,
The images return and slowliy
focus in my mind. The flight
deck and the main spaces, the
aircraft all I find. The memories
are more distinct, each moment,
now, for me - I hear each
sound, I see it all, I even smell
the sea. The blazing heat, the
piercing. cold, I have survived it
all. But never was I all alone, for
all of us have grown tall.
I,cast my gaze before me and
stare out into the haze. The sea
is beautiful, yet 'savage in its
many ways. When man sets out
upon the sea, 'the sea knows he
is frail. It clutche ' gtg
swirling iumassp if?
ond he
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Man embraces and strives to
stand so strong, for he knows he
will perish if his fear lasts long.
Afar, on the horizon, the great
ship rides. Her machinery labors
with mechanical sighs. The vessel
glides majesticallyacross the
glassy plane. She continues in her
sailing even if the wind should
wane. Mighty she stands, far from
the land. Cold her steelg where is
her zeal? Has grey metal a heart
and a soul? Can mechanical art
have a goal? For she craves a heart
and soul to meet. Man and ship
become complete.
.Coal and iron are swift and
sure. In battle her crew will make
her endure. And now she is given
'a mission to hold, but only be-
cause her nation is bold. A potent
work of the engineer's art, but
made to stop wars before they
start. Ironic indeed - in death we
find life: an engine of warfare pre-
venting the knife., t if .
I sit nowfawakened by the roar
of the.: crowd. The'nation's voices
ia-re aloud. , Laughing and-
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Far left: Waterside is a place for all the
family to gather and spend an afternoon.
Left: Docks aside Waterside house yachts,
schooners, and speed boats. An adventure
for the nautical novice. Center: The all fa-
miliar sign welcoming all to the harbour
city. Bottom: The United Virginia Bank
tower looms high over the city of Norfolk.
A blend of new and old.
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In 1607, Captain Christopher
Newport sailed across Hampton
Roads, seeking a site at which to
land his three-ship expedition in
order to establish a permanent set-
tlement in Virginia for 104 passen-
gers. They finally settled in what
was to become jamestown. The
following year Captain john Smith
sailed up the Elizabeth River and
discovered an abundance of fir and
pine trees, which would later form
the basis for the shipbuilding
industry.
The combination of these abun-
dant natural resources and the fact
that Hampton Roads is one of the
wotld's finest natural harbours nat-
urally led it to become widely rec-
ognized for the shipbuilding in-
dustries which would develop. The
area consequently developed a rep-
utation for its proficiency in ship-
building and its many skilled sea
captains and sailors, a reputation
that still holds true today. lt was
this very reputation, however,
which caused the British Navy to
come to the area with the sole pur-
pose of impressing seamen for
their ships. While they were more
often than not given permission by
the colonial governors to do this,
on many occasions the captains of
these vessels took it upon them-
selves to "recruit" without
authorization.
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MacArthur Square in downtown Norfolk sits placidly among the hustle and bustle of the business day.
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f N 'fff was l ll esrabQ Independenee brought with it arel nor ,james fMonroe s effected
lishedfto the approachesto r ,vitalization to the maritime indusf transfer of ownership of 1 the JGQS-1 p
ClhesapeakeWVBay, The Virginian tryliwhichhadiall but died during sport Naval Yard to :he ,federalf 'pi
with fifteen ships,
frnosrllofii which were converted
merchant ships, and grew ro a
compliment of seventy-two vessels
Left: An inlet off Chesapeake ling' i
and serene.
the war. At the sme time, howevs
er, the Colonial Navy was disban-
ded. The imposition of restrictive
laws on American shipping, and
government -+o sixteen acres for
312,000 Today, that site is the
Norfolk Naval Shipyard. p p
14
In March of 1827, Congress, re-
alizing that the Navy was taking
too long to repair and outfit ships.
authorized the construction of two
dry docks, one of which was built
at the Gosport Naval Yard. The
construction of the dock began in
November of 1827 and was com-
pleted in March of 1854. Now over
150 years old, this dry dock is still
in use today. By August of 1846,
additional land had been added to
the yard for storage and repair of
ordnance.
The Gosport Navy Yard was
one of the most valuable maritime
assets this country owned. This
fact was emphasized by its location
in the South. Tension ran high
enough in the Spring of 1861 for
Gedron Welles, the Secretary of
the Navy, to send to the comman-
dant of the shipyard, Commodore
Charles S. McCauley, a confidential
letter urging him to exercise due
care and vigilance in guarding and
protecting the shipyard. Commo-
dore McCauley had become in-
creasingly alarmed by what ap-
peared to be the steady arrival of
Virginia militia forces into Norfolk
and Portsmouth. On April 20, 1861,
McCauley issued the order to de-
stroy the yard rather than fight. He
ordered guns in the yard spiked
and the ships to be scuttled where
9
Portsmouth Shipyard.
Interstate 64.
they lay.
One of the most interesting his-
torical sidelights of this period was
the battle of the first ironclads: the
Monitor and the Merrimack. It was
in the Gosport Navy Yard that the
Confederates transformed the
burned-out remains of the steam
frigate Merrimack into the Iron-
clad Confederate States Ship Vir-
ginia. The Union countered with
an ironclad, the USS Monitor.
On March 9, 1862, the Virginia
left Crany Island under the com-
mand of Lt. jones. At approxi-
mately 8:30 A.M., the Virginia en-
countered the Monitor. The two
ships battled it out for nearly four
hours. The battle ended in a draw,
but its importance lay in its herald-
ing the end of the sail-driven,
wooden-ship navy.
By March 11, 1862, with the
Northern armies marching into
Ocean View and into Norfolk, the
Confederate forces again put fire to
the Gosport Navy Yard, and Com-
modore joseph Tallfall ordered the
ironclad Virginia blown up at
Crany Island to prevent her from
being captured by the approaching
Union naval forces. When Union
forces gained control of the yard, it
was designated as the United
States Naval Yard, Norfolk,
Virginia.
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The work of the shipyard continues through the night.
The Navy was slow to rebuild
after the Civil War. Congress began
rebuilding the navy in 1883, but it
was not until 1892 that the Norfolk
Naval Yard became involved in
new construction. During that year
it launched the first two ships of
the modern navy - protected
cruiser Raleigh and the battleship
Texas, the United States' first all-
steam vessels.
Interest in the Norfolk Naval
Yard was heightened the next year
by the arrival at Hampton Roads
of approximately thirty American
and foreign naval ships commem-
orating the 400th anniversary of the
discovery of America by Christo-
pher Columbus. Vessels participat-
ing were from Spain, Great Britain,
Brazil, Germany, Russia, Italy,
France, and Holland.
Serenity.
Fleet repair - an ongoing job
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The workhorse of any port - the tugboat,
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In December of 1907, President
Theodore Roosevelt was in Hamp-
ton Roads aboard the yacht May-
flower, He bade farewell to the
15,000 men and officers of the six-
teen white-painteycl battleships of
the rAtlantic Fleet i which were
abont to begin their famous
mile round -the fworlcl fcruiseg i Hey
also greeted their returnto, Hajrlp?
ton Roads, alongrwithi an estimated
6o,oQQ spectators lir1ingfthe,sfhore.l
7 N aval aviation had its
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he rnaclelthe first airplaneqlanglgig
on a Ship, T the rarraoilredfg
Pennsylvania, in 1 Psanfl P1-anciseoa
Harbor. r a
Below: Hang gliders take to the air.
Hampton Roads was not affect-
ed much by the outbreak of World
War l in 1914. However, in early
1917, Germany opened a campaign
of unrestricted submarine warfare,
extending to the American shores.
On April 6th of that year, the Unit-
ed States declared war on Germa-
ny. When President Wilson issued
his call to war, the residents of
Hampton Roads answered the call.
They thronged around the navy re-
cmiters' offices and cheered when
recruiters pleaded for enlistments
during a mass meeting at the Colo-
nial Theatre in Norfolk.
In May of 1917, a convoy of
merchant ships laden with desper-
ately-needed food and war sup-
plies sailed from Hampton Roads
and reached Britain without a sin-
gle loss. Its journey marked the
effective use of the convoy system
for transporting goods and troops
to England and France, and led to
the establishment of the Naval
Overseas Transportation Service
for the purpose of moving supplies
to Europe. This fleet operated
largely out of Hampton Roads, us-
ing both naval transports and mer-
chant ships.
World War I led as well to the
establishment of the Naval Operat-
ing Base. Onjune 28, 1917, Presi-
dent Wilson signed a proclamation
establishing the Naval Operating
Base, Hampton Roads, and autho-
rizing the navy to take possession
of 474 acres of land in Norfolk,
including the Jamestown Exposi-
tion site, to build a Naval Opem-
ing Base, including piers, store-
houses, oil fuel storage and
recreation grounds for the fleet.
Work on this project commenced
on the Fourth of july of that year,
and within thirty days, houses had
been constructed for 7,500 men,
along with mess halls, store houses,
utilities and road systems. The base
was commissioned on October 12,
1917: by Armistice Day 1918,
34.1113 personnel were assigned to
the base.
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The more things change, the more they remain the same.
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This same period witnessed the
commissioning of the Naval Air
Station in April of 1918, compris-
E
ing six canvasvhatngarsfito ho use its
seven seaplanesf The Navy: Supp1yiijf,sfviJ ,
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Naval aviation again demon-
strated her growing prowess as
Hampton Roads watched. The
coal carrierjupiter was selected for
conversion to become the Navy's
first aircraft carrier, Langley. When
converted, Langley had a flight
deck measuring 534 feet by 64 feet
and was the Navy's first electrically
propelled vessel. The first takeoff
from the Langley's deck occurred
on October 17, 1922. The first ar-
rested landing happened nine days
later on October 26, 1922. The first
catapult shot off the Langley oc-
curred on November 18 of the
same year.
While the Navy was being ne-
glected in Congress, the Depres-
sion was ravaging the economy of
the area. In 1931 President Hoover
transferred a large part of the At-
lantic Fleet to the West coast to
monitor the activities of japan.
Since many of these ships were
homeported in Norfolk, the trans-
fer of the fleet also signaled the
transfer of the paycheck to the
West Coast. Although the Norfolk
Navy Yard had been granted a
battleship modemization program
which would last until 1934, em-
ployees ofthe shipyard were forced
in 1933 to take a fifteen percent pay
Ctll.
When Franklin Delano Roose-
velt was inaugurated in 1933, the
Navy and consequently Hampton
Roads gained a valuable friend.
Roosevelt launched a naval ship-
building and improvement pro-
gram to slow the effects of neglect
on the fleet. These programs en-
abled the Norfolk Navy Yard to
increase its employment rolls to
'DON thin 7.600 by 1959, providing
a much-needed shot-in-the-arm
for the area.
.yr V, - V V ,
LH I--1 -FUNK-lftl whores of X iriginla Beach
The elegance of Waterside captured at night,
i
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As war approached fisam ladtlxgl
the east and west, Congzessqgixegjj 5,
moved to increase the size, og? yi if
Navy m order so meer fkefprayec ya
ed costs of the 'two oeelaniwa ,Q
T e Two Ocean Navyfaffgwf 'J' s
signed lay F R in 1946, anal,
impact was rel: almost rmmeirat, sg?
m the area The new lawhezaldw ra
not only improvements and? mofyig
ermzatron of the exwstmg naval fa of
cilmes but also increased work
loads of the exrsrmg naval facfhnes
The Norfolk area became a wer
time boom town during World
War II Roughly 55 N0 saxlors
came ashore every rughr, strainxng
the city s facxhrxes. Cornpoundrngs
the problems of military bmld up
ofthe area was the requirement for
more civilian employees to support
the military Norfolk became the
land of opporrumry as men from
all over the country came to seek
and gain employment The crvxlxan
population of the area swelled to
more than double its pre war size
of 150 000
War brought many changes to
the area By July of 1942, the Navy
began budding the Naval Amphxb
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crews of new ships' The Norfolk
Navy Yard expanded in size from
352 acres to more than 746 acres,
excluding nearly four and a half
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America,
the beginning
SS AMERICA ICV-661
is the fifth ship to bear
the name "AMERICA"
Only two were specifically de-
signed for naval service. The pre-
sent ship is the first warship of that
name constructed as part of the
U.S. Naval fleet.
The original AMERICA was a
1782 gunship. Her first command-
ing officer was to be john Paul
jones, but instead this ship was do-
nated to the French fleet. The sec-
ond ship AMERICA was the first
winner of the America's Cup
yachting race in 1852. The next two
ships bearing the name AMERICA
were passenger liners which had
been modified to carry troops dur-
ing both world wars.
The name of the aircraft carrier
USS AMERICA CCV-661 was a
personal choice of the late presi-
dentjohn F. Kennedy. Her original
blueprints have her as nuclear
powered. The plans were later
changed ro make AMERICA con-
ventionally powered. AMERICA's
construction cost was S156 million.
The keel of the aircraft carrier
AMERICA was laid on 9-january
1961, as hull 561 in shipway 310 at
Newport News Shipbuilding and
Drydock Company, Newport
News, Virginia. Following three
years of construction, the ship was
christened by Mrs. Cathrine T.
McDonald, wife of Admiral Mc-
Donald, then CNO. Formal com-
missioning ceremonies were held
one year later on 25 january 1965.
AMERICA is a modified KITTY
HAWK class carrier. Her major
distinctions are her elevator con-
figuration and a modernized
superstructure.
The mighty lady awaits acceptance trials
XX .. ,. S l' Clmpiglvq Rf,
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Sh1PW3Y No 10 Newport News the begmnmg of the new aircraft carrxer, AMERICA
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Crewmen board AMERICA prior to her commissioning ceremonies.
On the way down to Guantana-
mo Bay, Cuba, for her initial train-
ing, the carrier recorded her first
launch and recovery. The ship's
Executive Officer, CDR Kenneth
B. Austin, was catapulted off and
recovered flying an A-4 Skyhawk.
The subsequent training at
GITMO was extremely successful.
AMERICA received the third
highest mark ever given by Fleet
Training Group. AMERICA and
her crew were well prepared for
their first challenge. Their initial
deployment was a tour with the
U.S. fleet in the Mediterranean.
On AMERICA's second Medi-
terranean deployment, she was
awarded the Battle Efficiency "E"
as best Atlantic Fleet aircraft carri-
er. During this 1967 cruise, the
Arab-Israeli War erupted in the
Eastern Mediterranean. On 8 June
1967, the technical research ship
USS LIBERTY CACTR-52 was at-
tacked by unidentified sea and air
forces. Within minutes AMERI-
CA's F-4B fighters were on their
way to protect LIBERTY. It was
later learned that the attack was
conducted by Israeli torpedo boats
and aircraft. The next day, AMER-
ICA met up with LIBERTY in
Souda Bay, Crete. AMERICA's
doctors and corpsmen were able to
treat fifty wounded LIBERTY
crewmen.
, 'u 26
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AMERICA heels fat' on l'16l' Starboard side during a high gpeed aqqepfance Uigljh Vw N V rim-MNWWKYYYWW-MNA
Above: Mrs. David L. McDonald speaking
at christening ceremonies. Left: AMERICA
leaves Newport News. Far left: The tradi-
tional bottle of champagne has been bro-
ken, and AMERICA is now ready to join
the Fleet.
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-FY
Cn BI May 1963. AMERICA,
along with Airwing Six, faced their
most serious challenge. They com-
menced operations in the South
China Sea during the Viet Nam
War. During this period, AMERI-
CA recorded 18,000 launches and
recoveries without a single acci-
dent. Eor this accomplishment she
received the Navy Lfnit Commen-
dation, the Admiral Flatley Safety
Award, and the Naval Air Forces
Atlantic Safety Award. Along with
those distinguished awards,
AMERICA earned her second
consecutive Battle for the Pa-
cific deployment.
On 10 April 1970, AMERICA
and Airwing Nine left Norfolk for
their second WESTPAC deploy-
ment. Upon arrival, AMERICA
was designated flagship for the
Seventh Fleet Attack Carrier Strik-
AZE GRA ND
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An A-7 Corsair attack aircraft readies for take-off.
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ing Force. She operated in Yankee
Station in the Gulf of Tonkin,
launching strike missions over
Southeast Asia. For their superb
performance, both AMERICA and
Airwing Nine were awarded Meri-
torious I'nit Commendations upon
their return to Norfolk.
E A
uss ntltn
ol
l
The rain
and wind across tre fl h - ' ' -
' 'S I Click COmb1ncd with the yet blast create an eerie effect
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ERW Y
In june, 1972, AMERICA got
for her third combat de-
in Southeast Asia. She
aircraft carriers on
the day the Viet
went into
returned on 24
days
this
er sec-
Injanuary, 1974, AMERICA be-
gan her fourth deployment to the
Mediterranean. During this de-
ployment, AMERICA completed
more than 8,600 accident-free
launches and recoveries as she sup-
ported friendly forces during the
Cyprus Crisis. Three of the squad-
rons embarked aboard AMERICA
during the cruise were awarded
1974 CNO Safety Awards.
In October 1974 AMERICA
entered an eleven-month shipyard
period. During this time, AMERI-
CA was renovated to accomodate
S-3 and F-14 Tomcat aircraft. On
15 April 1976, AMERICA- em-
barked on her fifth Mediterranean
deployment. During this deploy-
ment, she served in the evacuation
of American and foreign nationals
during the civil conflict in
Lebanon. A '
in
Viet Nam Conflict
FRANKLIN D ROOSEVELT QCVA 421 pictured in the foreground along with USS AMERICA form a formidable presence in the South China Sea during the
M47
On IU'june 1977. AMERICA led
a five-ship task group that de-
ployed zo South America. During
this cruise, the LYS. ships carried
out exercises with the Brazilian
Navy, marking the first time a Bra-
zilian aircraft operated from the
deck of a LIS. carrier. On 29 Sep-
tember 1977, AMERICA departed
Norfolk for her sixth Mediterra-
nean deployment. This cruise in-
cluded NATO fleet exercises, in-
tensive flight operations, as well as
port visits to Italy, Spain, and Yu-
goslavia. The ship returned home
in April, 1978, to a one-year over-
haul in the Norfolk Naval Ship-
yard. While in overhaul, AMERI-
CA was fitted with the NATO Sea
Sparrow Missile System and the
Phalanx Close-In Weapons Sys-
tem. Soon after the overhaul and
refresher training in Guantanamo
Bay, Cuba, AMERICA left for her
first deployment to the Indian
Ocean. During this time AMERI-
CA became the first carrier to tran-
sit the Suez Canel since 1967.
As AXIFR
ICA departs Rio de aneiro the crewmen send 3
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AMERICAS next few years
were uneventful, consisting of
more Mediterranean deployments,
homeport periods, and refresher
training.
I On 24 April 1984, AMERICA
left Norfolk to participate in Exer-
cise Ocean Venture before entering
the,Mediterranean, the Suez Canal
again, and the Red Sea before re-
lieving USS KITTY HAWK QCV-
63J.on station in the Indian Ocean
1Ojuue 1984. After 102 straight
days without a port call, AMERI-
CA finally headed for home. This
deployment consisted of several
intense exercises and port calls to
Spain, Italy, Monaco, and Bermu-
da. In january, 1985,f AMERICA
celebrated her 20th Birthday. The
ship went into a four-month main-
tenance period at this time. On 13
May 1985, AMERICA left the
shipyards for sea trials, refresher
training, and carrier qualifications.
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1- Mirza T 'HY JA
he ability to keep a naval
vessel fighting ready re-
quires ongoing and exten-
sive upkeep of her structure and
systems. A key element in this up-
keep is a regularly scheduled post-
cruise Selected Restricted Avail-
ability CSRAI yard period.
After coming home from an ex-
hausting Medflndian Ocean de-
ployment and a brief CQ CCarrier
Qualificationl period, the men of
AMERICA enjoyed a month of
"standdown" before lifting anchor
on 18january 1985 for a short trip
down Chesapeake Bay to the Nor-
folk Naval Shipyard. The trip was
designed as a miniature depen-
dents' cruise and many dependents
and friends came along for the
ride. It was an enjoyable time in-
volving the skillful maneuvering of
the giant along the tricky Tidewat-
er Channels, the careful sliding of
the gigantic carrier into the wet
slip, and the dropping of anchor
before an admiring crowd as the
ship settled down for what would
become a quick but effective
repair.
AMERICA's giant facelift was a
four-month affair lasting from 18
january until 12 May. Though
much work was accomplished be-
fore and after entering the yards,
the main SRA period developed
into an orchestrated confusion of
activity involving 455,568 man-
hours of labor. Two hundred and
sixty-nine different job orders were
accomplished, involving the pro-
curement of almost six thousand
line items. Every man and every
part of the ship was involved in
some wav. even the hull.
RIGIIT
Rriundzng the 1 r atm NNSY,
:XNIIIRICA TTU?" "' ' 'Ties Fflff rn'
The Pziffsffifuih
Tugs nudging AMERICA towards Norfolk Naval Shipyard past Waterside Plaza.
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LEFT:
Two of AMERICAS younger crew mem-
bers take time to enjoy some hearty navy
chow.
any of the normal per-
sonnel functions were
suspended, and several
new jobs were created. Since the
ship was not sailing, Navigation
Department was assigned other
tasks. Since the ship was not "op-
erating", Operations Department
busied itself with new duties. The
Habitability Officer is responsible
for the living standards of the
birthing areas and staterooms. The
Fire Watch Division details per-
sonnel to stand by with fire extin-
guishers while dangerous work is
being performed.
During the weekend of I0
March, AMERICA moved from
the wet slip and was gingerly set-
tled into dry dock. From then until
15 April the hull was capped, sand-
blasted, primed and painted. The
sight in itself was awe-inspiring
and was the hrst glimpse many of
us had ever had of the hull, rudders
and screws ofa carrier. A few were
given tours under the ship's belly,
but everyone watched as it
Changed colors over and over again
during the month.
Originally scheduled to last until
17 May, the work was completed
in time enough for the ship to de-
part five days early on I2 May for
sea trials.
There are many things that we
remember about the yard period..
Those who did not ride the ship
over from Norfolk remember try-
Q
Q
ing to find the yards and the ship.
Ahd trying to parkl Ot the long
walk from parking lots A and E,
which on a good day was inconve-
nient, on a rainy day humiliating.
Security! The plastic badges you
had to clasp to your uniform at all
times! We remember having no
heat at times and too much at oth-
ers. Secured heads! Ladders and
passageways closed to regular traf-
fic. Noise. And ofcourse, cleaning.
At times it seemed circular reason-
ing to tear up a space one day and
have to field day it at the same
time, but we realized how impor-
tant it was to keep our "home" as
clean as possible despite the condi-
tions. And it wasn't all bad. Some
remember the relief of four months
of guaranteed "shore duty". Being
home at night. There were picnics
and divisional outings. Special Ser-
vices did an outstanding job of
taking our minds off the work by
scheduling competitions against
USS KENNEDY. AMERICA Day
at Great AMERICA. Softball.
Leave!!
The SRA period was an impor-
tant time in the life of AMERICA.
It enabled her to bandage some old
wounds and to don some new
equipment. The crew worked hard
and played hard, and when we
were done, we pulled out to sea for
the long road toward our next ma-
jor cruise, confident in our ship
and our abilities.
48
-s
azrsii u.s.s. nmenicn
ABOVE:
Ellivlgssil welcoming committee anxioug.
RIGHT r C amvai of AMERICA.
iigorflg fig- NNSY, Portsmouth, VA
ii- Call. lit Colm' hbfffi' Call. Liber
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Calf.
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'-a
HEER
SIZE
hile most people know
our ship only as the
mostrosity above the
waterline, only a few ever get to see
what an aircraft carrier looks like
below the waters surface. A roving
photographer, endeavoring to get
to the bottom of the matter, la-
bored to capture these scenes.
ln today's world, only the super-
tanker can compete in terms of
sheer size with an aircraft carrier.
Yet it is a little-known fact that the
carrier extends about forty feet be-
neath rhe sea's surface. The im-
mensity of this ship cannot be ap-
preciated until one looks carefully
at her aft end, and picks out the
man standing next to the light
posts. Or try for yourself some day,
looking up at the bow from below
the sonar dome housing. No doubt
about - it is a long way up!
All sailors learn to paint, to paint
some more, and finally to paint
even more. All those years that
you've been carefully applying the
stuff, and wondering why it is that
so much time must be spent ruin-
ing uniforms, getting dizzy from
the fumes, and adding yet another
coat, just cast a glance at the "Be-
fore" and "After" shots. Here we
see, dramatically illustrated, a
graphic explanation of one of the
Navy's oldest and most sacred rit-
uals since the advent of the steel-
hulled ship.
,.-, - -4 '
lun N
'Kee
Sponson six is closed and will remain closed until May, 1985.
T hu.. is prepare-4 tor ,A fresh coat ot paint
. .A , if
Y'
applied, many more to go.
RIGHT'
A rare view of AMERICA from the bottom up
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fter the rigorous under-
way refresher training pe-
riod, AMERICA an-
chored off of the Everglades for a
well-deserved Fort Lauderdale port
visit.
As the troops embarked the
small boats for the sometimes
rough voyage to fleet landing,
some of them knew they were
headed for the largest cruise port in
the southern United States, a city
with 135 miles of navigable water-
ways, and one-tenth of its area
covered by water, the boating and
yachting capital of the world, and
the most popular resort area in the
nation, others were just happy to
get off the ship and relax.
Upon arrival some of the crew
did just that: RELAX. Some spent
this port visit bathing in the warm
Florida sun and sipping exotic
drinks. Others took the Special
Services trip to Walt Disney World
and found out the hard way that
Space Mountain is not a slow-
paced fantasy land ride. Still others
took to the beautiful Broward
County beaches and viewed the
many scantily-clad sights. There
was also tennis golfing scuba div-
ing sailing jet skiing mopeds
Fishing and almost any imaginable
activity to take part in during the
daytime
Then the night. Bright lights
South Florida pretty girls the strip.
Bars and high-rise motels as far as
the eye could see. Some of
AMERICAS sailors and marines
took to the strip in search of beau-
tiful women dancing exotic res-
taurants and a much needed op-
portunity to let off steam. Many
wives joined their spouses and
took part in these activities from
the Candy Store to expensive night
clubs. Any type of activity was
there for the taking
Every port visit must end and so
AMERICA weighed anchor and
headed for the Virginia Capes,
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D4 V1.2 Dzsn-:na XX nr'f 1a 07,1-C.,
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Escaping from the ship to get some Florida sun.
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Above: Our for a ride on a calm
er day, Right: Thoughts of Spring Break.
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very young naval officer
knows that from the day
he receives his commis-
sion, he will be watched constantly
and carefully, evaluated frequently
and meticulously, all in order to
decide if he is to be selected for
command at sea. He must exhibit
all the proper attributes of leader-
ship, management, initiative,
judgement, reliability, aslwell as
many others. He must show that he
is willing to take on a job whole,
and then keep on plugging until
the whole job is done.
Command at sea does not just
mean that everyone stands when
the captain enters a space, or that
everyone keeps silent when the
C.O. has an announcement to pass
over the 1MC. Command at sea
implies more than getting
"bonged" on or off the ship, more
than getting a rent-a-car at every
port. Command at sea goes far be-
yond those privileges and shows of
B .
respect, at its very core, command
at sea means that the captain is the
ship, and the ship is the captain.
The identity of the two become
inseparable.
The result of this blending of
captain and ship is a staggering
amount of responsibility. The cap-
tain is personally answerable, at all
times, for the safety not only of the
ship, but every man on her. If she
sinks, he is to be the last man off.
Whatever should go wrong, he is
responsible, so he can sleep only
after assuring himself that compe-
tent minds and skilled' hands are
handling her. Moreover, the.cap-
tain must make sure that opera-
tional and administrative tasks im-
posed by his own superiors are
carried out. The experience will
make him or break him, but the
Navy has selected him because he
has what it takes. To a man who
can take on a job like this, and do
it well, we all say "HATS OFF!"
9
9 STA
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CAPT R.E. Rumble
October, 1968-December, 1969
CAPT Thomas H. Replogle
Apfil, 1973-September, 1974
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CHANGE
CAPT Richard C. Allen reads the traditional relieving orders issued by Commander, Naval Military Personnel Command.
The Navy Band plays the National Anthem for the ceremonies.
60
t 1000, 2 July 1985, while
moored at Pier 11, Naval
Station, Norfolk, a change
of command ceremony was held
aboard AMERICA as Captain Richard
C. Allen relieved Captain Leighton W.
Smith and became the sixteenth Com-
manding Officer, USS AMERICA
QCV 665. The ship was meticulously
prepared for the event, from the im-
maculate honor guard on the hangar
bay deck to the flags and pennants
which hung from the overhead. The
ceremony itself was characterized by
all the pomp one would expect from
an event so time-honored and tradi-
tional as this. Following the arrival of
the official party and inspection of the
honor guard, Vice Admiral Kendall E.
Moranville, Deputy Command-in-
Chief, U.S. Atlantic Fleet, presented
Captain Smith with the Legion of
Merit medal. Vice Admiral Moranville
also served as key speaker. Among the
many guests in attendance were Vice
Admiral Mustin, Commander, Second
Fleet, Vice Admiral Dunn, Com-
mander, Naval Forces, Atlantic Fleet,
and Rear Admiral Dunleavy, Com-
mander, Carrier Group Four, as well as
many local commanding officers and
former AMERICA COS. Despite the
military formality, the change of com-
mand was marked by a sense of casu-
alness and "family" which may have
taken some by surprise. Referring to
each other as "Snuffy" and "Sweet
Pea," the speakers peppered their
speeches with friendly humor and per-
sonal reflection. And while only a
small part of the crew could view the
ceremony in person, the rest crowded
before TVs throughout the ship to
hear for themselves the traditional ex-
change of "I relieve you, sir" and "I
stand relieved" which marked the
transfer of command from Captain
Smith to Captain Allen.
Chaplain Byron Holderby seemed
to sum up the spirit of respect and
camaraderie embodied in the morn-
ing's activities when he eulogized the
principals as men "who have followed
visions and done deeds, not seen or
done by average men . . . Not conf
tent just to dream dreams, but driven
to follow them and to safeguard that
which they find to be of beauty and of
value. We honor them today . .
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CAPT. Leighton W. Smith,jr.
aptain Leighton W.
Smith, jr., was born 20
August 1939, in Mobile,
Alabama. Captain Smith attended
the United State Naval Academy,
graduating in 1962. Thereupon he
entered flight training, receiving
the designation of Naval Aviator in
january, 1964.
Captain Smith's initial assign-
ment was to the Naval Air Techni-
cal Training Center, Naval Air Sta-
tion, Glynco, Georgia. There he
flew the FJ-4 Fury and instructed
at Air Intercept Control School.
His first operational tour was with
VA-81 on an A-4 training in VA-
44. His subsequent operational
tours were with VA-22, Naval Air
Station Dallas KLTVJ, VA-82, Air
Command and Staff College at
Maxwell Air Force Iiasif, Alabama,
and VA-86, where Captain Smith
served as Executive Officer and
then Commanding Ofhcer from
April, 1976, to june, 1977.
In September, 1977, Captain
Smith assumed command of Air
Wing 15 on board USS CORAL
SEA CCV 431 and USS KITTY
HAWK QCV 635. In November,
1978, Captain Smith began a four-
teen-month tour in Naval Military
Personnel Command as Head Avi-
ator Commander Assignment Of-
ficer. Following his tour with
NMPC, he reported as Command-
er, Light Attack Wing One, Naval
Air Station, Cecil Field, Florida,
where he served until April, 1981.
In january, 1982, Captain Smith
assumed his first afloat coininantl,
taking over USS KAl,AMAl'fOO
QACTR-65. Wliiltx Ccililiiiilikliiigij, ml-
day..
ficer of the "Super K," he partici-
pated in many Caribbean exercises
as well as an extended Mediterra-
nean deployment. Upon the com-
pletion ofcommand of USS KAL-
AMAZOO in july, 1985, Captain
Smith moved to Naval Air Force,
U.S. Atlantic Fleet, as Assistant
Chief' of Staff' for Readiness and
Training.
Captain Smith was one of the
first Navy pilots to fly the A-7E,
having first flown A-7fBfC and D.
He has been deployed on USS
FORRESTAI, QCV-595. USS
CORAL SEA QCV 45i. USS
RANGER QCV 615, USS AMERI-
CA QCV 66i, USS NIMITZ QCV
685, and USS KITTY HAXWK
QCV 635. During the Viet Nant
Conflict, Captain Smith participat-
ed in over 280 Navy missions.
"men who have
followed visions
and done deeds,
not seen or done by
average men
Not content just to
dream dreams, but
driven to follow
them and to safe-
guard that which
they find to be of
beauty and of value.
We honor them to-
A 7 9
While acting as Commander, Air
Group 15, on board USS RANG-
ER CCV 615, Captain Smith logged
his thousandth carrier-arrested
landing while flying an F-14
Tomcat.
Captain Smith's decorations in-
clude two Distinguished Flying
Crosses, two Meritorious Service
medals, four individual action and
twenty-five Strike Flight Air med-
als, four Navy Commendation
medals with Combat "V", the
Navy Achievement medal with
combat and various other
campaign ribbons.
Captain Smith is married to the
former Dorothy Dunn McDowell
of Columbia, South Carolina. They
reside with their children, Leigh-
ton, Page, and Dee Dee in Virginia
Beach, Virginia.
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Honors are appropnately rendered to Lhe Fxrst Lady of our nation
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was .1 spit i..I lit hir the
ofliicers .iiiil I rew ul
USS AMERICA as we were hon-
ored by a visit from the lfirst Lady
of the United States, Mrs. Nancy
-Reagan.
The days of painting and clean-
.Qing which preceded her visit were
eworthwhile as sailors and marines
ijammed the weatherdecks and
stood on tip-toes on the flight
to catch a glimpse of Marine
as it made two circles around the
before touching down.
the cheers of the ship's
and a banner which read
Aboard," Mrs. Reagan,
by john Lehman,
of the Navy, was greeted
mmodorejohn Ready, Com-
Carrier Group Eight, and
Richard Allen, AMERI-
S Commanding Officer.
After initial meetings with the
and Commodore and a chance
freshen up, the First Lady pro-
to the after mess decks
where she shared the noon meal
some of AMERICA'S crew-
Amongst those privi-
be seated beside Mrs.
were SK1 Lee Paige,
S Sailor of the Year,
AE1 Michael Logan, Com-
Naval Air Force Pacific
15
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Sailor ul the year. llieri it was off
to llauger liay One, where hun-
dreds of crew merriluers and press
representatives had gathered to
greet her in style.
Dunning a flight jacket present-
ed to her by Captain Allen Mrs.
Reagan was then presented with an
official AMERICA ball cap
trimmed with oak leaves and offi-
cer's crest. With the knowledge
that the President was in the hospi-
tal recovering from cancer surgery,
the crew then presented a very spe-
cial gift to her, a giant get-well
card designed by DM3 Todd
Soper of the Graphic Arts depart-
ment bearing the message "From
Americas Best, To America's
Best" and signed by over 2500 crew
members. The presentation, made
by Captain Allen, delighted the
First Lady.
Then it was her turn. After her
opening remarks in which she ex-
pressed her appreciation and that
of the President for the fine job we
were doing, she surprised everyone
by delivering birthday presents and
messages from home for seven
AMERICA crewmembers. She
brought the house down as she
handed out the gifts along with a
kiss on the cheek.
A group of AMERICA officers
and crewmen who called them-
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selves the "American Singers" ser-
enaded her with the song "Ameri
ca" and the light-hearted "Ain't
She Sweet" which required an en
core from the enthusiastic crowd.
The whole event was capped with a
frocking ceremony for over 150
new petty officers,
Entering into the Hangar Bay, one can see the monstrosity of it all.
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While ar the helm, Mrs. Reagan receives instructions on keeping the ship on course. Mrs. Reagan and Secretary Lehmann socialize with crew members.
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Though Mrs. Reagan only spent
one day on board, it was a busy
one. A major compaigner in our
nation's fight against drug abuse,
she attended a presentation of the
Navy's substance abuse prevention
and detection programs where she
received a T-shirt bearing the
phrase "Not In My Navy." She
toured many spaces on the ship
and observed flight operations
from Primary Flight Control as
well as a demonstration of the
Vulcan Phalanx Close-In Weapons
System.
Before bidding us farewell, she
expressed her sentiments over her
visit and the overwhelming recep-
tion by saying, "This has been
great therapy for me." We were
glad. After all, she was good thera-
py for us, too.
AMERICAS singers serenade the First Lady with "Ain't She Sweet."
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ut tracking from one of our ai
r traffic controllers.
A final goodbye to the crew before going
below decks for the grand tour
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hy did we participate in
OCEAN SAFARI '85?
The reason why can be
expressed in terms of actions, reac-
tions and what they proved. Our
major action was the exercise itself.
The Soviets' reaction was an active
interest as an observer. What it
proved was a concept of opera-
tions. Carrier operations in Vestf-
jord, protecting NATO's northern
flank, are a real possibility. This is
the reason we participated in
OCEAN SAFARI '85. .
OCEAN SAFARI '85 consisted
of a series of actions and reactions,
each proving an important aspect
of the exercise. USS AMERICA'S
abilities were proven from the start.
Along with USS EISENHOWER,
USS SARATOGA, and USS
CORAL SEA, AMERICA demon-
strated the strength and versatility
of naval aviation. The high point of
the carrier interaction was a night-
time quad strike. The Soviet reac-
tion during this period was to send
two intelligence collection ships
CAGISD. The two AGIS followed
USS AMERICA and USS EISEN-
HOWER very intently, watching
each and every action. The Soviets
were impressed, for no other navy
in the world is capable of launch-
ing a strike from ships hundreds of
miles apart, against numerous tar-
gets along a 1,000 mile coast line.
Following the power projection
exercises was a covert transit across
the Atlantic Ocean. The transit be-
gan on the night of September 2nd
and involved AMERICA, EISEN-
HOWER, and the "Deception
group" performing a set of intri-
cate maneuvers intended to con-
fuse the BALZAM AGI. The suc-
cessful completion of these
manuevers permitted the AMERI-
CA battle group to begin its transit
with stealth. From the first day the
Soviets were totally deceived and
followed the wrong ships, thinking
they were the AMERICA battle
group. When their mistake was fi-
nally discovered they sent increas-
ing numbers of ships and aircraft
to try to find us, but were unsuc-
cessful in their efforts. We proved
that it is possible in this day and
age of high technology to transit
covertly one of the busiest water-
ways in the world: the North At-
lantic. This seven-day covert tran-
sit, with a little assistance in the
form of fog from Mother Nature,
was a truly memorable feat.
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The game portion of
OCEAN SAFARI '85 began on
September 10th with a "general
alert" signaling the outbreak of
hostilities between BLUE and OR-
ANGE forces. During the four
days of fighting off of the Scottish
Coast, the BLUE forces outflew
and outgunned the ORANGE
forces thirteen to one. The Soviets
took great interest in the
BLUEfORANGE war. Soviet frig-
ates REZVYY and KOMSOMO-
LETS, along with Bear reconnais-
sance aircraft, kept a close eye on
all exercise participants. There were
two reason for this careful watch.
First, they were interested in
NATO interaction and command
and control. Second, and more im-
portantly, the Soviets prefer to
have a large cushion around them-
selves for protection. In Europe
there is the Warsaw Pact to stand
between Mother Russia and any
invaders. At sea there are no such
boundaries. Therefore the Soviets
have established sea control and
sea denial areas to act as buffer
zones. Sea denial consists of a mul-
tilayered defense of surface, sub-
surface, and air assets. It is intend-
ed to exclude totally the enemy
from these waters. Sea control is
designed to discourage use of
those waters beyond sea denial ar-
eas. The BLUEIORANGE portion
of OCEAN SAFARI '85 proved
once again the effectiveness of
NATO commands working to-
gether and the strong deterrent
NATO represents.
The next aspect of AMERICA's
participation in OCEAN SAFARI
'85 involved a long-range recon-
naissance mission. A Tarps-con-
figured F-14 conducted an 800
NM mission into the English
Channel. The objective was the
KYNDA class cruiser, GROZ-
NYY, which they found. It was a
flawless mission. The Soviet reac-
tion to the overflight was bland.
All of the crew just looked up as
the F-14 went by. This mission
proved again the capability of
long-range reconnaissance.
An F-14 is hurled off the catapult. T
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An Air Force B-52 flies over the Norwegian coast. Below: An F-14 crew takes time for the camera.
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THE SECRETARY OF THE NAVY
WASHINGTON
N
The Secretary of the Navy takes pleasure in presenting
the MERITORIOUS UNIT COMMENDATION to
TASK FORCE 401
for service as set forth in the following
CITATION:
For meritorious service while conducting operations
in the North Atlantic Ocean and Norwegian Sea in support
of United States and North Atlantic Treaty Organization
objectives during Exercise OCEAN SAFARI 85 from 29 August
1985 to 20 September 1985. The unprecedented operations
of TASK FORCE 401 asa multi-carrier battle force
established new standards for the forward offensive
employment of maritime forces in deterring and defeating
thr t
ea s to the alliance. Aggressive tactics and sound
prior planning were followed by meticulous execution and
responses to contingencies under adverse weather
conditions. By their sustained outstanding performance,
exceptional professional ability, and complete dedication
to duty, the officers, enlisted personnel, and civilian
employee of TASK FORCE 401 reflected credit upon
themselves and upheld the highest traditions of the
United States Naval Service.
,T K xf7!,f
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An overt transit to Vestfjord
was undertaken following AMER-
ICA's involvement in the Northern
BLUEXORANGE war. The transit
drew a lot of attention from the
Soviets because the battle group
had moved from an area of sea
control to one of sea denial. The
Soviets frequently used the carrier
as a target of opportunity for simu-
'lated strikes. Daily, reconnaissance
aircraft were sent out to ensure that
the battle group's whereabouts
were known. AMERICA reacted to
each flight with a fighter escort.
Carrier Air Wing One and USS
AMERICA proved that the greatly
increased tempo of operations was
Secretary Lehmann, VADM Mustin, Ambassador Stuart, and CAPT Allen take time for conversation.
manageable and that they, the shi-
pfairwing team, were able to han-
dle all eventualities.
The highlight of OCEAN SA-
FARI '85 occured when AMERI-
CA entered Vestfjord for four days
of operations. Each day was a
learning experience, operating in a
totally different environment. The
Soviet reaction to fjord operations
was one of frustration. No longer
could they keep a constant watch
on the battle group's actions. They
too wanted to see if carrier fjord
operations were feasible. Their ap-
prehension is understandable. Over
6096 of the Soviet surface fleet,
6096 of Soviet naval aviation assets
and over 8596 of Soviet submarine
forces for the Atlantic, which
comprise Soviet Northern Fleet,
rely heavily on the Norwegian Sea
for access to and from their basesg
therefore, control of those waters is
of vital interest. Also, with a carrier
operating in the fjords, most of
their bases are within easy striking
range of a formidable opponent.
Vice Admiral Mustin has stated
that a war may not be won inthe
Norwegian Sea, but certainly could
be lost there. This is a valid point,
especially in light of the vast mili-
tary complex of the Soviet North-
ern Fleet. The fourrshort days spent
in Vestfjord proved that carrier
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fjord operations can successfully
be conducted. Now NATO has
another strategic option to use as a
deterrent.
The Russian AGI Balzam trails AMERICA.
1 ' r-Li-his -mlm .zs the .ilsrt
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Left. The mighty ship enters the protective
mass of Vestfiord.
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Above: The cold peaks shoot forth from the ocean floor. Below: An alert F 14 is dispatched ro the enemy
he ship is pitching and
yawing as forty-foot waves
crash over the bow. The
strain on the ship is tremendous as
she heads through the furious seas.
Small gunboats searching for
AMERICA are almost swallowed
up by the sea. As days go by, the
weather begins to break. Finally
the seas calm down enough to per-
mit flight operations.
Enemy submarines begin to
prowl around the ship. Planes
search nearby for the ship's loca-
tion. The small gunboats try to
make a strike on the carrier. Still,
despite all of this, AMERICA is
able to launch attack squadrons.
She is on the way to an important
mission in Vestfjord as she comes
out the victor in another of her
many exercises. The loud roar of
the jets can be heard as they ap-
proach the ship for recovery. Once
all the aircraft are recovered she is
able to proceed once again towards
the fjords.
The Carririr rr'ia.'wigjf-e in flip in-
side the fiyw' '- ' 7 mei tif
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sky above. The water is very calm
and all is quiet. At nighttime the
colorful lights of a nearby city re-
flect brilliantly across the water.
Many of the crew want to go
ashore and see the country of Nor-
way, but there isn't enough time to
do that and still complete the mis-
sion they are here for.
Early in the morning the opera-
tions begin. There are "Blue" force
and "Orange" force Norwegian
patrol boats. AMERICA and her
allies are the "Blue" Forces. It is
more confusing than ever in the
fjords because of the short reaction
time, and not being able to tell the
"Blue" forces from the "Orange",
Then AMERICA comes up with a
plan to solve this problem by set-
ting up an area for the "Blue"
forces to avoid. Now any patrol
boats entering the designated area
will be immediately identified as
"Orange", enabling AMERICA to
Send A-7 Strike 1riri'i'nfi in for ni
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An S-3 is launched to counter the ever present threat of submarines.
Crewmembers ready an armed P-14 for
combat exercises.
pie, gray, and blue surround the battle
scenario.
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waits the anticipated arrack during exercises.
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A Kresta X class frigate railing AMERICA through dw Nnrrh Aflzmiif.
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transcript of lln5lish-lan-
Etripe broadcast datccl 3
September delixcrcd by thc official
Soviet news agency 'I ASS. During
this portion ofthe broadcast Rear
Admiral Bystrov Chief of Staff of
the Soviet Navy is quoted discuss-
Ateas for staging such exercises
are more and more often chosen
close to our operational waters and
coasts. As distinct from the past
years the United States and
NATO have now extended the
zone of the maneuvers to the
North Atlantic and the Norwegien
and Barents Seas The number of
the warships and civilian vessels in
volved in Ocean Safari 85 has also
increased It is perfectly obvious
that the U S administration uses
the maneuvers to show off the
might of its armed forces to the
people of Western Europe and
neutral states. Constantly conduct-
ing maneuvers in areas adiacent to
the Soviet borders, the military and
political of the U.S. and
NATO are trying to develop in our
armed forces a sort of 'adapting to
thedanger'reilex,soastodetract
us from our Let no one
count on this. The strong ocean-
going fleet ofthe Soviet Union is
always on its guard."
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ing NATO Ocean Safari exercises.
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A Badger class reconnaissance aircraft makes a high speed run over the AMERICA battle group
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Captain Allen dubs the new Bluenose into the order of the Arctic Realm.
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Two shipmates gleam with pride over their new status.
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The Bull Ensign sounds the call.
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BE IT FURTHER UNDERSTOOD:
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Above: A castle stands vigil over her township. Left: A typiC3l English
cottage.
I
lthough it was not a
package tour itself, many
had a chance to experi-
ence the beauty and history of
some of English's most graceful
countryside. As you travelled along
the highways and byways between
the cities, you could see anything
from an ancient castle off in the
distance to a farmer bringing in his
herds. The rolling hillsides seemed
to have an air of tranquility about
them as the wind blew against the
tall grass.
Travelling further, you might
come across an old village from
the Eighteenth or Nineteenth Cen-
tury that is still in full use by resi-
dents of today, the drives made of
cobblestone and the roofs of
houses completed with the more
contemporary straw thatching.
The countryside is as different
from the cities as day is from night.
Most of the countryside brings you
back in time to days of old, not yet
forgotten. Most of the cities, being
built of brick, steel, and concrete,
still bear reminders of a world
known many years ago, but are be-
A lone tree stands as sentry over the fields and crops.
ing covered up more and more as
time goes on by impressions being
pressed upon them by those with-
in. Many of the little villages that
hug the roadside which survive do
not experience the oppression that
is dealt with within the citiesg they
have a chance to remain clean and
unscathed. However, as is always
the case, there is a price to pay. The
price is one which many cannot
afford today, so only some of the
most well-off can manage to keep
their homesteads in their original
state. The others try to do the best
that they can with as little change
as possible.
One of the biggest and most
expensive problems is the thatched
roof. Birds love to pick at the straw
to make nests, and bugs like to
burrow into it and make a home of
their own.
Because of the stubbornness,
pride, and the deep sense of heri-
tage the English have, they have
not lost the beauty and back-
ground which is spread out across
the expanse of the old English
territory.
A city-state stands protected by a castle and its surrounding walls.
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Editor's note: The English
Countryside is filled with many ex-
amples of fine architecture. We've
captured a few of the best. The
impressions they leave are mostly
personalg however, they are still
awe - inspiring.
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ne of the briefer but
more memorable tours in
England was that to
Stonehenge.
What makes Stonehenge such a
memorable place to visit is the
whole aura of mystery which has
surrounded it since its construc-
tion. According to archeologists,
the Hrst stones were set in place as
far back as 2000 B.C.g the structure
was redesigned and added to at
least three times before it was
completed some 500 y6arS later.
Tradition holds that Stonehenge
was built by the Druids as a place
of worship, but recent thinkers
claim that it was built long before
the Druids ever came to England.
Whatever the case, the true mean-
ing of Stonehenge is difficult to
fathom.
Stonehenge sort of sneaks up on
you. An unobservant motorist
might very well miss it altogether
as he drives along the highway
which runs beside it. All alone in
the corner of a field in the rolling,
grassy countryside, the rock for-
mation appears out of place. Our
bus passed by and pulled into a
parking area on the opposite side
of the highway from the monu-
ment. After browsing through the
memorabilia for sale, we purchased
our tickets and walked the short
distance over the highway and
onto the grounds themselves. The
initial response was one of wonder.
Even someone who knew nothing
at all about is background would
have been enchanted by Stone-
henge's appearance: lintels piled
upon posts, forming concentric
circles. One felt compelled to envi-
sion what it used to look like to
those who used it, even wondering
what the users themselves were
like. Had Stonehenge been a place
of worship, it seemed appropriate,
because the rocks still commanded
that feeling of reverence. We
walked along the path leading
around the monument, reading the
information markers in an attempt
to understand better what we were
seeing, and taking pictures here
and there, trying to capture the true
essence of the encounter.
Stonehenge was one of the
those rare places that take a short
time to see but offer lasting im-
pressions. And though our visit
was short-lived, this beautiful but
mysterious place will forever re-
main a part of our memory, one of
the places about which we will al-
ways be able to say, "Yes, I've been
there!"
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fall the places to see in
England, London has to
be the most popular.
AMERICA's port visited to En-
gland gave sailors and marines a
chance to view a part of the world
that before they'd only read or
heard about. They visited a foreign
land in which the natives ffor the
most partl spoke the same lan-
guage. They learned some English
expressions which had an entirely
different meaning in the states, but
only added to England's
uniqueness.
London is one of the world's
largest cities with a population of
almost seven million. It is also the
capital of the United Kingdom,
which is comprised of Great Brit-
ain and Northern Ireland. In itself,
London is a unique part of
England.
While there, many crew-
members observed the old adage
"do as the Romans do" by imitat-
ing London's punks. Punk music
and fashion, whose popularity
seems to have waned in the United
States, are still going strong in En-
gland - particularly in London.
The U.S. Navy's younger members
could be seen wearing attemps at
spiked haircuts and decked out in
raincoars, pointed black boots and
many other articles of punk garb.
For a look at true hard-core punks,
however, one only has to take a
walk through downtown London
near Picadilly Circus. Here there
were punks a-plenty, casually
roaming the streets. Perhaps their
most distinguishing characteristic
is their hair, often dyed bright col.
ors and shaved on the sides or
standing on end, glued into dan-
gerous-looking points like an array
of marlinspikes. Facial makeup,
mostly worn by females, was exag-
gerated and gaudy, with seemingly
no intent of enhancing their natural
features. Both sexes wore earrings
- often many on each ear - and
some even sported nose-rings.
Many punks could be seen taking
advantage of tourists' fascination
with them by offering to pose for a
snapshot with some friends for
only a pound or two. Not a bad
way for some of London's more
enterprising youths to make a liv-
ing. In all, they were an interesting
and colorful part of the city.
One should never go to London
without seeing Big Ben. The fabled
clock tower is a famous historic
symbol known to people all over
the world. During AMERICA's
port visit, the giant clock was un-
der rehabilitation and scaffolding
covered its height on all sides,
much the same as our Statue of
Liberty. However, it was still an
impressive sight, as was the
Thames fpronounced "TEMZ"l
River. The Thames is London's
primary source of fresh water, and
is lined with many important his-
torical buildings and monuments.
Sunset brings a peaceful feeling to the park.
Two bobbies take time out to chat with one of the local residents.
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ln addition to the sights, Lon-
don offered a variety of good
places to eat. Amongst these were
some popular American franchises
whose familiarity was not unwel-
come to some sailors, such as Bur-
ger King, Kentucky Fried Chicken,
McDonald's and Pizza Hut. When
eating in one of the local restau-
rants, one notices immediately the
difference between British and
American tastes, though not nec-
essarily for the worse. Many en-
joyed the change.
London is a fantastic place to
spend the day Cand the author has
heard more than one shipmate ex-
press the desire to live therej tak-
ing in sights and picking out sou-
venirs at the many shops for
everyone back home.
London truly lives up to its
reputation.
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The English pub commonly bears historical names.
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An English garden blends the early Roman influence,
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here was something very
special about Bath, En-
gland, that made our tour
there one-of-a-kind. I don't know
if it was the city's history, the baths
themselves for which the city was
named, or the many shops and
crafts which made the visit so
unique. Perhaps it was a mixture of
all three. '
Situated on the Avon River, 107
miles west of London, Bath is sur-
rounded by an amphitheater of
hills and is renowned for its hot
springs which have been the city's
historic drawing-card. That the
springs were not just enjoyable but
possessed curative powers as well
was a belief held as far back as the
Ninth Century B.C. It was during
the Roman occupation of 44-50
A.D. that the actual bath houses
were built. After having been de-
stroyed in 577 A.D. by the Saxons,
the ruins were only recently dis-
covered. They evidence an intricate
and awesome system which must
have been the envy of all Europe.
The tour allowed us to see much
of what remained. The main bath
remains, still bubbling and steam-
ing as it did so many years ago. To
look clown into it was to look back
in time. The roman architecture
was evident in the mosaic floors,
rounded entrance ways, and the
many statues and carvings which
adorn the walls. An adjoining mu-
seum holds countless goblets,
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bowls medallions coins and other
relics recovered in the course of
excavations. Though a few rooms
have been maintained relatively in-
tact in most areas only the foun-
dations remain of what once were
beautiful interconnecting cham-
bers. The whole excavation was
well-presented and proved both
interesting and educational. For 25
pence you could drink a glass of
the mineral water for yourself!
Having finished seeing the baths
by no means signalled the end of
the tour of Bath. Walking from the
baths up into the town we were
met with wonderfully quaint streets
and shops crowded with tourists
and locals alike. Antique shops
were in abundance. If wool or
crystal were more to your taste,
they were available too, in abun-
dance close by And if you were
tired of shopping, there were plen-
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or pass a few minutes in
conversation.
Spending an afternoon in Bath
we were captivated by its friendli-
ness as well as its beauty. The peo-
ple seemed genuinely glad to meet
us, and we felt comfortable meet-
ing them. As we traveled up the
road leading away from Bath and
looked down upon the symmetry
of the buildings and cathedrals
which give the city such character,
we were glad to have had the privi-
lege to visit this truly unique place.
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ne of the honors be-
stowed upon AMERICA
during the year was her
selection as the stage for the Su-
preme Allied Commander, Atlantic
Forces KSACLANTJ Change of
Command ceremony. After the
wear and tear of Ocean Safari, get-
ting AMERICA to look her best
for the big day was no small feat.
The rough-and-tumble seas of the
North Atlantic had taken their toll
on the grey lady we call home.
With the zeal of an ardent suitor,
the crew gave the ship their undi-
vided attention. Deck Department
gave her a much-needed facelift.
Gallon upon gallon of haze-gray
paint was used to brighten the fea-
tures of AMERICA. The signal-
men bedecked her in a mu1ti-col-
ored necklace of signal flags and
pennants. Every whim of AMERI-
CA was catered to. The final prod-
uct was not unlike the prom queen
- radiating beauty and warming
the hearts of all whom she
touched.
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Officers and guests await the ricrenxony comrnencenicm.
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he day for which the crew
had been so frantically
preparing had finally ar-
' Awake rived. It turned out to be a perfect
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r' ' balmy temperatures. AMERICA
5 .
at herself added to the perfect back-
drop provided by Mother Nature. J! ,
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e"'t Considering the battering she had A .
taken in the North Atlantic, she
provided the most fitting stage
possible for a ceremony of such
international magnitude. Multi-
colored signal flags shapped crisply
in the breeze, red, white and blue
bunting adorned the catwalks, and 'lr'i- -1
. -as 4-I---5-r, A
the month-long preparations of ef?
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painting, cleaning, and then doing
it again finally seemed worth the
' ' " ' - - " f' - effort as AMERICA sparkled like a
jewel. A
The ceremony on the flight
deck began at precisely 1400 on 27
November 1985. After Admiral
William J. Crowe, jr., Chairman of
the joint Chiefs of Staff, and Gen-
A view of the proceedings from general admission seating, eral Cornelius de Jager Royal
Netherlands Army and Chairman
of Nato's Military Committee, had
addressed the crowd of distin-
r guished visitors, the simple time-
honored ceremony of passing
command from one individual to
another began.
Admiral Wesley McDonald,
who was retiring on this day after
thirty-nine years of dedicated and
distinguished service, read his or-
ders relieving him as the Supreme
Allied Commander, Atlantic
Forces fSACLANTD and Com-
mander in Chief, U.S. Atlantic
Command QCINCLANTQ. Then
Admiral Lee Baggett, jr., read his
orders appointing him to become
the Supreme Allied Commander,
Atlantic Forces. As Admiral Bag-
gett turned and saluted Admiral
McDonald, he uttered the simple
elegant phrase, "I relieve you, Sir."
In that short sentence, Admiral
Baggett assumed command of all
NATO and U.S. Navy forces oper-
--a ating in the Atlantic theatre.
The Admirals cut the first piece of cake in AMERICA's hangar bay.
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A slow dance to top off the evening
fter being out at sea for a
short CQ period, the
members of AMERICA
looked forward to the upcoming
holiday season. The ship's Christ-
mas party was the perfect setting to
get the crew into the festive holi-
day spirit.
On the evening of 15 December
1985, AMERICA's crew met to
share the joy of the Christmas sea-
son. The event was held in the
Omni Hotel in Norfolk, Virginia.
The evening began with cocktail
hour filled with delicious hors
d'oeuvres and an array of bever-
ages. Greetings were shared by old
and new friends alike.
Following cocktail hour, it was
time for supper for the crew. They
were not disappointed, each was
treated to a four-course meal, with
a delicious roast prime rib as the
main course.
The band provided the night's
entertainment, playing swing tunes
from the 30's and 40'sg many cou-
ples danced the night away.
And now for a really good show . . .
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FLEET EXERCISE
leetex 1-86 was located in
the Southern Puerto Rican
Operations Area. The
"stage" was set up to duplicate the
Norwegian Fjords Operation Area.
USS AMERICA and some of the
units operating with her participat-
ed in the exercise as the orange
units fhostile forcesj. Units nor-
mally operating with other carriers,
some of them based out of Florida,
acted as the blue forces ffriendlyj.
The concept was for us to be able
to locate, verify, and neutralize any
threat, while still being able to car-
ry out other missions, some of
these other missions being possible
land targeting, bombing runs, and
still being able to protect the main
forces of our group. A couple of
long-range as well as a few short-
range bombing missions that were
also considered highly successful
were planned and carried out. This
exercise was to be a "dress rehears-
al" for future possible exercises in
the Northern Atlantic Operations
Area.
The exercise was a great success,
and helped greatly in the planning
of such future deployments. It
helped in preparing us for what we
could expect under such
conditions.
as-ggi
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Operational
Readiness
COperational Readinness
Examinationj took place
in the Atlantic Ocean from 3 Feb-
ruary 1986 to 9 February 1986 one
month before getting underway for
our major Mediterranean deploy-
ment. The Operational Readiness
Examination is a rigorous and ex-
hausting portion of the competi-
tion for the Battle E award
among aircraft carriers. ORE re-
quires a minimum of three hours of
General uarters daily over a six-
day period.
In addition to normal day and
night operations long hours of
hard work training and prepara-
tion went into this examination.
The major emphasis in on General
Damage Control training battle-
damage-related engineering casu-
alty control and combat systems
readiness. Responses to all types of
fire hazards, equipment damage
and failures, flooding, lube oil
leaks, and fuel oil leaks are graded.
During General uarters, tests and
inspections of the firefighting
equipment, selected exercises, res-
cue and assitance training, materi-
al condition checks, and commu-
nications checks were conducted.
The drills included chemical, bio-
logical, and radiological attacks, as
well as firefighting, sagging over-
heads, raptured firemains, and
electrical power failures.
All exercises were inspected by
the Type Commander in order to
evaluate the overall combat readi-
ness of the ship in a given comm-
petitive cycle or prior to a major
deployment.
ln conclusion, USS AMERICA
attained an overall score of 95 per-
cent for the damage control
fOREl competitive exercises,
proving once again that the USA is
ready to respond.
Exercise
SS AMERICA's ORE
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General Quarters,
General Quarters.
All hands, man
your battle stations.
R p ' party members quickly unravel the long lengths of fire hose.
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ship, Left: While the battle rages, the medical corps treat the wounded.
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pon return from Fleetex
1 86 AMERICA entered
into her POM Prepara
od These last two weeks befc
deployment were scheduled for
AMERICA s crew to have the op
portunity to get off work early
most days so that they might at
tend to personal and financial
matters
This POM period however was
hardly the relaxed affair it was in-
tended to be. Since AMERICA de-
ployed two weeks early her crew
had to work extra hard to have her
ready for 10 March. Hours were
long and many men came in on
weekends to get AMERICA ready
for her six-month sojourn. For the
better Part of her crew, this was the
POM period that never really was.
Q - 7 C -
Unloading another truck.
Finally winding down.
A Chief lends a helping hand
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Is the way clear?" "Is there really that much milk?"
"Bring it down slowly!"
HK
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'just think! Only 37 more cruckloads!
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lw rlie most buring thing l've done all week,"
i Ht aim!
AW 5 500 1611
The ship makes its final preparations.
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"Gone, for such a long time."
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"There they go
Right: It was a cold, sobering morning
when we finally had to departg the onlook-
ers had an expression of concern and an air
of great loss about them.
he hardest part of every
deployment begins as the
days before the deploy-
ment dwindle down to precious
few. It's the saying good-bye to
our family and friends which is
really our toughest job. Even in
those hectic days immediately prior
to getting underway, the anxiety of
the inevitable farewells casts a pall
over everything, we do. Hours pass
much too quicklyg days
faster than an F-14 Cat
Tomorrow finally
those 'Tll get t
jobs
pleted.
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I hope they wxll be alrxght. "Hey, have a good fume."
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"Ir's what he has always wanted to do
.Ks
,
Making a second MED deployment.
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AUGUS A
BAY
MERICA and SARATO-
GA dropped anchor,
floated side by side for
three days, and busied themselves
in the observance of that time-
honored tradition known as
"Turnover in the MED." Helicop-
ters scurried between the two giant
carriers. Utility and personnel
boats shuttled between the an-
chored airports. All attention cen-
tered upon the exchange of equip-
ment, the "passing down" of mes-
sage traffic, and the conferences
between the departmental leader-
ship of each ship.
A tense moment arose when a
CH-46 SEA KNIGHT helicopter
from DETROIT tipped over while
landing on AMERICAS flight
deck and burst into flames. As the
helo's rotors broke off against the
non-skid and whizzed through
scattering joggers firefighters
rushed heroically to extinguish the
blaze The first dousing of AFFF
Aqueous Film Forming Foam
struck the fire in an astonishing
eleven seconds after the helo
crashed a response which brought
warm words of praise from every
one for the fire department Fur
thermore all of the helos crew
members were saved no one was
out of commission for more than a
few days
The Augusta Bay anchorage
taught AMERICA that even when
relaxing a ship must be ever vrgr
lant against peril and must keep
herself ready for teamwork
Awaiting turnover, the crew sunbathes,
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The Admiral pauses to study the crew's reaction.
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,' Admiral Watkins praises AMERICA's sailors for their efforts during the strikes against Libya.
.49 ..f- x, ,. W P
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4 -'way .f
ollowing the March opera-
tions off the coast of Libya
and during our turnover
with SARATOGA in Augusta Bay,
Sicily, AMERICA was privileged
to be visited by ADM james A.
Watkins, then Chief of Naval Op-
erations. After a rousing welcome
in Hangar Bay I, the CNO con-
gratulated the crew for its recent
action against Libya and encour-
aged them to be ready to do it
again if necessary.
Describing the three carrier op-
eration as "highly professional" he
used strong language in denoun-
cing Libya's Moammar Kadafy
and in asserting the United States'
rights and resolve in freedom of
navigation. His remarks were
forcefully delivered and strongly
received by the sailors assembled
from several ships within the
AMERICA battle group. His visit
let us know that we were not alone
but rather, that all of America was
behind us. He also gave us the
determination we needed for what
would prove to be even greater
confrontations in the weeks to
come.
X1 1
XR--l-
LW
mm
'meets with the CRUDESGRU 12 staff in the flag cabin. Admiral Watkins is warmly received by sailors within the battle group.
The Admiral takes a few minutes to visit :with tht- tit-tg,
.
X..
5
The CNO inspires the crew to repent their efforts
11 ' Wifi
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1
LI GR
ITALY
n the Tyrrhenian coast of
Italy in the bend of sea-
shore east and south of
Genoa, the small city of Livorno,
or Leghorn, as it is commonly
dubbed in English, modestly con-
tinues the typical lifestyle of an
Italian port of her size. Founded in
the Eleventh Century by the Pisans,
Livorno is hardly old by Italian
standards, yet during the Renais-
, -1 "
f
4
H
519
my
sance she flourished enough to
leave her with an architectural and
artistic heritage of which her citi-
zens are justly proud.
After anchorage at Augusta Bay
and her first, encounter with Khad-
dafy's forces, AMERICA anchored
off Livorno for the first port call of
the deployment. Some crew-
members were disappointed to find
not much more than the usual cof-
-
, .4 Q- --'f"'?
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1
A liberty boat ties up just forward of a French submarine.
feeshops, bars and cafes of any Eu-
ropean city, but the key was not
Livorno itself, but rather its loca-
tion. Thirty kilometers away Pisa,
with her Leaning Tower, beckons,
and forty kilometers further, Flor-
ence, the queen city of the Italian
Renaissance, sits enthroned on the
banks of the Arno River.
In the end, astute sailors and
marines appreciated what a truly
ideal port they had found in Livor-
no. A quiet town welcomed them
upon arrival, Ft. Darby offered an
easy opportunity to call home, and
two of the most famed centers of
tourism in Europe were a brief train
ride away. AMERICA spent five
days at anchor in Livorno's harbor,
and then departed to continue pa-
trolling the Central Mediterranean.
Fishing and recreational eff tied I . , ,.
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Out for a Sunday walk
port visit in Livorno put
the crew within a mere
three-hour train ride of
one of the cultural centers of the
world: Florence. Those who were
adventurous enough to take the
trip were not disappointed by ei-
ther the beautiful countryside they
travelled through or by the marvel-
ous sights of the city itself.
Having its origins in the Third
Century B.C., Florence is an artistic
treasure in itself. Leaving the train
station one is immediately envel-
oped in the city's old-world mys-
tique. The narrow, bustling streets
enclose you in a mixture of archi-
tectural styles, Gothic to modern.
The many shops which line the
streets offer everything from typi-
cal Italian pasta to clothing and
appliances. But the real joy of vis-
iting Florence is not in buying, but
in seeing! And perhaps the first
thing anyone sees is the Piazza del
Duomo with its cathedral, baptis-
try and bell tower rising above the
city. Built in the Thirteenth Centu-
ry, its cream, rose and green marble
exterior have endured the ravages
of war and nature to remain, per-
haps, the city's major landmark.
For a few lire and a lot of climbing
one can catch a breathtaking view
of the whole city from the top of
the bell tower. Further into the city
is the Arno River which runs
through the very center of Flor-
ence. Along its banks one can ei-
ther enjoy a peaceful walk or visit
countless shops and cafes which
line its path.
154 Q'
You will even find that
some of the bridges them-
selves are packed with shops!
Along the Arno one will also
find many of the older monu-
ments and museums. Holding
countless works of such fam-
ous artists as Michelangelo
and Brunelleschi, the Archeo-
logical Museum in particular
was "must-see".
Those of the crew who
were able to go will agree that
it is difficult to describe a visit
to such an astonishing city as
Florence with mere words.
Whether it was for a couple of
days or a just an afternoon,
time spent in Florence was
uplifting and educational. It
seemed that whatever the
amount of time we had was
never enough to catch even a
glimpse of the beauty which
surrounded us.
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PI , ITALY
ne of the obvious places
to which to gravitate
while spending a day
sightseeing in Northern Italy was
Pisa. Only fifteen miles north of
Livorno, Pisa had a lot to offer a
set of eyes weary of looking at the
sea.
Pisa holds many places of inter-
est. There are cathedrals and
churches, a museum, a university,
and lots of shops and sidewalk ca-
fes to help while away the hours.
But the greatest of the drawing
cards was the chance to visit that
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world -famous landmarkg the Lean- T
ing Tower of Pisa
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northwest corner of
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AA wide view of the town surrounding the to
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The greatest thrill, though, was
to tour the tower itself. Tilted ap-
proximately seventeen feet, or
greater than a 5 degree list from
perpendicular, this masterpiece of
Italian art has been a symbol of
Italy for over 800 years. Begun in
1174, the bell tower was intended
to be a final touch to the already
famous Pisa Cathedral. Unfortu-
nately, when the tower was only
half completed, the soil on one
side began to subside and the
whole structure began to list. Un-
able to discern a way of straighten-
ing the tower, the city suspended
construction for almost 100 years.
Finally the decision was made to
finish the structure by building the
third and fifth floors out of line
with the base in an attempt to
change the center of gravity of the
whole. Completed in 1284, the top
story was added in 1350. Com-
pletely made of white marble, the
tower is 180 feet tall, 52 feet wide,
and has 296 steps leading from the
ground to the bell on the top. It
costs a few lire to make the walk
up, but it is worth it. Climbing the
steps Cnow rounded by the jour-
neys of countless pilgrims beforej,
the view of Pisa was spectacular
from most any level. The tower's
lean was very obvious once you
began to reach the top, and gave
you the feeling that you might very
well slide right off!
Pisa was a beautiful city. From
its splendid architecture to its side-
walk cafes, it made for a wonderful
attraction to our first port on MED
1-86.
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Looking over the grounds from on top of the tower.
Ready for the busy day ahead.
I 162
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aples is the most fre-
quented port by the
United States Navy in the
Mediterranean. Every visit to N2-
ples, or Napoli as the Italians
warmly refer to it, offers a wide
variety of foods, landscape and
personalities.
Naples is located in the regi0H
of Campania, approximately 120
miles southeast of Rome. It is C011-
sidered the commercial and cultur-
al center of Southern Italy. Naples
is Italy's third largest city, follow-
ing Rome and Genoa, and POS'
sesses a population of 2,200,000
Naples is a fan-shaped area Suf-
rounding the Bay of Naples' lf
stretches about five miles along
luv and inland into rolling hills-
the
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The Old Quarter, or Old Spacca
Quarter, is a very popular spot
when visiting Naples. A walk
through the Old Quarter will reveal
the true traditional nature of the
people. The narrow crowded
streets teern with noisy, aggressive
drivers. The section is also filled
with picturesque squares contain-
ing artisans' small shops and the
home of the working inhabitants.
Strings of lemons in the windows
and fresh laundry are suspended far
above the street. The Old uarter
is filled with pizzerias Cpizza shopsl
serving several varieties of pizza,
the world-famous dish that origia
nated in lilaples.
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Several of the many "Hey-joe" stands
visitors many exciting spots of in-
terest, including many historic cas-
tles. Many sailors visited the Castle
of Egg. The castle was built in the
Twelfth Century on a rocky inlet of
Santa Lucia. From the castle one
has a striking view of the Bay of
Naples and Mt. Vesuvius. Naples
houses well over two hundred
churches, many from the Thir-
teenth and Fourteenth Centuries.
During the Neapolitan Baroque
Era of the Seventeenth and Eigh-
teenth Centuries, many of the
churches were tyled 21
modernized.
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that line the Napolean streets.
at one time housed the University
of Naples. Works belonging to the
Farrese Family and treasures dis-
covered in Pompeii and Hercula-
neum were installed in the Nation-
al Museum in 1777.
A short boat ride from Fleet
Landing and you could be on the
beautiful island of Ischia Ischia has
been nicknamed the Island of
Health due to its many thermal
springs which are a source of
health and beauty treatment. Many
sailors are attracted to Ischia s
peaceful beaches and rich blue wa-
tvr. Many great deals were found at
' ings? 'n lschifi s six villages. ose
l f i - lflnnd of Capri which is
' .tn throughout Europe for
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its deep blue sea and peaceful clas
sical antiquity The Carthusian
Monastery serves as a popular mu
seum displaying art and fashion
Marina Piccola harbors boats from
around the world
On the southside of the Bay of
Naples is Sorrento Sorrento serves
as a haven of peace and quiet
amidst its orange groves Sorrento
is ouilt on a cliff dropping into the
Bay of Naples overlooking Capri
Many visitors are attracted to Sor
rento s close ties with history and
art Correale Museum is beautilullx
situated and has a rich collection
of furniture paintings and
porcelain
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ne of the truly genuine
sights to see while in Italy
was that of the cameo
factory. To use the word "factory"
though, seems inappropriate since
most all of the factories were actu-
ally small family-owend store-
fronts which prided themselves in
their own unique craftsmanship of
mollusk shell cameos. The fac-
tories seemed to be everywhere and
offered the fruits of their craft in
most any price range. The cost of a
cameo comes not from its size but
in its precision and detail.
Cameo is defined as the engrav-
ing in relief on precious or semi-
precious stones, glass or shells. In-
troduced in Greece in the
Hellenistic period, about the
Fourth Century B.C., cameos later
became very popular in Rome,
where portraits and mythological
or historical scenes were favorite
subjects with the engravers. The
wonderful thing about owning a
genuine cameo is in knowing that
it is hand-carved. A curious cus-
tomer can most always get a free
cameo demonstration from the
salesperson. In shell-carved cam-
eos a piece of shell is cut and se-
cured to the end of a wooden stick
about five inches long. The crafts-
man, using only a few curved in-
struments "carves" or more literally
"grooves" the predetermined de-
sign onto its surface. The darker
colored pigment deep within the
sell forms a background for the
lighter colored carving. The result
is always beautiful and when
placed in a quality setting makes a
gift or personal possession of last-
ing value.
The craftsman creates a piece of fme jewelry from a sea shell
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rewmembers from
AMERICA relaxed on
the Special Services-
sponsored drive along the Italian
coast and through two of the most
picturesque towns in all Italy.
Amalfi, with her old-fashioned
whitewashed buildings, perches
lightly on pale, steep cliffs and
gazes calmly at the fishing boats
below.
Sorrento's artisans produce
glossy, delicately inlaid wooden
music boxes, trays, and other dec-
orations famed throughout the
world. Nearly every sailor and ma-
rine reflects upon how he could
capture the heart of a wife, girl-
friend or mother back home with
one of these wooden treasures.
One day spent under the caressing
rays of Sorrento's sun, one fleeting
sunset in Sorrento, leaves the visi-
tor enchanted, and he understands
the message of the famed song
"Torna ai Sorrento" - "Come
back to Sorrento".
One of the few busy streets in Sorrento.
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A small suburb of Amalfi Minor.
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n the morning of 14 Au-
gust, A.D. 79, Mount Ve-
suvius erupted violently,
sending a cloud of pumice
and ash onto the Roman village of
Pompeii. Covering it in over twenty
feet of ash and rock, the eruption
sealed the city, freezing it in a mo-
ment of time. After Pompeii had
been left untouched for sixteen cen-
turies, excavations, which were be-
gun in 1748, provided the world with
the longest and most revealing ar-
cheological exploration of any part
of the ancient world.
The first settlement of Pompeii
dates back to the Fifth Century B.C.
Though the area was occupied by
many different conquerors and peo-
ples it is the Italic culture for which
it is famous and into which it gives
the greatest insight. After the city
was partially destroyed in A.D. 62 by
an earthquake, the inhabitants were
still in the process of rebuilding
when the catastrophe of the eruption
occurred. This is evident from the
layers of red brick on top of the gray
stone of which most of the walls
were composed. Since the eruption
was so sudden and the blanket of
ash so deep, most of the original
artwork, architecture and common
utensils of daily living were wonder-
fully preserved.
Touring the many mansions and
public buildings which have been
excavated so far, one can grasp a
feeling of what life must have been
like for the inhabitants. As with any
culture there were the rich and the
poor. A good example of the
wealthy is the House of the Faun a
block-long ruin complete with pil-
Q-
A place long forgotten recaptured
Above: A place of public meetings. Right: A market street from th
e ancient city of Pompeii.
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lated gardens and a small bronze
statue gracing what was once the
most beautiful house in the city.
Most homes were built as atriums,
having a central room with an open-
ing in the roof for the collection of
rainwater and smaller rooms opening
around it. Often there would be a
garden in the back. The walls of
each room were most always bright-
ly painted or laid in mosaics. Water
was transferred from a tank situated
at the highest point of the city and
delivered to the homes through lead
pipes.
The public buildings were clus-
tered in three groups. The forum
area held many of the civic and reli-
gious buildings. Here the temples of
Apollo,jupiter, Isis, and Venus can
still be seen. The other public areas
were the amphitheater and the mar-
ket place. The commercial life of the
city is revealed in the many small
shops that line the streets. There are
shops for processing and cleaning
wool, bakeries equipped with flour
mills, kneading machines and ovens,
as well as many restaurants, traverns
and inns.
Perhaps the mgst h.
the sights of Pompeii ihaijhgccaifsig
many of the 2,000 victims that ha
been uncovered during the excavve
tions. By pouring plastic into tg-
cavities left after the bodies deco e
posed, archeologists have recom.
structed almost perfect duplicatesnk
the bodies, portraying them just o
they were when they died, The boss
ies of people as well as animals are
peii
displayed in stark detail in Pom
itself and in museums specializin '
Pompeiian artifacts. g m
Harms Phe Opportunity to visit
such an historical site as Pom ii
was a real thrill for many of AMEPIS.
ICA's sailors. From observation of
the ruts left in the stone paved.
streets by ancient Chariots, to the
climbing of the altars on which cen-
turies-old sacrifices were offered
the tour was a learning experience of
the greatest proportions.
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bound St. Peter. Right: Ruins of an ancient market place.
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The crowds flock to the beaches in the midday sun. Take a walk through the picturesque streets.
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f all the ports we visited
on our Mediterranean
cruise, most would agree
that Cannes was the most beautiful
and certainly the most glamorous.
Although we missed being a
part of the world-famous Cannes
Film Festival by just one day, the
spirit of the festival and all the finer
points of the city which make the
festival itself such an exciting event
were still present. The main attrac-
tion was, of course, the beautiful
beaches. Or was it the beautiful
women? Or both? Whatever the
case, many of the crew spent
countless hours soaking up the
French Riviera sunshine amidst the
most attractive natural scenery on
Earth. The sand and sea were love-
ly, too.
Cannes was not just another
tourist town. Far from being a
melting pot of hotels and souvenir
shops, Cannes offered the sights
and sounds of a bustling city.
Shopping was plentiful for those
who sought souvenirs, for area
businesses offered everything from
T-shirts to fine furniture to furs. In
fact everything about the place
suggested elegance. Restaurants
were plentiful, and the food of-
fered was the best anywhere. From
sidewalk sandwich stands to the
dining room of the Charleton, one
could find food and atmosphere to
accomodate any pocketbook.
In addition, Cannes proved to be
an excellent place from which to
see the rest of the Riviera. Inexpen-
sive and reliable train service put
Toulon, Nice, and Monte Carlo
within easy reach. In addition,
tours were offered to the French
Alps, the casinos of Monaco, the
perfume factories of Grasse, and
many other area attractions.
Whether it was an afternoon
spent basking on the white sand,
an evening of fine food, or a ro-
mantic walk at sunset, Cannes
proved to be a port that offered
something for everyone.
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Ahhh . . . the French Riviera! And we get
paid to be here, too!
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MO
onaco is one of the tini-
est countries in the
world. Its shores border
on the Mediterranean, its back is
shielded by the Alps, and its fron-
tiers are controlled by France. A
visitor is unaware that he is cross-
ing a border. With eleven square
miles of fun and flowers, its normal
population of 25,000 may swell
three or fourfold during the tourist
The casino in Monte Carlo.
peak.
Once home of the most exclu-
sive gambling casino and play-
ground in the world, it now offers
many attractions to the ordinary
tourist as well. The so-called "pri-
vate" rooms are still both expen-
sive and exclusive, but in the public
rooms anyone can have a mild
flutter on the wheels and tables.
A half-mile to the southeast lies
the palace occupied by the royal
family. The regal changing of the
guard takes place at midday.
Sailors and marines from
AMERICA found Monaco and
Monte Carlo expensive, but so
dazzlingly memorable as to be
worth it. Where else can storybook
grandeur and modern touristic
conveniences blend so wonderful-
ly?
W MONTE-CARLO
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ne of the more popular
tours offered in Cannes
was the all-day tour of
the French Alps and Verdon Can-
yon. For people who enjoy the
great outdoors, beautiful moun-
tains, and stunning scenery, this
was the tour to take. The tour de-
parted Cannes' harbor by motor-
coach around eight o'clock in the
morning. 0nce outside of Cannes,
one could truly behold the old-
time beauty and simplicity of
quaint French villages, rolling
green fields, and visually appealing
French countryside. Further along,
the roads became sharper and more
twisted as the elevation got higher.
For the history enthusiasts, we
passed along the very road that
Napoleon Bonaparte and his army
trod in 1815 upon his return to
France. It looked like a difficult
trek for a footsoldier, or even for a
cavalryman. As the tour progressed
in its upward drive, the mountain
scenery became even more impres-
sive. Our tour guide, a pleasant
French woman, announced we
were almost to Verdon Canyon.
Verdon is actually the name of the
river that snakes its way through
the canyon. It was in this area that
we stopped in several places to en-
joy the views and take pictures.
The canyon itself, called the Grand
Canyon of the Verdon, even has an
American nickname: the European
Colorado. While in no way does it
compare to America's Grand Can-
yon, Verdon Canyon boasts cliffs
and gorges 2,000 feet deep and
thirteen miles long, making it the
most spectacular canyon in France.
While the river bed itself is not
accessable to motor vehicles, the
cliff tops on both sides offer ade-
quate driving surfaces. There are
footpaths to the bottom for hikers.
For the aquatic Sportsman, canoe
trips can be made, and even swim-
ming - if you want to brave the
ice-cold water! Our group was for-
tunate enough to visit the canyon
in late Spring. The weather was
warm, about an even 78 degrees,
and the summertime crowds were
not yet present. The French Alps,
of which Verdon Canyon is an in-
teresting part, seem like an excel-
lent choice for a vacation, offering
everything from skiing to lakefront
picnics.
The tour ended that evening
back at Cannes' harbor with every-
one feeling quite satisfied and en-
riched. I've vowed to return to
southern France. It's worth it!
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his beautiful town traces its
history back to 470 B.C.,
when the Phoenicians and
Greeks settled it as a trading post.
Saint-Tropez has witnessed a num-
ber of invasions from the sea
throughout her history, including
marauding pirates, Spanish galle-
ons, and more recently, Allied
Forces in 1944.
Sailors and marines who took
the Special Services tour found a
fabulously beautiful seashore made
even more lovely by the unsullied
blue sky, gentle breezes and ideal
temperatures. But they found
moreg Tropez has integrated its
modern resort beaches into its old-
town character. The town still cel-
ebrates, in its winding streets, a
number of annual festivals of Me-
dieval and Renaissance origing
while sunbathers soak up rays on
the beach, costumed marchers and
bands parade through the old
quarter. No wonder Saint-Tropez
can seem to offer everything to
everybody.
T TROPE Z
Reminders to write home.
204
Sf' Tropez, Open to the world,
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PERFUME FACTOR Y
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A large selection from which to choose.
A few gift ideas for Mom.
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en miles north of Cannes,
nestled in the foothills of
the Alpes Maritimes, lies
the small city of Grasse, billed as
the world capital of the perfume
industry. Special Services spon-
sored a well-attended excursion to
Grasse, with the promise that
AMERICA crewmen could pur-
chase gifts at prices far better than
in the States.
The perfume factory is a centu-
ries-old edifice which hardly re-
sembles a factory by United States
standardsg but in terms of produc-
tion, it indeed is impressive. More
than 87,000 acres of field supply
Grasse with more than five million
pounds of orange blossoms and
four million pounds of rose petals
annually!
Visitors from AMERICA found
more than just bargain-priced
scents, they found a France that
two few visitors ever see - not the
international beaches of Cannes
and St. Tropez or the cosmopolitan
glitter and hauteur of Paris.
They encountered a quieter, more
relaxed and genial France of the
countryside.
Flowers from around the world.
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Clear skies over Palma's churches and cathedrals.
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Right: Getting wet on the clean beaches of
Palma. Far Right: Straw umbrellas for those 4
who wish to keep in the shade. l
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206
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hhh Palma de Mallorca!
It was one of the best
ports visited by AMERI-
CA and crew. The only port that
might have rivaled its beauty was
Cannes. Although it didnt have
the exotic beaches boasted by the
French Riviera Palma made up for
that by bettering the mileage on
everyone s paychecks.
During AMERICAS visit, sail-
ors and marines enjoyed clear skies
and plenty of sun. ust cruising
down Palmas palm-lined streets
was enough to keep a sight-seer
usy.
Perhaps it was the shopping bar-
gains, or maybe it was just the
many shops with all the different
Spanish goods. The friendly people
and the helpful assistance with the
language were always appreciated.
The city hosts some three million
visitors annually, and Palma had a
lot to offer culturally and
historically.
Another thing worth seeing in
this port was the medieval tour.
Busses became stages on a journey
backward in time. On arrival at the
castle, visitors were greeted by
members of the court clad in typi-
cal medieval garb. It had to be seen
to be truly appreciated - but that's
another story.
4-.
I
omething not to be missed
was the "Plaza de Toros"
- the arena. That is where
one of Spain's proudest traditions
takes place - the bullfight. Per-
haps a little barbaric to American
eyes, the bullfight is a very old and
acceptable part of thev Spanish
culture. '
In the arena, the bullfighter, or
rnatador, attempts to show mastery
,over a bull through a series of for-
mal maneuvers using a red cape
Cmuletaj. The fight consists' of
as
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three basic stages, or tercios.
In the first tercio, the bull is
released and charges into the ring.
After about a minute of .capework
with the bull, two picadors are sig-
nalled to enter the ring. Picadors
ride pad- protected horses and car-
ry a "pic" Cspear-like polej. This
pole is thrust into the bull's neck
muscle, which slows it down and
causes it to lower its head.
the second tercio, pairs of
colorful barbed sticks are 'stuck
into the bullistgshoulder blades by
l
banderillos. This further weakens
the bull for the last part of the
fight.
Finally, in the third tercio, the
matador makes a last entrance to
finish the bull off. Kfter another
series of passes are made, the mat-
ador runs toward the bull and
thrusts a small sword just between
its shoulder blades. If the matador
is successful, this will sever the
bull's aorta, causing almost instant
death.
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The beauty of a rose window standing right above the altar.
Right: The Hard Rock Cafe located just down the coast. Far Right: A
drawing room of a nobleman's villa, reminiscent of Spanish supremacy.
Wie
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The coastline on the opposite side of the island.
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everal miles out of the city
of Palma, the Safari Park
Zoo attracts myriads of
tourists annually Cincluding
AMERICAmenl, who come to ad
mire the tiny chunks of Africa,
Asia, and North and South Ameri
ca which the Mallorcans have
assembled.
A tiny railroad transports Safari
Park visitors through velds, artifi-
cially constructed habitats in which
animals and birds live out in the
open, seemingly unaware that they
are not in their own country. For
sailors and marines on a budget
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The ladies sing a tune to an enthusiastic crowd.
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UTIE
Christy Fichtncr, Miss USA, graces AMERICA
with her beauty and charm.
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xcitement charged the
air as the performance
came to a close. The
last strains of the final number
had not quite died when Cap-
tain Richard C. Allen, Com-
manding Officer of the Nor-
folk-based aircraft carrier USS
AMERICA CCV-665, climbed
the stage and asked his men,
"Do you want to hear just one
more?" The hangar bay re-
sounded with applause and
shouts as the performers re-
turned to the stage. There was a
hush as Master of Ceremonies,
Michael Young, star of the
television series "Kids Are Peo-
ple, Too," introduced the en-
core and then thunderous ap-
plause and cheers as the group
began to sing "I'm Proud to be
an American." By the end of
the song the cheers had become
deafening and were accompa-
nied by the tears of many of the
crew and cast as they reached
out hands to touch and hug
Who needs the Pointer Sisters?!
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each other.
The scene was the first annu-
al "Miss USA Tour" USO
Show aboard AMERICA. The
star of the show was newly
crowned Miss USA, Christy
Fichtner, formerly Miss Texas.
She was accompanied by eight
other young women who had
also-competed for the title of
Miss USA. They were: Miss
Ohio, Halle M. Berry, Miss
Missouri, Barbara Webster,
Miss Tennessee, Karen B.
Compton, Miss New York,
Elizabeth J. Laufer, Miss Kan-
sas, Audra S. Ockermang Miss
New jersey, Lisa Summerour-
Perryg Miss California, Kelly F.
Parsons, and Miss South Caro-
lina, Maribeth E. Curry.
The group had arrived on
board as the 80,000-ton carrier
completed the final day of a
major NATO exercise. The
women were afforded a rare
opportunity to get a close look
at life aboard a fully operational
carrier as they toured the ship's
spaces. They watched excitedly
from the Signal Bridge and
greeted the aircrews with cheers
as aircrafts were launched and
recovered on the flight deck.
They were thoroughly briefed
by smilling and attentive escort
officers and tour guides. The
extensive touring which they
did throughout the afternoon
and evening included visits to
Squadron Ready Rooms, Carri-
er Air Traffic Control Center
CCATCCJ, Engineering Central
Control, Aircraft Intermediate
Maintenance Department
CAIMDD, and observation of a
late-night Underway Replen-
ishment KUNREPJ from the
Bridge. They were thus given a
chance to watch a carrier in ac-
tion that few civilians are ever
given. In a very short period Of
time they formed a deep appre-
ciation for the men of AMERI-
CA and the jobs that they do.
The officers and crew of
AMERICA have always had a
very special feeling for their
ship. It is not just the pride that
all Navy men have. It is much
more than that. It is a unique
pride in serving aboard the only
United States warship which
bears the name of their country
itself. It is an intense pride in a
ship which has seen recent ac-
tion against Libya in perhaps
the strongest U.S. foreign poli-
cy statement of the post-Viet
Nam era.
At no time has that pride
been more evident than on the
evening of the performance.
The emotional scene described
earlier was the culmination of
an incredible two days for the
cast and crew. Those two days
had been packed with activity
and emotion. The beautiful
young women had captured the
hearts of the crew, but in the
process had lost their own. In
that short but intense period the
lives of the cast and crew had
become somehow intertwined.
Hundreds had been touched in
ways they will never forget.
Several of the women remarked
that they had never been more
proud, This final, spontaneous
outpouring of joy and patrio-
tism was something that most
had never before experienced. It
Miss New jersey poses with an admirer
One of the ladies cheers on the crowd-
was an intense moment in time,
a stirring and moving experi-
ence. None of those who were
there will ever forget it, or will
ever be quite the same again.
Miss New York takes some time to sign autographs,
"Fiddler on the hangar bay"
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CALIFORNIA
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MARIBETH CURRY
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ollowing the highly popu-p
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AMERICA' CCV-.661
pulled into Naples, Italy for the
second time during the Mediterra-d
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Naples allowed the
mueh-needed rest
no call ihome
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I 232
ne of the more glamor-
ous attractions to see
while in Naples was that
of Capri, a rugged island about
four square miles in area lying just
off the Sorrentine Peninsula. Ca-
pri's beautiful beaches, low humid-
ity and mild climate have made it a
major tourist area for centuries. In
fact, the tourist trade is the princi-
pal source of its income even
today.
Capri has been occuped since
the Stone Age and at various times
was inhabited by Phoenician and
Greek colonists. In Roman times,
it was well-known as a favorite
residence of Augustus, the first
Roman emperor, and of his suc-
cessor, Tiberius. Today the island
is the vacation place for many of
the world's most glamorous peo-
ple. It also made a great place for
sea-weary sailors to get away from
it all and enjoy a day or two in the
sun.
Capri is hilly and rises almost
2,000 feet above sea level at its
highest point. Along its rocky
coast are many caves hollowed out
by the sea, including the celebrated
Blue Grotto, in the northwest. The
Grotto is almost half-filled with
water, and when the sun shines, it
is suffused with an eerie, brilliant
blue light. Citrus fruit, olives, and
grapes are cultivated throughout
the island. Capri and Anacapri are
the island's two towns.
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' 1
ul 4th 1986
A peaceful night around the bonfire.
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But I did what you told me!!
1
I NAPLE5
Kicking back in the shade.
eing away from home on
holidays normally stirs
memories of home and re-
sults in an increase in the level of
loneliness. Such was not the case
for AMERICA on the Fourth of
july during Med Cruise '86.
AMERICA was anchored off Na-
ples, Italy, for the week of the
Fourth, and the U.S. Military In-
stallation's Cami Park planned a
massive Independence Day Cele-
bration. Carni Park is an extinct
volcano crater that has been trans-
formed by the U.S. Government
into a multi- purpose recreation fa-
cility. The park is considered by
many U.S. personnel stationed in
the Naples area to be the only
piece of America they have. On the
Fourth of july, Special Services
aboard AMERICA provided trans-
portation in the form of shuttle
busses from Fleet Landing to Carni
Park all day. When sailors and ma-
rines from AMERICA arrived in
this "oasis," they found the park
operating at full capacity: soccer
fields, putt-putt course, tennis
courts, and an olympic-size swim-
Enjoying the game.
ming pool were available for use.
For those who preferred to watch,
there was a womens' softball tour-
nament, a rock band, and womens'
beauty contest Crose prizesj. There
were often diversions: a dunk-the-
chief booth, carnival rides, beer
chugging, and a gambling casino.
To round out the Fourth of july
atmosphere, there was a very large
number of American children at
the park for the celebration.
The events continued full tilt
until the evening, when the fire-
works display dominated the sky,
the impressive fireworks frighten-
ing small children and temporarily
filling the crater with smoke. The
show lasted over an hour-and-a-
half and delighted all.
The feeling that all had after
leaving the Carni Park Fourth of
july Celebration was that it was
similar to being in the U.S.A. for
the Fourth. The one word that de-
scribed the day was FUN.
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Determination. For a little added flavor
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Had a long day.
With a spin ofthe wheel . . .
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A quiet time of the day.
242
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ocated on the East Coast
of the triangular island of
Sicily the quiet city of Ca
tanra lives under the shadows of
nearby Mt Etna Catania is a town
which, from the beginning has al
ways had to fight an intermittent
battle for survival, being destroyed
and in turn rebuilding herself many
times after the rivers of lava have
cooled
For this reason Catania al
though founded in ancient times
boasts no buildings more than
three centuries old What historic
churches, civic buildings, and other
monuments there are seem modest
compared to the grant splendor of
Florence, Pisa, and Rome, but Ca
tania s treasures exude a charm
which does not require imrnensity
Many crewmembers were only
interested in heading to the nearby
base at Sigonella to call home to
the States, but those who know
that every town has something to
offer found a relaxed pace typified
by sidewalk cafes where they could
sit for hours and watch passers by
Catanias Bellini Gardens offer a
formal elegance through which a
stroll can be delightful.
Most attractive of all were the
huge markets, where everything
from tailored shirts to sharkmeat
were for saleg amid crowded aisles
and the constant buzz of haggling
merchants and customers, crew-
members receptive to the fascina-
tions of different cultures could
find themselves caught up in the
enthusiasm of bargain-hunting,
certainly a universal trait.
In the centeriof Catania's town
square stands a small statue of an
elephant surmounted by an obe-
lisk. The elephant, the city's sym-
bol, was hewn from black lava, and
represents the city's historic tie Cfor
better or worsell to Mt. Etna, The
obelisk reminds Catanians of their
city's classical origins. The modest
size of the monument tells us once
again that Catania, for her modesty
and quietness, is nevertheless a
charming spot.
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The city plaza is always a place to relax,
gossip, or ponder the day's events.
Three young friends "ham" it up for the camera.
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247
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or as long as man has
struggled to eke out a liv-
ing on the island of Sicily,
he has had to reckon with a gigan-
tic mass of black stone called Mt.
Etna. This volcano appears from a
distance to stand a silent vigil over
the island. She seems to lend an
element of continuity to an island
which has been ruled by Phoene-
cians, Greeks, Romans, Byzantines,
Goths, Saracens, Normans, Ger-
mans, French, Spanish, and Ital-
lians. She holds herself out as a
quiet observer of 5,000 years of
248
Mediterranean maritime activity, as
a gracefully curving statue whose
inner life is betrayed only by the
constant white plume of smoke
that adorns her summit, blown
sometimes away from the sea by
high-altitude winds, other times
rising directly toward heaven.
But as anyone knows who has
ever spent any length of time on
Sicily or who has ascended her
rocky slopes, the quiet, silent,
gently image which Etna would
seek to convey is an illusion. Quite
the contrary - Etna is a seething,
A yawning crater.
red-hot cauldron of molten rock,
gases, and sulphur which can put
on a display of free fireworks that
makes man's feeble efforts at dec-
orating the sky seem cheap, she can
spew rocks high into the air and
issue torrents of glowing magma in
quantities sufficient to destroy cit-
ies twenty and thirty miles distant.
For a sailor who has never as-
cended a volcano, Etna poses an
exciting lure, not too exciting, he
thinks - after all, the Sicilians run
daily tours up to her cone!
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Leave who behind? .
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A rest stop.
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pecial Services announces a
day trip to the top of Mt.
Etna, so the sailor puchases
his ticket, settles himself in the tour
bus, and waits for his adventure to
happen.
It all starts gradually enough.
The ascent from the base is slow
the bus comfortable. Yet he no-
tices that the lava is gradually re-
placing the heavy brush. He
watches whole fields of rock cov-
ered with just wildflowers and
scrubby weeds. The guide explains
that fresh lava requires about twen-
ty years to allow the first plant life
to take hold and about a century
to flourish with vineyards and or-
chards. He explains how legend
has it that Catania has been saved
miraculously many times, merely
by the Archbishop of Catania's
holding up a veil which belonged
to Saint Agatha the city s patron-
ess who was martyred in the early
Christian Era. The lava in each case
stopped right then and there so
the story goes - powerful medi-
cine against an enemy which has
never been stopped by human
power!
The bus pulls up to a clearing
where a handful of restaurants and
gift shops huddle. The guide
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A formidable valley.
Time-out for a cold beer.
points out that the gift shops are
set so that they can be hauled away
in case of an emergency. From here
on, the climb is steeper, so we par-
cel ourselves into twenty-man
jeep-busses and continue our trek.
The jeep-bus growls and grinds
form the low gear ratio and the
constant shifting of gears. The pas-
sengers are fascinated by the in-
creasingly stark view around them
yet the sharp corners with pebbles
spraying out from under the tires
cause concern.
After a half-hour by jeep-bus
we pull up to the guide shack
which houses a tiny bar and con-
cession stand as,well. From here
on the journey is by foot. The
wind has gotten colder and fresher.
Many sailors and marines look at
their bermuda shorts and short-
sleeved shirts and wonder how
they could have come so unpre-
pared. Some ponder whether the
wind and cold already bad
enough will be tolerable at the
top. But no one hesitates more
than a second. We' set forth past
signs which warn in several lan-
guages against wandering away
from the guide against heart pa-
tients attempting to go any further.
The path is a series of zigzags
whose turns are marked by poles.
The signs read 650 meters to the
top' the thin air makes it seem fur-
ther. As the tailwind picks up even
more tiny pebbles bits of volcanic
grit whip against my bare skin and
arms stinging with the fury of a
sandblaster. As we approach the
cone the stinging becomes almost
are there at the lethal smoking
mouth of the volcano. Only a thin
cord strung between poles at waist
height separates us from the depths
of Mt. Etna. It is impossible to peer
further than fifteen or twenty feet
into the dense white sulphur cloud
impossible to glimpse the red hot
molten lava seething below whose
restless churning we can hear
clearly. For a few minutes the
sand the cold the wind no longer
matters as I turn back and imagine
myself a wanderer on the moon. I
look again at the cone and behold
a dozen shivering mountain-
climbers who look like they are
more than ready to return to Earth.
As we hurry back the sand seems
to sting less and the wind blows
more gently for we have seen what
we came to see. Back at the guide
shack-bar the air seems almost
warm and the wind gentle by
comparison.
Time to warm up! I need a cup
of capuccino I say.
I need a couple shots of bran-
dy! replies my companion.
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Andy Capp goes to Europe
us and train are both gogd
ways to leave the port City
of Catania far behind and
visit the resort community of
Taormina. Taormina is situated on
a graceful hill which rises almost
perpendicularly from the sea. It lies
halfway between- Messina and'Ca.
tania a land enriched by mythg
legends and history. Taormina s
setting is accurately described as
one of the most beautiful and im-
pressive in the world. .
The beauty of Taormina lies not
only in its perennial blue skies the
spendor of its sun and in the mild-
ness of its everlasting vernal cli-
mate but especially in its colorful
panoramas and the attractiveness
of its many ancient monuments.
The city founded by Androma-
che in 358 B.C. at the time of the
destruction of Naxos by Dionysius,
tyrant of Syracusa has had chang-
ing fortunes throughout its thou-
sands of years of history. It was
named Tauromenium by the
Greeks and Tauromenion by the
Romans under whom it enjoyed
its greatest period of splendor
Testimony is borne by the remains
of many of the monuments seen
today. Taormina later declined un-
der the same domination only to
rise again under the rule of the
Byzantine Empire. The Byzantine
dignitaries preferred it as their cap-
ital and further enhanced its many
monuments. In 902 A.D. the city
was captured and destroyed by Ar-
abs. By 962 A.D. the city was re-
built and named Taormina only to
be captured and destroyed again
by the Arabs under the leadership
of Emir Ahmed, who changed its
name from Taormina to Moezia. In
1078 it was taken by the Normans,
under whom it flourished to some
extent. It has remained a modest
community up until what We know
today to be a quiet resort township,
with exquisite beaches, many pen-
sions at very reasonably set priCCS,
and corner bars and clubs. Any of
the aforementioned distinctions is
reason enough to tantalize any
traveller or vacationer. AMERI-
CA's men certainly were no
exception.
Left: Evening overtakes the quiet serenity of
the late afternoon. Right: A peninsula setS
the backstage for the little island.
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enidorm lies on a gentle
curve of beach on Spain's
Costa Blanca, or White
Coast, so-called for the color of its
sand. Nature has blessed Benidorm
with ideal conditions for a resort:
over 5,000 hours of sunshine annu-
ally, seven kilometers of beach, an
average temperature of 62 degrees
Fahrenheit, and low relative
humidity.
All of this city's touristic devel-
opment has occurred in the last
twenty-five years. Sailors who ven-
tured into the old neighborhoods
of the city found that, alongside
the cosmopolitan glitter, Benidorm
still retains the traditional charm of
Old Spain.
The Spanish proved wonderful
hosts, proud to share their rich her-
itage of history, artisanry, and gas-
tronomy. A little searching re-
vealed small, neighborhood
restaurants where wonderful din-
ners of paella, guisada, and pinchos
cost only 450 pesetas, or barely
three dollars.
Waiters were uniformly friendly,
and genuinely pleased at the sail-
or's appreciation of their food. In
additional to the traditional Span-
ish fare, Scandinavian, British, and
German delicacies were also avail-
able in the restaurants, cafeterias,
and pubs which fill the streets of
Benidorm. Our crewmembers
faced a,delicious dilemma: which
foods to sample? So many dishes,
and so little time!
The night life was tailor-made
for international tourists: the discos
and nightclubs jumped all night
long, while patrons from all Eu-
rope partied in harmony. The week
that AMERICA spent anchored off
Benidorm passed far too quickly.
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The look-out in Benidorm is a favorite spot amongst the tourists and citizenry.
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The victors in a game of "ch1cken .
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The noon sun contmues to bronl the modem day sun worshxpers. The town Park offers a repneve from the
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The Count and the champions of the games treat AMERICA sailors to a medieval feast.
WEEE'
MEDIEVAL FEAST
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he Medieval Banquet in
Benidorm, Spain, is a very
delightful experience. As
you enter the building, you are
greeted by the count and Countess.
While you are shaking the count's
hand, a flash of light hits you. Later
it turns out to be a photo of you
shaking the count's hand. If you
like the photo, you may choose to
buy it for 500 pesetas, or about
33.50. After shaking the count's
hand, you walk into a big arena.
You see rows of benches and ta-
bles on both side, with dirt in the
middle. After you have been seat-
ed, with sangria in front of you,
servers begin bringing potato
chips, followed by bread, and then
some soup and crackers. And, of
course there is no silverware! While
you are being served, champions
on their steeds enter the arena.
Each horseman has a different col-
or of leather armor, with a match-
ing blanket over his steed. The col-
or represents a color of section
where everyone was seated: the
horseman with the color of your
section represents you in the tour-
nament. The horseman rides
around, letting his section see him
and cheer him. When the horse-
men leave, ladies come in with
platters full of chicken. One bearer
takes a torch and sets the platter of
chicken on fire. This is done to
warm the chicken. The chicken,
very tender, well-cooked, tastes
scrumptious. After serving the
chicken, they open champagne and
bring it around. The four horsemen
then enter, with the judge on his
tall white steed leading. Each
horseman gets ready for the main
event, the jousting Tournament.
The tournament includes a series
of events.
The first event begins when the
horsemen, while riding their steeds,
take their lances and thrust them
through rings hanging from the
ceiling. There are four rings totalg
two on each side of the arena. Each
horseman takes turns completing
his round. When finished, the
horseman with the most rings wins
the white rose. The next event is
striking the bullseye with the spear
while riding at a gallop. Each
horseman takes turns for a total of
four rounds. The horseman or
horsemen with the most points
again wins a white rose. The next
event is similar to the first, except,
instead of the rings hanging from
the ceiling, they are hung from the
edge of a piece of wood in a figure
Right: Bards delight the crowd with melo-
dies of the past. Far Right: The battle cry of
Vial.
264
1
A show of triumph! music-
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seven, stuck into the ground. The
object is the same as in the first
event. Then comes the final evem
the jousting. The horseman, with ai
shield and lance, tries to knock his
opponent off his steed by hitting
the shield with a lance. Upon sue.
ceeding, both horseman are given a
sword, and begin duelling. The
winner of that match faces the final
horseman. These jousts are very
real. You can hear the banging of
the shield being hit by the lance, as
well as the lance breaking. A
horseman is knocked from his
stead. In the sword fight, you can
see sparks flying from the swords
as they make contact with each
other. The only thing not real is
their getting stabbed or cut by the
sword. The final winner becomes
the champion and receives his
award.
The horsemen did a great job of
acting as well as doing
in the competitions. While
winning horseman was being
his award, an unknown
entered and challenged the
to joust. As it turned out,
known horseman won the
After all of the events were
ished, you got to dance
side or inside,
chose. There was a bar
well.
Overall, it was a very
and great tour. It gave
chance to sit and eat
entertained by
Then you had the chance
more drinks while
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nother visit to Naples!
Another chance to excel!
On their third visit to
Naples this deployment, AMERI-
CA's crew found that some things
hardly change. Oh, of course, may-
be the taxi drivers weren't quite so
maniacal, perhaps the harbor was a
bit cleaner, or the street vendors a
little .less pushy. But most sailors
and marines know that Naples, for
better or worse, is always good ole'
Naples.
All the same, the attractive side
of Naples hadn't changed either.
The Galleria Umberto still shields
Q.-C, ,Jaxx .
lively shops under the glassy wings
of its crossing arcades. The Chris-
tian Servicemen's Center continues
to extend a warm welcome, a meal,
fellowship, and a good phone con-
nection to the States. The sidewalk
coffee shops will always shield
their customers from the baking
heat. And finally, Italian gee-dunk,
wherever you go, is always
wonderful!
After a few days spent in sunny
Naples, AMERICA "fast-cruised,"
weighed anchor, and continued on
her way.
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ust over five months after
turnover with SARATOGA
in Augusta Bay, AMERICA
and JOHN F. KENNEDY an-
chored near each other off the
coast of Rota, Spain. Having just
transited the Straits of Gibraltar,
AMERICAS crew already felt the
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excitement of being back inte
Atlantic Ocean. One officer eX-
f om
claimed, as we watched JFK I
the flight deck, that he had never
seen the stern of a ship look S0
good.
Boating was snarled by the AI-
lantic's waves, which seemed lm'
mense after almost six monthS
spent in the Mediterranean "bath-
mover
tub." Soon, however, the tu A
was successfully completed, at
' 7 f' ished the
AMERICA, having, 10
last step prior to transit back lwmi'
weighed anchor and steamed WCS'
in
Right: Putting 00 the green
. . . HOMEWARD B0
+
Watching one of the most awaited cargoes.
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USA making a hit at the balmeld.
Putting on a par 5.
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hyfwrite letters? ,
WJ 'Ilo,,kee.p,in- touch.
To keep from for,-
getting that there is another whole
world back home.
To keep from going crazy.
To take out my frustrations.
To collect my- thoughts.
My wife would kill me if I
didn't!
To let my loved ones know that
Iinever stop caring.
Ask 5,000 men of the carrierfair
wing team, and out of the multi-
tude of responses, the ones listed
above are apt to stand out. One
arry's tour aboard AMER-
ZCA was very different
i 'f'i from any other tour we
tai experienced. For the first time
his sixteen-year career, we did
woe: follow him. After many
TDC-iT.'il'1S. of tears, prayers, soul-
featching and rationalizing, Weide-
Qizl-ed that the children and I
should stay behind in Colorado.
Qu? children,julia, 11, and Tim, 7,
vii .
my life to MCI. '
l suppose our biggest frustration
was dealing with the local news
coverage. lf something spectacular
happened,,we saw constant cover-
age for two to three days and then
nothing. I had family ,members all
over the country listening and
watching the news. lt's amazing
how .distorted the stories canbe-
come over the.2,000'-mile trip to '
JCOlOIH,ClO.. , i- I y. . W -
t thoughtful sailor put it thus: "I
guess it goes back to human nature
' and the earliest times. Ever since
man went out to sea for the first
time, he felt pain at leaving behind
family and friends. Ever since he
has had paper and ink, he has writ-
ten home to keep in touch." And
to keep .from going crazy, and the
list goes on and on.
being understanding and forgiving.
I find myself feeling very jealous
of couples I see walking hand in
hand, or laughing together or just
staring into each others eyes. l
have great difficulty fitting into
groups composed of mostly cou-
ples.
' We have been very fortunate,
though. We have family here, a
wonderful church affiliation, and
many good friends who have been
were not so anxious to pick up and
l a
go. 1. nat ,. good job, and we
otvned our own homein a place
thaewge, had fallen in lovefwith durf
ing, La.rtyt's- four-year
.A .The children P i
great empathy
kind,scaring, and thoughtful. And l
think our marriage has been
by all this. We have
a .special relationship.
havea very deep love
other. We can't
again and. be-
every mo-
has been
had lots or
met lots of
are
the
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eariTrixie, - ,
it ' Today Iwitnessed one
D of 'the V more interesting.,
ceremonies- It imagine I'll everl see.
Quite by accident Ihappened to
observe a burial at sea as I- was
walking through the hangar bay. It
was being heldion one of the ele-
vators, so I just watched for a
while. -
The whole- 'ceremony' is I quite
impressive. The Marine Detach-
ment has an honor guard present
while the XO conducts the cere-
mony with the assistance of one of
the chaplains. This morning the re-
mains had been cremated, al-
though this is an individualprefer-
ence. The honor guard fired the
ceremonial gun salute, and the
ashes were lowered into the sea.
I found out later on thatkburial
at sea is one of the "benefits"
available to active duty or retired
personnel of the Navy. I'm not sure
it's one of the benetitsl hope to
use in the near future, but I can
imagine that after a full career the
sea is as much your home as any-
place else. The family is sent the
burial flag and photos of the cere-
- mony, as well as a parchment chart
indicating the exact area in which
thelburial took place. 1 ' W '
g 'It's time to go again -3 just
though sI'd ' writefand tell' you about
-'this '.c.dQf1"At e start ' arranging, anything
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ear Irene,
Ive just finished the
mid-watch and Im a lit-
tle too wound up to fall asleep
right now, so I figured I d drop you
a line.
The Navy revolves around
watch-standing. At times it seems
to be the only constant in the
Navy. Watches are required inport
and underway all day every day,
officer and enlisted alike. For
some, like the Captain and Chief
Engineer it s twenty-four hours a
day but for most of us its four
tates so that you never stand watch
for the same hours on consecutive
days. Theres really no sense in
complaining about it because the
watches are necessary to operate
the ship and everybody stands
them.
In essence, you plan your day
around your watches. A day never
consists of twenty-four hours -
it s measured by the time between
your watches. It may be as many as
twenty hours or as few as eight. In
that time you ve got to attend to
your other duties, eat, and sleep
which is at the bottom rung on
the precedence ladder.
The watches themselves can
range from intolerably boring to
absolutely frantic. Generally
they re pretty routine and used to
train the watch teams to operate
efficiently together in any situa-
tion. They re an integral part in the
advancement process and provide
'hands-on experience for every-
one. Engineers work in the holes ,
the machinery spaces, where its
often insufferably hot and dirty,
keeping the screws turning and the
lights burning. Ops guys work in
CIC the combat information cen-
ter. Here it s always dark and cool
while they man the assorted radars
and computers that have become
an essential component in the elec-
tronic world of today. Boatswain s
Mates drive the ship and stand as
lookouts in all weather, keeping
the ship out of harm s way.
As I mentioned before, the day
pace of the watches that really
catches up to everybody. Six hours
of sleeping a night is considered to
be a treat and it s not uncommon
to go several days in a row with
four hours or less of sleep a day.
Live that way for a while and you
fully understand the phrase never
pass down an opportunity to eat or
sleep. There are literally days
when you may not see the light of
day, especially if you work below
decks. Clocks and watches cease to
function as instruments to differ-
entiate between night and day, but
only as reminders of how much
time you ve got left on your watch
or how much time you ve got be-
fore your next watch.
Well if I cut this letter off here,
I can grab a couple of precious
hours of sleep before reveille. Ill
write again when I get a Chance.
As always,
Tony
7
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7
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, ,
l'l0U1'S at 21 flme. The SCl1CdUlC IO- revolves around watches. It's the
,
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ear Bridgit,
Ahhh, liberty overseas
is great - if you can get
there. When we're overseas, we
don't pull up to the pier like at
home. Usually we anchor outside
the harbor and use the ship's boats
to get back and forth from the ship
to the pier. Needless to say, it's not
always a pleasant experience.
As soon as we drop anchor, the
boats are unloaded by crane from
one of the elevators to the water.
Of course, the Admirals Barge and
Captains Gig are the first one in -
rank does have its privileges! This
evolution usually takes a couple of
hours, so you can imagine how
long the line can be once liberty
call is finally announced. It's not
unusual to be lined up through
both hangar bays at these times.
Q.s.Q2k8U..':g2'-vi!-Q:,,g:1,i,Kv:1 ' -.'- ' V J -
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Sometrmes rt seems lrke forever
before you actually h1t the beach
Lrke everythrng else, there are
plenty of petty annoyances rn
volved wrth gorng on lrberty T here
are the trmes when the boats break
erther on the shrp or the beach
Wartxng for the snafu to clear 1tself
up can really be one of the adver
txsed adventures of Navy lrfe rf
you re lucky enough to be on the
boat somewhere rn between It
doesnt happen often, but once rs
more than enough especrally rf
you ve had a few and the seas are a
lrttle more than calm Sometimes xt
looks lrke a St Patrxck s Day party
wlth everybody s faces so green'
As you can xmagrne, delays are
rnevrtable, and so you learn to wart
The boats are run accordrng to a
schedule, and we all know how the
best lard plans of mzce and men
often go awry, so too the boatrng
schedule It seems as rf I spend half
my lxberty just mrssmg the last
boat whrch translates to more
waxtrng
The wart to get a boat to go
ashore rs rnsufferable You feel lrke
youll bust rs you have to spend
another mrnute on the shxp The
wart to go back to the shrp rs qurte
different Everyone exchanges therr
lres about the wrld escapades they
just went through or trades xnfor
matron on the best shoppmg deals
ln town Needless to say, people
are generally a bxt more relaxed and
rn less of a hurry to return to the
shxp, so the wart can almost be
pleasurable
Well, IC s txme to go the next
scheduled boat IS rn half an hour,
so xt s rrme to lom the hne Ill wrxte
agam after we leave thrs port and
tell you about my adventure
Lrfe s like a
Ship s boat
It ll take you places
If you re wrllrng to wart
Brran
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ear Letitia,
One of the games we
play onboard to beat
some of the homesickness is to
play, "What would I be doing now
if I were home?" It passes some of
the time and allows you to escape
the confines of the ship and trans-
port your mind back home.
As we travel east away from
home, the clocks and watches on
the ship continuously move for-
ward, hour by hour, through each
time zone until we finally are sepa-
rated by six hours. It's another tan-
gible piece of evidence of our sep-
aration from home.
For most of us, it's common-
place conversation. We're eating
dinner, so you're probably having
lunch. If I were home, right about
now I'd be firing up the barbecue.
It's midnight here, it's dinnertime
at home - I wonder what you're
having tonight? Pick anytime of
the day or night and we can tell
you what we'd be doing at that
precise moment. It seems like most
of the time we'd be sleeping or
eating, since it seems that you do it
most when you're tired, which
seems to be most of the time any-
way.
This is going to be a short one
because it's 11 PM here and I can
squeeze four hours of sleep be-
tween now and my next watch.
You're probably just getting home
from work now yourself, so you
can imagine how tired I am - it's
been a long day. I'll write again
soon.
Tired as always . . .
john
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OT FRIENDS NEIGH-
BoRs AND FUTURE
CARETAKERS oF:
Very soon the hulk of what
once was a a proud man will again
be in your midst uncivilized de-
moralized and dehydrated ready
once more to take his place as a
human being in the somewhat de-
layed pursuit of happiness.
In making your joyous prepara-
tions to welcome him back to a
respectable society you must make
allowances for the crude environ-
ment in which he has suffered for
the past few months. He may be
slightly stir crazy suffering from
advanced stages of claustrophobia
having been encased in rusted gray
steel for extended periods of time
and serving with an all-male crew.
Remember, show no alarm if he:
prefers to pad around the house in
shower shoes and a towel, lines
everyone up for dinner and refuses
to eat until four bells C6200 PM
are rung, or holds his silverware,
glass and plate to the light to make
sure they are clean. Don t be sur-
prised if he answers questions with
say ag in,' 'standby,' or you re
h' - n me. Be tolerant when he:
dumps trash off the back porch
step, picks up his feet twelve inches
and lowers his head six inches
when walking through doorways,
alternates leaning ten degrees from
left to right when walking, asks a
stranger what the exchange rate for
an American ten-dollar bill 's,
hungrily stares, pressing his face
against the glass of every bakery or
restaurant, occasionally sunbathes
on or near an airport runway, puts
the house on probation for using
too much water while taking a bath
or shower, tucks his pants inside
his socks, dons a mixing bowl atop
his head and mutters something
about battle stations whenever
sirens are heard states that the
smoking lamp is out while refuel-
ing his lighter and refuses to sleep
in a bed smaller than queen size or
has a mattress under twelve inches
thick.
The following sights should be
avoided since they can only lead to
stages of advanced shock or cause
embarrassment: people dancing
USA television and anything com-
munistic in nature. In a short peri-
od of time the profanity will de-
crease enough to permit him to
associate with mixed groups of
people and he will soon speak En-
glish as well as he ever did. Make
no flattering remarks about exotic
overseas port visits. Avoid men-
tioning the benefits of overseas
duty, ships or anything pertaining
to the sea. Do not feed him cold
chicken or sandwiches or suggest a
picnic lunch for at least the first
two months. And under no cir-
cumstances is he to be told that he
is to go somewhere pleasant and
then be told otherwise, as all of this
will trigger an awesome display of
violence.
Please send no more mail to
USS AMERICA CCV-661, FPO
New York, NY 09531-2790, after
10 September 1986, for he is leav-
ing-the Mediterranean for the land
of the free. Hereafter, address all
correspondence to his rejuvenation
center.
Treat him with love and kind-
ness. Tolerate an occasional temper
tantrum. Stock the refrigerator
with fresh fruit and milk. Hide all
the women, children, and dogs
. . . your sailor is coming home.
May God be with you.
5.-.gff 5535.11 'Q if
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ear Tammy,
Well, they say a com.
plaining sailor is a happy
sailor, so I guess I'm doing fine,
The topic of this letter is lines, The
Navy is full of lines, and I'm not
talking about mooring lines either.
Lines are an integral part ofthe
Navy. They provide organization
to some extent, turning what could
be complete chaos into organized
chaos. You'll never completely un-
derstand what "hurry up and wait"
means until you've actually experi-
enced it.
The Navy seems to have a line
for every evolution. There are pay
lines, chow lines, shot lines fimag-
ine having to wait in line to get
stuck with a need1e!j and some-
times even lines to take a shower or
use other bathroom facilities fl
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ear Yvonne
Ive Just frnrshed chow
and now Im srttrng here
startrng to feel a lrttle homesrck It
seems to be pretty common
around here to thrnk of home dur
rng chow trme I guess rt s true that
the way to a man s heart rs through
hrs stomach'
Probably the brggest complarnt
heard from the crew rs about the
food Now understand of course
that we don t stop eatrng rt s lust a
t1e that brnds us together I guess
complarnrng about the chow has
become an rnformal naval tradr
tron Id bet that rf a poll were
taken Navy wrde of sarlors grrpes
about shrpboard lrfe chow would
be at or near the top of the lrst
To be completely honest the
chow 1sn t really as bad as we make
rt out to be At every meal there rs
enough varrety to surt just about
every palate The standard joke
about that rs that every meal pro
vrdes a chorce from the basrc food
grou s starch starch and
starch Of course there are days
when nothrng rs gorng to appeal to
you but that happens at home
too
Every Sunday you can bet your
paycheck that your drnner meal
wrll be somethrng specral ust
lrke home That rs the one meal of
the week that nobody rnrsses The
rest of the week IS your general
standard fare but you can always
ludge how good the meal IS by the
length of the lrne When there rs
somethrng good lrke przza for ex
ample the lrne rs tremendously
long but meals lrke lrver generally
leave pretty sparse attendance
We krd the guys who work on
the mess decks unmercrfully If the
cake rs morst we ask who broke the
cake dryer rf the meat rsn t dry we
ask who the new cook rs rt goes
on and on They really have a
thankless and never endrng lob
These guys the Mess Specralrsts
provrde hot meals four trmes a day
for 5000 of the harshest crrtrcs
known to man sarlors at sea It s
a twenty four hour a day opera
tron day rn day out They re a
pretty dedrcated bunch to work a
seemrngly thankless task They
may not be able to satrsfy every
body everyday but Im sure the
crew would agree that they do a
frne yob
If I keep on gorng on about the
chow Ill probably mrss mrd rats
so Ill close thrs letter for now
Untrl next tlme
Pete
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ear Edrth
It s trmes lrke thrs that
you really mrss the lrttle
convenrences of home lrke a hot
shower Most trmes rt seems lrke
you re longrng for lrfe s lrttle, srm
ple pleasures
Rrght now Im tryrng to warm
myself after what IS becomrng
more commonplace Arct1C
showers Sometrmes I swear that
the water we use to shower rs no
more than melted rce It seems to
run rn cycles, though Cold show
ers are actually the lesser of two
ev1ls because you can brace your
self long enough to wash the sweat
and grrme off yourself There are
trmes when there IS only hot water,
and that water rs so hot that you d
probably scald yourself rf you were
brave enough to stand under rt for
too long Of course, erther beats no
water
Whrle Im on the subject, I
mrght as well complarn about the
Actually rts qurte srmrlar to the
problem wrth the showers There
are two types of heat too much
and none I thrnk there s a specral
thermostat onboard that actrvates
when the temperature gets to be rn
the comfortable range The heat
krcks rn full force only rf the tem
perature rs above seventy degrees I
one hundred degrees rn the berth
mg area The converse IS also true
When rt gets cold, the arr condr
tronrng frnally works Blankets,
thermal underwear and extreme
foul weather clothmg cant keep
you from berng numbed by the
cold Even when you have the
chance to sleep you can t because
rts erther too hot or too cold I
guess IIS lrke most other thrngs rn
the Navy feast or famrne
Im gomg to run now lrteral
ly There s a rumor crrculatrng that
a head four decks down at the oth
er end of the shrp has a shower
wrth hot runnrng water If I go
now, I may be able to catch rt
before some valve rs turned that
wrll shrft the hot water someplace
e se
Untrl next trme,
Woodrow
Varying degrees of heat Qnbgafdl SWCHI' that SOIIIC If feels
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ear Alice,
One of the inevitable
circumstances of being
away from home for such extended
periods of time are the bouts of
melancholy. They generally don't
last too long, and the frequency of
them varies from individual to in-
dividual, but they are common.
There are times when you just
can't seem to be alone. Now obvi-
ously it is pretty difficult to be
alone when you're on a ship with
several thousand other men, but
sometimes it seems like you have a
physical craving for being alone.
You'll try to do anything to find a
place that you don't have to share
with another soul. There aren't too
many places on this ship that at
least a hundred other guys don't
know about.
Sometimes depression sets in af-
ter mail call. It may be that you
didn't get mail, or you did, and the
letter just made you miss everyone
more than you already do. It's at
this time that you just want to be
alone for a minute or an hour to
sort out your feelings or just think
without being bothered. Time for
yourself is so rare, its precious.
You just look for a place thats
relatively quiet, away from the
maddening crowd. Of course, with
Murphy's Law guided the ship, it's
at this time that absolutely every-
one must talk to you.
Occasionally you do find that
quiet little corner where nobody is
going to bother you, and you put
together the pieces of the puzzle
that your mind has become. It
seems like that little bit of time
alone can be of more benefit to
you than eight hours of sleep. Dur-
ing this time you can write that
long-overdue letter or just lose
yourself in the pictures from home
you just received. The therapeutic
value of that little time alone is
incalculable.
Well, it seems like my little den
of privacy is about to be invaded.
Ill write again as soon as I find
another one. Keep those cards and
letters Coming in!
Ill see you soon!
Te
.
i
i
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' .The piercing stream
of light passes through
the prism. The crystals
of sand cast the
brilliance of pure light
onto a fossil-
compressed -emulsion. -'
The time is agless. y
Infinity is today. I
tomorrow, and A A
yesterday. The moment
is forever. Time has
stood still. s
The brain conceivest
and conceptualizes a
thought. The dexterity
of the 'flesh and the
quick speed of the
camera 'are the-imotive'
if0rces.t The light y k
caughty helclgv and j
How can' such '
precision and technique
result in art? It is not
simple nor easily
explained. The man, the
machine, and the
movement are in I
harmony. The timing is
essential. The
photographer's
determination is' -
unbounded. The action
is unpredictable and
wild. The fusion of all as
is the essence of -
photography.
' .Aa manof simple k
means works with T a
'SiI1Cerity...Thefclock l '
tickslonwardi f The if
is a picture. Men of
varied backgrounds
fuse their personalities
into their work. They
reveal their psychic in
such naked light. These
men are vulnerable.
They understand their
own frailty.
The lens cannot lie.
It only sees what the
revealing eye has seen.
It is a contradiction in
terms for a warrior to
seek guns to seek such
images in truth, love
and compassion. We
salute the work of
these warriors and
present their efforts for
all to see. The curtain
now rises for the nCXI
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n the pre-dawn hours of 15
April 1986, the sound of Unit-
ed States warplanes sliced the
darkness covering Colonel Moam-
mar Khadafy's Libya. Striking at
Khadafy's headquarters, terrorist
training facilities, and surface-to-
air missile sites, the Navy and Air
Force jets represented the United
States' resolve to combat terrorism
and to enforce the principle of
freedom of navigation in the open
seas. This highly successful strike,
in faddition to achieving concrete
military objectives, pierced the ar-
mor of invincibility in which Kha-
dafy had wrapped himself.
The actual event which brought
about the strike was the bombing
of the La Belle Discotheque in
Berlin, Germany, a night spot
known to be popular with U.S. ser-
vicemen. The United States found
strong evidence linking Libya to
the bombing, which claimed the
life of Sgt. Kenneth Ford of De-
troit, Michigan, and injured 240,
including sixty-four from the U.S.
This incident, coming soon after
the bombings at the Rome and
Vienna airports, led the President
to decide upon a military response.
The Navy assured President Rea-
gan that a three-carrier battle
group was at his disposal. CORAL
SEA's departure from the Mediter-
ranean was delayed, AMERICA's
next port call was cancelled, SAR-
ATOGA was ordered on station,
and twenty-one combatant ships
were ready, including five amphib-
ious landing ships carrying ma-
rines.
President Reagan decided to
strike Libya on Tuesday, 15 April,
at 0200 Tripoli time, the targets
being Tripoli and Benghazi. The
strike lasted but a few minutes.
Launched from bases in England,
U.S. Air Force F-111 aircraft ren-
dezvoused with A-6 and A-7 at-
tack jets from the three carriers for
a joint attack, covered by fighter
jets from the carriers. On board
AMERICA, Combat Information
Center seethed with excitement as
scores of men flocked around the
Tactical Action Officer's desk,
straining to hear every report over
the radios, cheering as successful
hits were marked on the map of
Libya set up on the bulkhead,
watching the air traffic controllers
tick off each aircraft as it landed
safely back. By the time the sun
rose, Captain Allen had retired to
his cabin for a couple of hours of
sleep before facing the new da
Long before the raid, Navajjg
telligence had pinpoimed the mo.
strategic targets in Libya in cased?
an actual strike. Targets struck in
cluded the Al Azizijah Barracks .-
Tripoli, which was the headquajn
ters of Libya planning and direc:
tion of overseas terrorist action, the
star Bilal pon facility, which -fa i
training base for Libyan Comman,
dos, the military side of Tripoli
Airport, which was used to trans.
port materiel all over the world, the
Aljumahiriya Barracks in Bengha.
zig and the Bening Military Airfield.
White House officials stressed
that extreme caution was exercised
to avoid injuring innocent people
or destroying non-military targets,
Days after the attack, AMERI.
CA went about her normal busi.
ness, taking on fuel and supplies
from DETROIT. But the ship re.
mained in a "solid defense pos.
ture," in the words of Rear Admi-
ral Henry H. Mauz, Commander,
Task Group Six Zero. Soon after,
SARATOGA left for the United
States, leaving AMERICA and
CORAL SEA to patrol the Medi-
terranean.
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dramati
personae
o
dra'ma'tis per'sofnae X,dram-at-9-spar
'SO-Cjnclr, dram-, -,niXn pl QNLD H7305 1 I
the characters oractors in a drama 2 sing IH
constr : alist ofthecharaacters actors in a
.A
, ,,ffl5'I""fA
Here ,wel present. them,
the characters inthiis, A
grand drama! The ,
following pages are a '
tribute to the imenwho'
served onboard i V .
AMERICA' during the
dauntless carrier's six-
month sojourn in the
Mediterranean. All of
them are represented f-
the seamen, corpsmen,
and firemen, the airmen
and the marines, the
petty officers, the chiefs
and senior and master i
chiefs. You will also
find the officers,
including the executive
officer and the Old
Man himself. A ,
You will see men
performing the myriad
of individual tasks .
which keep this steel
behemoth afloat and '
steaming, clean and' f
-sable ,to gcormmunicatetgji ,
-and alto operategi
annoonday sky, and then
return to be caught r ,
snugly by the arresting
gear. , A
Here is the Carrier
team. Ship's company'
operates at giant y '
floating airport.
Airwing protects that
airport and projects her
power outward for,
hundreds of miles.
Marine detachment
assures the floating
airport of the highest
internal security ' e
possible. Embarked '
squadron staff .
coordinates with the
rest of the navy. An
unbeatable team! A
common cause unites
these men of all
different ages, ethnic
groups, faiths, ranks,
and rates, so that when
the order is given to
Lcarryiuoutu E1a1'1flliSSlOUi -
snows 'there will be
'These i
fl d
AV'
5
Rear Admiral Henry H. Mauz, jr.
5
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native of Denver, Colora-
do, Rear Admiral Henry
H. Mauz, jr. was born
May 4, 1936. He attended the Uni-
versity of Colorado for one year,
received an appointment to the
U.S. Naval Academy, and graduat-
ed in 1959.
Rear Admiral Mauz served as
First Lieutenant onboard USS
JOHN A. BOLE CDD 7553 from
1959 to 1961. He was then assigned
to the staff of Destroyer Division
172 Clater 525 as Staff Operations
Officer. He attended the Naval
Postgraduate School in 1963 as a
student in electrical engineering
before serving as Operations Offi-
cer aboard USS BLUE CDD 744D
in 1965 and 1967.
Rear Admiral Mauz served as
Commanding Officer as USS
PRIME CMSO 4661 from 1967 to
1969 and then attended the Air
Command and Staff College at
Maxwell Air Force Base Alabama.
From September 1970 to March
1972 Rear Admiral Mauz served as
Executive Officer of USS SAMP-
SON CDDG-10j. He was Com-
manding Officer of USS SEMMES
CDDG-185 from june 1972 to De-
cember 1973 and deployed with
NATO s Standing Naval Air Force
Atlantic.
In 1974 Rear Admiral Mauz
joined the staff of the United
States Mission to NATO in Brus-
sels Belgium. He was the U.S.
member of the Naval Command
College at the Naval War College
at Newport Rhode Island from
1976 to 1977. He was then assigned
to the Strategy and Concepts
Branch COP-603D in the Office of
the Chief of Naval Operations until
january 1980.
Rear Admiral Mauz took com-
mand of USS ENGLAND CCG
22D in August 1980. He command-
ed that ship for twenty-seven
months through overhaul and
work-up cycles and subsequent
deployment to the Western Pacific
and Indian Ocean. He reported to
Commander, Carrier Group 1 in
December 1982 and served as Chief
of Staff during the work-up of the
USS CORAL SEA battle group
and during the first part of the
following deployment. In june
1983, Rear Admiral Mauz reported
to the Supreme Headquarters Al-
lied Powers Europe. In 1985 Rear
Admiral Mauz was assigned as
Commander Cruiser-Destroyer
Group 12.
Rear Admiral Mauz wears the
Defense Superior Service Medal
Legion of Merit Bronze Star with
Combat V the Meritorious Ser-
vice Medal the Navy Achievement
Medal with two gold stars and var-
ious theater and campaign medals.
He holds a postgraduate degree in
electrical engineering an M.B.A.
from Auburn University and has a
subspecialty in politico-military
affairs.
Rear Admiral Mauz is married
to the former Peggy ONeill f
Fresno California. They have four
children.
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,Q"-f13i 37'f '- ' . .
aptain Thomas S.
Treanor was born in
Nashville Tennessee. He
attended Tennessee Polytechnic
Institute where he received his
Bachelor of Science degree. He at-
tended Aviation Officer Candidate
School at Naval Air Station Pen-
sacola and received his commis-
sion as an Ensign in March 1961.
From September 1961 through
November 1963 he was assigned
to VAH-3 and VAH-11 squadrons
until he reported to VT-1 at Naval
Air Station Pensacola and attend-
ed Primary Flight and Basic Flight
school. In june 1964 he was desig-
nated a Naval Aviator at NAS
Kingsville and reported in August
1965 to VF-74 as SafetyfAviation
1968 to March 1971 he was at-
tached to VX-4 as Project Officer
and he was officer-in-charge of
Guided Missile Unit Forty One. In
une 1971 he received orders to
VF-84 where he was the Mainte-
nance and Operations officer. He
attended the Armed Forces Staff
College in January 1974 and re-
ported to VF-101 as the Opera-
tions Officer in july 1974. In June
1975 he reported to CONFIT-
WING ONE as Operations Offi-
cer, and then in December 1976 he
reported to VF-84 where he served
as Executive Officer and subse-
quently Commanding Officer. He
has completed a tour in the Office
of the Chief of Naval Operations as
the F-14fPhoenix Project Officer
and at Commander Naval Air
Force U.S. Atlantic Fleet as the
Assistant Chief of Staff for Readi-
ness. In April 1984 he received or-
ders as Commanding Officer USS
GUADALCANAL CLPH-75 and
in December 1985 reported aboard
the Staff of Commander Cruiser-
Destroyer Group 12 as the Chief of
Sta f.
Captain Treanor s personal
awards include the Legion of Mer-
it Meritorious Service Medal with
tion Medal Meritorious Unit
Commendation Navy E Battle
Efficiency Award Navy Expedi-
tionary Medal the National De-
fense Service Medal and the Viet-
nam Service Medal. He has over
1 000 carrier landings in a variety of
naval airplanes.
Captain Treanor is married to
the former oy Cunningham of
Nashville Tennessee. Captain and
Mrs. Treanor have three sons.
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he genesrs of the present
day Crurser Destroyer
Group TWELVE can be
traced back to the formatron of
Crurser Destroyer Flotrlla
TWELVE on 1 july 1962 111 NOT
folk Vrrgrnra Under the Com
mand of RADM M F D Flaherty
redesrgnated from Commander
Crurser Drvrsron SIX the flotrlla
was rnrtrally composed of the
Crursers CANBERRA and LONG
BEACH plus Destroyer Squadrons
TWO EIGHTEEN and TWEN
TY The flotrlla s formatron was a
srgnrfrcant step rn the amalgam
atron of the Atlantrc Fleet Crurser
and Destroyer Forces There fol
lowed evolutronary changes rn
composrtron but the next mayor
change rn the commands hrstory
took place 15 uly 1968 when rts
folk Vrrgrnra to Mayport Florrda
Assrgned shrps were homeported
rn Mayport Charleston South Car
olrna and Key West Florrda On 1
uly 1973 Crurser Destroyer
Group TWELVE was formed from
CRUDESFLOT TWELVE and the
present admrnrstratrve charn of
command became effectrve wrth
the COMNAVSURFLANT reor
ganrzatron on 1 Aprrl 1978
COMCRUDESGRU TWELVE
rs an operatronal staff wrth offrcers
drawn from all warfare areas who
are trarned to plan drrect and exe
cute a wrde range of assrgnments
Assrgned enlrsted personnel from
operatronal and admrnrstratrve rat
rug support the commander rn the
accomplrshment of these assrgn
ments
Crurser Destroyer Group
TWELVE rs comprrsed of two
Tactrcal Destroyer Squadrons
DESRONS 14 and 245 two
Readrness Destroyer Squadrons
CDESRONS 8 and 125 one Gurded
Mrssrle Crurser USS DALE QCG
19, One Destroyer Tender USS
YOSEMITE CAD 19l one Paffol
Combatant Mrssrle CI-Iydroforlj
Squadron QPHMRON TWOJ and
one Readrness Support Group
CNAVSURFLANT READSUPP
GRU MAYPORTJ There are
thrrty erght surface combatants
one Gurded Mrssrle CrurserfCG
four Gurded Mrssrle Destroyers
CDDGD seven Frrgates CFFD nrne
teen Gurded Mrssrle Frrgates
FFGD srx Patrol Combatant Mrs
srle CHydroforlj shrps CPI-IMD and
one Destroyer Tender CADD n
the Group Of these twelve
DDGXFFXFFG 1 class shrps report
admrnrstratrvely to COMDESRON
TWELVE the erghteen FFG 7
class shrps report to COMDES
RON EIGHT and the PHMS re
port to COMPHMRON TWO
Destroyer Tender YOSEMITE and
the Squadron Commanders report
drrectly to COMCRUDESGRU
TWELVE as therr Immedrate Unrt
Commander The Shore Intermedr
ate Marntenance Actrvrty CSIMAD
Mayport reports to NAVSUR
FLANT Readrness Support Group
Mayport who reports to COM
CRUDESGRU TWELVE
COMCRUDESGRU TWELVE
and hrs staff embark on a wrde
varrety of flagshrps Operatronal
command on forward deployments
rs usually exercrsed from an arrcraft
carrrer or crurser The most recent
deployment was rn command of
the USS AMERICA Carrrer Battle
Group deployed wrth the Second
Fleet rn the Atlantrc and the Srxth
Fleet rn the Medrterranean durrng
the perrod March 1986 to Septem
ber 1986
The Group Commander and hrs
staff are under the admrnrstratrve
command of the Commander Na
val Surface Force US Atlamrc
Fleet
r 1 " I , r - ' ' I rr
, . . Q D, ' l . -
3 - I - ' rr
homeport was changed from Nor- The Gurded Mrssrle Crurser DALE,
-I , l - 1 l - Q .-
4 p , . . .
MVWA "WFP Mr
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aptain Richard C. Allen
was born in Wisconsin in
November, 1939, and en-
listed in the Naval Aviation Cadet
Program in july, 1959. He was
commissioned an Ensign and des-
ignated a Naval Aviator in Decem-
ber, 1960.
As a pilot, he flew A-4s with
VA-34 onboard USS SARATO-
GA until june, 1964, prior to tran-
sition to A-6s while serving in VA-
42, NAS Oceana, Virginia, until
September, 1967. He then served
with VA-75 onboard KITTY
HAWK and SARATOGA until
june, 1969, which included a com-
bat deployment to Vietnam in
1967-1968. From july, 1969, to
june, 1971, he studied at Naval
Postgraduate School, Monterey,
where he received a BS in Engi-
neering Science. Redesignated as a
Naval Flight Officer in August,
1971 due to loss of visual acuity
he served with COMMATWING
ONE until May 1972 prior to re-
porting as Operations Officer with
VA-65 onboard INDEPEN-
DENCE. While in VA-65 he re-
ceived the 1972 East Coast Intruder
of the Year Award and was select-
ed for aviation command. Follow-
ing Armed Forces Staff College
from anuary to june 1974 he re-
ported in une to VA-85 onboard
FORRESTAL as Executive Offi-
cer and assumed command in No-
vember 1975. While he was Com-
manding Officer until March 1977
the squadron earned the COMNA-
VAIRLANT Battle E for 1976
and he became the first naval offi-
cer to exceed 3 000 5 A-6 flight
hours While serving as an Air-to-
Surface Weapons Program Coor-
dinator in OPNAV until Decem-
ber 1978 he was selected as the
first Naval Flight Officer for carrier
air wing command. He commanded
CARRIER AIR WING SIX on-
board INDEPENDENCE from
May, 1979, to june, 1980, and then
reported to COMMANDER,
SIXTH FLEET in Gaeta, Italy as
Assistant Chief of Staff for Opera-
tions and Plans until March, 1982.
Following commanding officer
training, he assumed command of
DETROIT from March, 1983, to
july, 1984, prior to reporting as Di-
rector, joint Operations, on the
staff of COMMANDER-IN-
CHIEF, ATLANTIC until May,
1985.
He assumed command of
AMERICA in july, 1985. During
his tour as CO, AMERICA com-
pleted the first carrier operations in
the restricted waters of Vestfjord,
Norway, in 1985, and completed a
Mediterranean deployment marked
by participation in strike operations
against Libya in 1986. AMERICA
and CARRIER AIR WING ONE
were awarded the Navy Unit and
the Meritorious Unit Commenda-
tions and the Navy Expeditionary
Medal. In addition he received the
Navy League s 1986 ohn Paul
ones Award for inspirational lead-
ership.
Personal awards include the Le-
gion of Merit two Distinguished
Flying Crosses the Defense Meri-
torious Service Medal two indi-
vidual and seven flight Air Medals
the oint Service Commendation
Medal Navy Commendation
Medal with Combat V the Navy
Achievment Medal with Combat
V and several unit service and
campaign awards.
Captain Allen and his wife the
former Margaret Fricks Hall of
Marietta Georgia reside in Vir-
ginia Beach Virginia. They have
one daughter Laura Lee.
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aprain john M. Luecke is
a native of Freeport, Illi-
nois, where he attended
Aquin Central Catholic High
School. He received a Bachelor 'of
Science Degree and his commis-
sion from the U.S. Naval Academy
in june 1965. Captain Luecke
served three months temporary
duty as an instructor in the Weap-
ons Department at USNA, and
following flight training was desig-
nated a Naval Aviator in April
1967.
He reported to VAH-123 af
NAS Whidbey Island in june 1967
for transition to the A-6A Intruder
and joined VA-128 at its commis-
sioning. He reported to VA-196 ifl
january 1968. While there, he made
two deployments to the Western
Pacific, aboard USS CONSTEL-
LATION and USS RANGER, and
flew over 180 combat missions.
From june 1970 to july 1973,
Captain Luecke was assigned to the
Naval Air Test Center at NAS Pa-
tuxent River, Maryland. Following
graduation from U.S. Naval Test
Pilot School, he served in Flight
Test as project pilot for EA6B BIS
trials and subsequently as Flying
Qualities and Spin Instructors on
USNTPS staff.
Captain Luecke next attended
Armed Forces Staff College and
then reported to VA-42 for transi-
tion to the A-6E Intruder. He
joined VA-75 in june 1974, and
made two Mediterranean deploy-
ments onboard USS SARATOGA
serving as Operations, Mainte-
nance and Administrative Officer.
In November 1976, Captain
Luecke reported from overseas ex-
change duty as a flight instructor
on the staff of the Empire Test
Pilot School at RAF Boscombe
Down, Salisbury, Wiltshire, En-
gland. In his second year there, he
became the first exchange instruc-
tor to be assigned as Principle
Fixed Wing Tutor.
Captain Luecke reported to VA-
35 as Executive Officer in july
1979. As Executive Officer, Captain
Luecke deployed to the Mediterra-
nean, North Atlantic and Indian
Ocean onboard USS NIMITZ. He
assumed command of VA-35 in
February 1981 and subsequently
made the first deployment of A-6E
TRAM to the Sixth Fleet. During
Captain Luecke's C.O. tour, VA-35
was awarded the Battle "E", a
Meritorious Unit Commendation,
and was selected as runner up for
-'H' 196
Q.,
the McCluskey Award. Captain
Luecke received the Carrier Air
Wing EIGHT Top Tailhook
Award for three consecutive de-
ployments and is the first Naval
Aviator to have made over 1000 A-
6 arrested landings.
In September 1982, Captain
Luecke reported aboard USS
DWIGHT D. EISENHOWER as
Assistant Air Officer and subse-
quently as Air Officer. He com-
September
marlclecl VA -42 ffgm
1933 to january 1985, during which
time the squadron was awarded the
1984 Safefl' Captain Luecke
Captain john M. Luecke
reported aboard AMERICA as Ex-
ecutive Officer in April 1985.
Captain Luecke has been award-
ed three Meritorious Service Med-
als, fifteen Air Medals, three Navy
Commendation Medals with Com-
bat and numerous other unit
and campaign awards.
Captain Luecke is married to the
former Margaret Anne Bassett. He
and his wife and their four chil-
dren, Crystal, Coreen, john, and
jim reside in Virginia Beach, Vir-
ginia.
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7. .42 -i -1 1'
oseph Scott Mobley was
born in Indianapolis, Indi-
ana, on 16 October, 1941. He
graduated and received his com-
mission as an Ensign from the
United States Naval Academy, An-
napolis, Maryland, in june, 1966.
After graduation, Commander
Mobley was ordered to Naval
Flight Officer training at Naval Air
Station Pensacola, Florida, and re-'
ceived his wings in March, 1967.
Upon completion of training,
Commander Mobley was ordered
to VA-55, where he served as Ma-
terial Control Officer deployed
aboard ENTERPRISE. In june of
1968, while flying a combat mis-
sion in North Vietnam, Com-
mander Mobley's A-6 was severely
damaged, and he was forced to
eject in enemy territory. He was
subsequently captured and in-
terned as a prisoner of war in Ha-
noi, North Vietnam, from june,
1968, to March, 1973.
After his return to military juris-
diction on 14 March 1973, Com-
mander Mobley received orders to
the Naval Postgraduate School in
Monterey, California, where he re-
ceived a Master's Degree in Com-
puter Systems Management. His
next assignment was to VA-128 at
Naval Air Station, Whidbey Island,
Washington, as a student and then
an instructor of the A-6E. In Feb-
ruary, 1976, Commander Mobley
was ordered to VA-52 where he
served as Administrative Officer,
Operations Officer, and Mainte-
nance Officer. His next assignment
was to Commander, Medium At-
tack Tactical Electronic Warfare
Wing, U.S. Pacific Fleet, NAS
Whidbey Island, Washington,
where he was the Assistant Wing
Readiness Officer. Commander
Mobley received orders to VA-75
as Executive Officer and reported
injanuary, 1980. He assumed com-
mand of the squadron in January,
1981.
From May, 1982, to june, 1984,
Commander Mobley served as
Navigator aboard AMERICA. In
july, 1984, he was assigned to the
Program Planning Office at Atlan-
tic Fleet Headquarters in Norfolk,
Virginia. Commander Mobley was
selected for Captain in February
1986, and detached from Com-
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mander in Chief, U.S. Atlantic
Fleet in March, 1986, prior to re-
porting to AMERICA as Executive
Officer.
Commander Mobley has been
decorated with the Legion of Merit
with Combat "V", the Distin-
guished Flying Cross, the Bronze
Star with Combat "V", two Purple
Hearts, the Meritorious Service and
Defense Meritorious Service Med-
11
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Commander joseph S. Mobley
als, eleven Air Medals, three Navy
Commendation Medals, the Com-
bat Action Ribbon, and various
campaign and service medals.
Commander Mobley is married
to the former Mary Turk of Man-
hattan Beach, California. The
Mobleys reside in Virginia Beach,
Virginia, with their son joseph.
4 l '
AIMD
he Aircraft Intermediate
Maintenance Department,
which answers to the acro-
nym "AIMD", is AMERICA'S in-
termediate level aircraft mainte-
nance and repair facility. AIMD is
comprised of five functional divi-
sion which employ from 450 to 460
maintenance and staff personnel
when deployed C220 to 250 when
the airwing debarksj and nine offi-
cers. The department is tasked with
supporting the embarked airwing,
currently Carrier Airwing ONE, by
performing aircraft component
troubleshooting, repair, calibration,
and testing. There is but one goal:
EXCELLENCE IN MAINTE-
NANCE! AIMD has been highly
successful in meeting the tasking
and attaining the goal primarily
due to the teamwork, professional-
ism, and pride instilled at every
level of leadership.
What is aircraft component re-
pair? Briefly, aircraft maintenance
is divided into three levels: Organi-
zational, Intermediate, and Depot.
Depot maintenance is essentially
aircraft "overhaul" performed at
rework facilities known as NARFS.
Organizational maintenance is ac-
tual on-aircraft maintenance per-
formed by squadrons of the air-
wing including aircraft inspections,
servicing and system troubleshoot-
ing, and repair. During organiza-
378
tional maintenance, inoperative
components are discovered, which
are traded with the Supply Depart-
ment for functional ones from
Supply's pool of spare assets. Sup-
ply turns these inoperative compo-
nents into AIMD for repair, cali-
bration, and testing, once repaired,
they are put back into Supply's
pool. The cycle of high-usage
components is from aircraft to
Supply fbrokenj to AIMD to Sup-
ply Crepairedj to aircraft. Thus this
group of components is called the
rotatable pool.
What really makes this AIMD
the best in the fleet? It is not the
ability to process 5000 aircraft
components a month, or to sustain
a test bench availability of 99.5
percent or a support equipment
availability of 99 percent, each an
outstanding accomplishment in it-
self. It is the ability to get the best
possible job done, day in and day
out, while pulling together and of-
fering support to one another dur-
ing the painful extended separation
from loved ones. In the words of
CDR Blocker, the AIMD Officer,
"The credit for making AIMD the
best goes to each and every man,
along with their families and loved
ones at home. Without their sup-
port at home the task would have
been much more difficult, if not
impossible".
CDR Gerald Blocker
fter graduating from
Bastrop High School,
Bastrop, Louisiana, in
May 1957, Commander Blocker
enlisted in the Navy the following
month. After recruit training, he
attended AMS "A" school in
Memphis, Tennessee. Upon gradu-
ation from "A" school, his first
assignment was to BTG-7 in
Memphis. During that first tour, he
advanced to E-5 and reenlisted for
AM "B" school which at the time
included the AMSXAMHXAME
ratings. On completion of "B"
school his first sea duty was the
VAHXRVAH-9 C1961-19651. He
made two cruises on SARATOGA
with A-3s and one cruise with RA-
5Cs. During the tour with Heavy
Nine, he was advanced to AMS-1
and changed his rate to AZ1, be-
coming one of the first AZs in the
Navy. His next tour was with VS-
50 in Key West C1965-19681.
While in VS-30, he was advanced
to Chief Petty Officer and promot-
ed to Warrant Officer QW-U. Af-
ter Warrant Officer Indoctrination
School in Pensacola, his first tour
as an Officer was with VA-81
C1968-1971i cruising on USS
JOHN K KENNEDY with A-4Cs
and USS FORRESTAL with A-
7ES' In VA'31, he WHS promoted to
W-2 and selected as an IDU ITN,
Commander Blovkr-f gpm, ..,,,m. Q0
shore duty with VT-9, NAS
ridian 11971-1975, as the
Maintenance Officer ffilling
LCDR billet as a LTjgJ, and
there was promoted to
His next sea tour was with V
as Maintenance Control
H975 -1978i, again cruising on
with A-7BslA-7Es. During
next shore tour at AIMD
JAX, he was assigned aS
Plants Division Officer,
moved to Production Officer
after being promoted t0
took over as Assistant
nance Officer. Also durmg
tour, he attended a course f
through Southern Il1in0iS
ty and earned a BS degree lfl p
cation. His next tour was as the
CAG Maintenance Officer, CVW
3, again cruising on jFK- He was
then assigned to OP-514 in OP
NAV C1982-1934i as fhf '7PN'7
Resource Sponsor. During hls tour
in OPNAV, he was promoted T0
Commander and screened as an
AIMD Officer. After a short Wu' 1.
with the Light Attack Wing at
Cecil Field, he was assigned to
AMERICA. U .ed .
Commander Blocker is maffgk ,
. . f F0 -
to the former Vivien Rose 0 n -
stown, En land. TheY have bee
g have U0 r..
married for six years. CY A
children. , n g
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Jr'
IM-1
n today's Navy, the old adage
"the job isn't done till the pa-
perwork is finished", couldn't
be more true. Funding from Con-
gress largely depends on accurate
tracking of failed parts and the do-
cumentating effort expended in
their repair. To ensure that this
complicated system of accounting
is efficiently, safely, and methodi-
cally performed, AIMD employs a
staff division, IM-1, which is orga-
nized into four branches: Produc-
tion Control, Administration,
Quality AssurancefAnalysis, and
Material Control.
Analogized to a football team,
organizational relationships within
AIMD are as follows: the AIMD
Officer is the head coach who
makes player assignments and de-
cides the game plan or strategy, the
Assistant Coach is the Assistant
Maintenance Officer fondly
known as FAMO CFriendly
AMODQ quarterbacking the team is
Production Control CPC, which
coordinates strategy execution, the
shops are the players, PC screens
and set repair priorities and match-
es the squadron's most urgent
needs with the shop's ability cas
many as 200 components are re.
paired dailyjg refereeing and re.
cord-keeping are done by Quality
Assu.rancefAnalysis CQAQ, who
monitors repairs and paper work
documentation, and analyze the re-
pair data for good and bad trends,
Furthermore, QA maintains an
8000 publication library for the
work centers, team equipment is
handled by Material Control which
orders the parts and supplies need.
ed to perform component repairs,
Next, the front ofhce, Administra-
tion, provides the department with
correspondence and report typing,
berthing, travel, and training sup.
port. Admin is also the center for
Career Counseling and the work
space for the departments master
chief, who coordinates manning of
temporary additional duty CTADJ
requirements such as to the ship's
laundry and mess cooking, he is
the enlisted voice to the MO and
AMO. Finally, our fans are the
people whose country's name we
proudly share - AMERICA!
LCDR Donald R. Moorehead,-Ir. LCDR Thomas R. Brown LT Ronnie H Birge 2 LT E R, Hum
380
AFcM Jimmie L. Henewey Avczvi Stephen R. Theobald P Avj P l A B Olph
f 11 oinv W. Abbott AZC Keith - UU
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P, 'f 4 n
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PRC Charles M. Moore AMSC Vincent L. Vaneekelen
AK1 Earl Bowers AOI jerry D. Crire X
ASI Christopher S. Dimacale AQI joseph Ehrmann PRI lsiah Ford ADI Richard L. Howe
AMS1 Timothy Martin AQI jeffrey L, Miller ATI Carl Nicely A51 William E. Nix
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IM-
LT Victor K. Harwood, jr.
he General Maintenance
Division, manned by one
officer and ninety-five en-
listed men, including three CPOS,
is responsible forthe support of all
aviation items that do not fall un-
der the categories of avionics or
ground support equipment. The
diversified branches of the division
include: CU Power Plants, which
supports all embarked aircraft en-
gines, aerial refueling stores, Navy
Oil Analysis Laboratory, and jet
Engine Test Facility, Q25 Airframes,
which supports all aircraft struc-
tual, hydraulicfpneumatic, and tire
requirements, and C33 Aviation
Survival Equipment, which pro-
cesses parachutes, life preser-
versfrafts, and oxygen breathing
equipment. The different ratings
that assigned personnel hold in-
clude: Aviation Machinist's Mate,
Aviation Structural Mechanic Cin-
cluding hydraulicj, and Aircrew
Survival H Equipmentman.
Individually, the Power Plants
Branch repairs aircraft jet engines,
however, they do act as a ready
AMHC Roger Garner
engine storage area capable of pro-
viding a ready-for-installation en-
gine to a squadron in less than one
hour, a remarkably rapid response
time. Airframes Branch has proven
capable of providing several de-
pot-level repair actions, such as re-
pair of damaged ailerons, flaps, and
aircraft canopies. The Hydraulic
Ship has a proven capability to re-
pair even the largest and most
complex electro-mechanical flight
control actuators and fabricate dif-
ficult hydraulic fluid routing lines.
Another Airframes work center,
the Non-destructive Inspection
Lab, utilizes advanced techniques
involving x-ray, eddy current,
magnetic particle, ultrasonic, and
fluorescent dye to identify material
defects in aircraft components,
support equipment, and catapult
components. The Aviator's Surviv-
al Equipment Branch, more com-
monly known as the "Paraloft",
provides repair and inspection of
equipment critical to aircrew sur-
vival in the event of catastrophic
aircraft failure.
AD1 Michael T. Demerris
384
AD1 Michael Kirkwood
ADC Henry W. Hanley ADC Robert Moore
AMSC Dennis M. Tschida AMH1 Carlos B. Benavides
if l
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AMS1 Philip j. imtimt AD1 Michael MCA
llister
PR1 Parrrck T Rafferty AMS1j1mmy Shelby AMS2 Frank E Anderson AD2 Mrchaelj Coolack
AE2 Charles L Haney AD2 ames E Hams AD2 Elhs E Hartridge AD2 Andrew M Kenney
AMH2 Prank W Mak, AD2 eremxah P Obemry AD2 Wnllnam R Tincler AD3 Salvatore L Bonem
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IM-
T ' LT Dennis J. Baker
ATC Kenneth Gray
vionicsfArmament CIM-
3j Division is the largest
division on board, aver-
aging 230 Sailors and Marines
while deployed. These men are re-
sponsible for the maintenance and
repair of all the various armament
and electronic systems utilized by
more than ninety Navy combat
and support aircraft. IM-3 division
consists of many workcenters:
Avionics Corrosion Controlg
CommunicationfNavigationg
Antisubmarine Warfareg
Electrical Instrument Repairg
RadarfFire Controlg
S-3fE-2 Radarg
Electronic Countermeasures
fCrypto Repairg
Forward-Looking Infrared Re-
, ceiver CFLIRJQ
EA-6B ECMQ
SACEfIntertial Navigationg
Versatile Avionics Ship Test
CVASTDQ
PhotofRecon CTARPSjg
Moduleflvlicro-Miniature Re-
pairg -
388
LTJG Howard A. Ruble
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AQC Roger S. Hale AXC Douglas Herzog AQC Ronnie E' Rosson
Module Testg
and GunfArmament Support
Equipment Repair.
Utilizing "State of the Art"
troubleshooting techniques and
test equipment, these worl-:centers
provide quality maintenance and
material support to the embarked
airwing, which assured maximum
combat readiness throughout the
deployment.
Careful planning, training, sup-
ply liason, and personal profes-
sionalism by all hands produced
unparalleled test bench availability
for the entire deployment. In addi-
tion, by mid-deployment, IM-3 re-
duced the number of civilian tech-
nical representatives to zero. This
was a first for an afloat AIMD and
was accomplished through intense
training and hard work by all. Our
test bench availability was phe-
nomenal, a credit to the superior
performance of every technician
assigned.
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AT1 Daniel C. Cerveny AT1 Eugene j. Emanuel AT1 Stephen T. Henslee AO1 Rlley P jones
AX1 Scott j. Livesey AE1james A. Mossman AT1 Carl Mullen AO1 Nestor L Rosario
AQ1 Daniel Scholtes AT1 Richard A. Shancly AQ1james A. Simpson AT1 Richard L Tomko
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A03 Charles j. Stiefel AQ3 Clarence Wade AEAA Craig T, Andrews AEAN David A msc
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AXAN Mark A. Butler ATAN RK-hard L'
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AS1 Gary C. Middleton
he Ground Support
Equipment CIM-4D Divi-
sion is responsible for the
maintenance of what is common-
ly known as "yellow gear". The
division is manned by fifty-four
personnel, each experienced in
the maintenance and repair of
mechanical, electrical, and hy-
draulic systems used in support
of the embarked Airwing and the
Air Department. The gear main-
tained ranges from the very sim-
ple aircraft tow bars to the
108,000 pound crash crane affec-
tionately known as "Ti1ley',. Cth-
er gear maintained, such as air-
craft tow tractors, mobile
electrical power plants, mobile air
conditioners, aircraft jacks, and
crash and salvage equipment are
used to move, maintain, trouble-
shoot, and protect very sophisti-
cated aircraft and their systems.
IM -4 also maintains and oper-
ates the Combat Air Start System
CCASSD, a system found only
aboard AMERICA and USS
JOHN F. KENNEDY. CASS is
made up of eight small turbines
ASC jerald R. Graham
AS1 Michael F. Kelley
and their associated ductings
leading up to sixteen hatches on
the flight deck. It provides high
velocity air required to start air-
craft jet engines quickly and effi-
ciently.
Not even the most successful
of Support Equipment Divisions
can expect to keep all its gear
operational all the time. That is
where the team known as "Trou-
bleshootersn earn their pay, they
are responsible for diagnosing
and correcting malfunctions that
occur on the flight deck. Be it
day or night, technicians can be
seen scurrying about in their
green jerseys bringing yellow
gear back to life.
This deployment was a partic-
ularly successful one for IM-4.
Throughout the six months, the
division maintained 98 percent
equipment availability and 100
percent CASS availability, and re-
ceived adjective grades of out-
standing in COMNAVAIR-
LANT pre - and mid
deployment Corrosion Inspec-
tions.
ASC Norman Rb Nye ASI Michael D. Sanborn
A51 Donald E- Inge DT AS1 Mitchell Cochran
AZ1 Marion N. Bronson A51 Randall K' Ash
T e
.ww mi. ASME Reves A. Colboum
ASE2 Gary E. Johnson ASM2 Danny E. Miller ASE2 Michael A. Reid ASM2 Shane E, Sampson
AK2 joseph Wimbs ASM2 Gregory B. Frey ASE3 Edward E. Laplante ASM3 Arthur pl Mach-mis
ASE3 Charles F. Manchester ASM3 Eric L, Arnold
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ASMAN Todd L. Hotchkiss ASMAN jim G. Hager
ASMAN Timothy W. Kieffer A ASEAN Stephen B. Martin
ASMAN Kevin A. Peshlakai ASMAN Richard A. Birkhimer
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ASMAN john G. Shonfelt
77 ASMAN jeffery W. Thomas
l if
AN Bryan D. Winks ASMAA Kevin D. Hansen
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ASEAA 1211165 D- Potter ASMAA Edward L. Martin
ASEAA joseph C. Long ASEAA David M. Lindsey
ASMAA Sean M. Warner
enerally known
throughout the shop as
the "Cal Lab", this
unique and versatile division en-
compasses many areas of respon-
sibility and interfaces on a daily
basis with numerous departments
within the shop.
PME: Designated a Type IV
calibration lab facility, tasked
with calibrating, servicing and re-
pairing both avionics and me-
chanical support equipment. This
service is provided for the orga-
nizational level Cembarked air-
wingj, intermediate level
QAIMDQ, and for other depart-
ments on the ship. In performing
this function, the division main-
tains over fifty-five hundred
items in a ready-for-use status.
IMRL: Tasked with maintain-
ing the Individual Material
Readiness List CIMRLJ Program
at the intermediate level of main-
tenance for CNAL. This is ac-
complished by the IMRL manag-
er, who maintains accountability
and ensures that over nine thou-
sand five hundred items of avia-
tion support equipment are on-
board and ready for use by the
ship and airwing when deployed.
SIDMS: Tasked with main-
taining and operating the Status
Inventory Data hrltiiwglgeriieiir
System QSIDMSX . --... ,-
AZAN Steve C. Wilson
ASMAA Robert I.. Hefty
tem. This computer system,
through the use of remote termi-
nals, provides the electronic in-
terface of all maintenance and
supply transactions which are re-
quired in order to maintain mari-
agement control over the ship
fairwing maintenance efforts.
The system normally has over 51X
thousand five hundred transac-
tions during a twenty-four hour
period. A further benefit of this
system is the accumulation of
data for ASO and NAVAIR t0
ensure that an adequate suppll' of
s are aviation equipmen
aiid-piece support is available f0f
embarked airwings during future
deployments. I
LOGISTICS: Tasked .with Ni
ceiving and Sl1iPPmg al
IMRLXPME support eqU1PmF"f
for AMERICA, and with tracking
all offship SUPPOYY equipment
temporarily loaned to all .QPSK
ing activities in the Atlantic e
Also, it ensures the return QfSUPd
Port equiPmem being Callbrair
or reworked at various Naval 1
he return
t and bit-
Rework Facilities, and I
her
ot support equip to
activities on tempOfafY .loanarea
AMERICA. The l0S'S"f5
generally handles UP to :Ice
' - on
hundred transactionS 2 m
CWO4 john V. Breunig ATC David F. Wiegand AT1 Harold Baldock
AK2 Rod Craft AT2 Sherman O, Godwin AT2 Ronald Pettitt AT2 James R. Powell
AT2 Mark Swartz AT3 Frank Krause AT3 Marshall T. Liston AT3 Steven L. Rubenstein
AT5 Craig A. Stanley AZAA David Colbree ATAA Mark A. Vaneperen Mr. Steve Dascall
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A ir
he Air Department aboard
AMERICA is responsible
for the launch, recovery,
movement, and servicing of all air-
craft aboard. Consisting of thirteen
officers and over 400 enlisted, they
are required to work around the
clock under some of the most ad-
verse conditions imaginable for
many days at a time. The "can do"
attitude of these individuals has
earned AMERICA her reputation
as the most professional in all the
Atlantic Fleet.
Led by the "Air Boss", and his
assistant, the "Mini Boss", the Air
Department is organized into five
divisions.
V-1 Division, led by the Flight
Deck Officer, is responsible for the
safe, expeditious movement of air-
craft on the flight deck and aircraft
fire-fighting. In addition, the
cleanliness and maintenance of the
flight deck, which consist of
196,000 square feet, fills up the rest
of the work day for the "Blue
Shirts" and "Yellow Shirts".
V-2 Division, which consists of
170 sailors, makes up the team that
launches and recovers aircraft dur-
ing flight operations. However,
once flight operations have se-
cured, an enormous amount of
maintenance is required to keep
AMERICA'S catapults, arresting
gear, visual landing aids and PLAT
System in a ready status. Though
only a few of these fellows may be
seen on the flight deck during
flight operations, many more are
hard at work below decks "making
it happen."
Under the leadership of the
Hangar Deck Officer, V-3 Divi-
sion works to ensure the safe and
accurate respot of aircraft in the
hanger bay and to maintain its
cleanliness and upkeep at all times
as well. With maneuvering space so
restricted, the aircraft directors and
airplane handlers accomplish some
remarkable aircraft moves aboard
AMERICA.
V-4 Division is responsible for
the servicing of all aircraft aboard.
The "Grapes", as they are called
because of the purple jerseys they
wear, fuel aircraft before launches
and after recoveries, as well as de-
fuel aircraft for maintenance.
VX Division carries out the ad-
ministrative functions of the Air
Department and mans Primary
Flight Control during flight opera-
tions.
400
CDR George L Drummond
ommander George L.
Drummond, a native of
Glasgow, Missouri, en-
listed in the U.S. Navy on 14 Au-
gust 1964. He was selected for the
Officer Candidate Airman Program
COCAND, which led to his com-
missioning and designation as a
Naval Flight Officer in February
1966.
Tours of duty included F-4
transition training in VF-52 aboard
USS FRANKLIN D. ROOSE-
VELT off Vietnam and VF-74
aboard USS FORRESTAL, de-
ploying to both Vietnam and the
Mediterranean.
Commander Drummond then
returned to the Training Command
and was designated an Naval Avia-
tor in june 1970. Following F-4
transition training in VF-121, he
served as both the Maintenance
and Operations Officer of VF-111
during two Vietnam deployments
aboard USS CORAL SEA. Com-
mander Drummond was trans-
ferred to VT-21 at NAS Kings.
ville, Texas, in May 1974, as an A-4
instructor in the advanced Training
Command. Concurrently, he
earned a degree in Business Man-
agement from Texas A and I Uni-
versity, and was selected for that
school's Wall Street journal Busi-
ness Student of the Year Award,
Transitioning to the F-14 Tomcat
in VF-124, Commander Drum-
M
41
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V-
-1 Division is AMERI-
CA'S Flight Deck Crew.
Comprised of 110 men
and led by Lieutenant Frank Iferd,
V-1 Division is responsible for air-
craft movement on the flight deck
as well as its cleanliness and main-
tenance. The Flight Deck Officer is
assisted by Lieutenant Mike Blake,
the Assistant Flight Deck Officer,
and Air Boatswain, LTjg Ralph
Southall handles all facets of flight
operations associated with V-1 Di-
vision.
The LCPOS, ABCS Jim Gray
and ABHC Ralph Pieper, ensure
that all hands are properly trained
and ready to undertake any as-
signed tasks, be they choreograph-
ing the movement of aircraft dur-
ing flight operations or resurfacing
the flight deck with non-skid.
The aircraft directors are the
yellow shirts that actually do the
moving of aircraft, and the airplane
handlers are the blue shirts that are
responsible for ensuring that the
aircraft are properly chocked and
chained. The fly POs ensure that
their fly is run smoothly and safely
and supervise the aircraft moves in
their areas.
Once the flying is finished, the
day's work is not completed. There
are still administrative tasks and
scheduled maintenance to be done.
All too often the days never
seem to end as they run one into
the other. Only the most experi-
enced and professional of all
ABHs can be found on the. flight
deck, for the acceptable margin of
error is zero.
Also associated with aircraft
moves is the operation of the ele-
vators. The elevator technicians are
ABI-IC Ralph L. Pieper FF
responsible for ensuring their safe
operation and for maintaining an
accurate aircraft spot on the
"OUUI BOARD". l
The crash and salvage Crew 15
lead by Bos'n Southall and ABHC
Charlie james. These fellows are
the key players in any type of flight
deck event out of the ordinary.
Whether it be a quick cleanup on
the approach to one of the cata-
pults, a tough fire, or a major flight
deck crash or fire, the crash crew is
there and ready. It is a comfort to
all on the flight deck to know that
a highly trained group of profes-
sionals such as these are present.
Flight deck cleanliness is over-
seen by V-1 Division also. This
includes participation in FOD
fForeign Object Damage, walk-
downs, as well as the direct coordi -
nation and management of major
scrubexes, which consist of thirty-
five to forty troops scrubbing with
soap, water and scrub brooms all
196,000 square feet of flight deck.
It is imperative that the flight deck
be kept clean as possible, as it
makes the movements of aircraft
much safer. When airplanes are not
flying, V-1 works with the Air
Wing maintenance crew to respot
aircraft so that various tasks can be
performed on the aircraft to get
them ready for the next day's fly-
ing.
In addition, many other tasks are
performed, such as training, dam-
age control, scheduled mainte-
nance, and the cleaning of spaces,
But with V-1's high level of pro-
fessionalism and morale, no task
can be regarded as too great or foo
small.
.
ABHI Willie B. Davis K
l
LCDR Leigh W. Bradbury LT Frank Herd
LT Kenneth l.. llilcman LT Michaelj. Blake
izxs Ralph c. snufinii ABHC Chvlfslfmfs
Mull Mtlflt K llmlff .Milli Kenneth T-,lifkson
02
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ABH1 Richard C. jackson ABH1 Eldridge M. KCIISI ABH1 Gary L. Mclntosh ABH1-jimmy R. McLaughlin
ABH1Jesse E. Shaw ABH1 Howard R- Y0fk ABH2 Dennis O. Bouyer ABH2 Brian K. Browning
ABH2 Pfifrifik Dubose ABH2 john C. Gomes ABH2 Calvin Hill ABH2 Steven M. Niemann
ABI-I2 jeffrey W. Novak ABH2 Claude Waldon ABH2 james Wesley ABH3 David D. Adams
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ABH3 Christopher H. Berryman ABH3 Christopher K. Bordwell ABH3 Todd L, Carter ABH3 Larry L. Chandler
ABH3 Orlando F. Deburgo ABH3 Neale B. jennings ABH5 Richard j. jones ABH5 Rrck A. justo
ABH3D AlW.L k - C i or
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ABH5 Christopher W. Sheppard ABH3 G H S
eorgf . P0On ABH3 Mark E. Srrurhers AABFIR Su-,C L, Woods
ABH3 joseph E. Zdehovan AN Darryl W. Beddingfield
AN SCOtt Bell AN Wallace D. Blake ABHAN Paul R. Branch AN Dale R. Branham
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AN Lincoln L. Cooke ABH3 Mark Duty ABHAN Leonard R. Etris ABH3 Kevin G, Gilbert
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LCDR Carl W. Hammond
he V-2 Division is the
heart of AMERICAS Air
Department. Comprised of
over two hundred highly trained
officers and enlisted personnel, V-
2 is one of the largest divisions
onboard the ship and is singularly
tasked with the awesome responsi-
bility for the successful launch and
recovery of the ninety-plus tactical
aircraft of AMERICAS assigned
airwing. V-2 Division personnel
take great pride in being an integral
part of the carrierfairwing team,
which, as recent history has dem-
onstrated, is the most formidable
weapons system known to man.
The infinitely dangerous and ex-
ceedingly complex evolution of
launching and recovering the
world's most technologically ad-
vanced naval aircraft requires the
specialized skills of several navy
ratings. The aviation boatswain's
mate flaunch and recoveryj equip-
mentman, or ABE, operates and
maintains AMERICAS steam cat-
apults and arresting gear systems.
LCDR Patrick jacobs
Dedicated professionals, AMER-
CAS ABEs are the embodiment of
the hearty seafarers of yesteryear
transposed into the sophisticated
and demanding environment of
modern carrier aviation. Interior
communications technicians are
members of the V-2 team who en-
sure the reliable, continuous opera-
tion of the fresnel lens optical
landing system Cflolsj and the pi-
lots' landing aid television cameras
CPLATD, which record all flight
operations aboard AMERICA. In
direct support, maintaining the
complex electric circuitry which
enables the safe operation of
AMERICAS catapult engines, are
the catapult electricians. The lead-
ership presence which comple-
ments this dynamic team of navy
professionals is provided by the
catapult and arresting gear officers,
or shooters. These select aviation
officers function as branch officers
of the V-2 Division and orches-
trate the sequence of events during
launch and recovery.
LT TA. Loeslein LT Henry C. Teommey
LT Hans P. Misch ENS Oscar Rizer
ABEC Richard L. Beitel ABEC Denver M. Brewer
Xia. r- 5.,..irs s . X. . ABFC.lohn P. ,lereb
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ABE1 Richard Ahlert ABE1 Soloman M. Balancio ABE1 Eric R. Boeninger ABE1 Eddie L. Dailey
ABE1 T n C. Gordon ABE1 William Gowans IC1 Hugh M. Hinson
ABE1 Clarence D. Fortune 0 Y
IC1 Richard M. johnson ABE1 Larry D. Lane
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IC2 Ralph P' Goldsbofough ABE2 Russel B' Gram i EM2 Enrique Gutierrez IC2 Brian T Home
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ABE2 ames H. Owens ABE2 Vincent P. Pimaula ABE2 Mark S. Reese ABE2 John D. Reynolds
ABE2 Brian Stone ABEZ johnny D. Tippie ABE2 Richard A. Villarreal ABE2 jerry A. Wayman
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ABE3 Robert Brust ABE3 Christopher W. Bivens ABE5 Diego O. Cabrera ABE3 Kenneth S. Courter
ABE3 Sean A. Doolittle ABE5 Geoffrey B, Gillespie YN5 Warren C. Gray IC3 Charles E. Hardy
ABE3 Daniel S. Harrington ABE3 Walfff R' Irons
ABE3 jeffrey P. Irwin ABE5 Rickey L-,limes
ABE3 Ronald C. jordan ABE3 Jeffery j. Luce ABE3 Robert A, Meyer IC5 John P' Mooney
IC3 james Myers ICS Timothy A. Oathout ABE3 Perry T. Richards ICS Peter Rangel
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1 ABE3 Mark Spyrek EM5 Mark A. Satkowiak
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FN jeffrey R. Hultgren ABEAN Go d W. M D
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EMFN Wycliffe C. Miller ABEAN john F. Mitchell ABEAN William C. Mueller AN David A. Meyers
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ABEAN john A. Plumacher ABEAN Melvin T. Perkins
ABEAN Thomas R. Phelps AN Paul Ptack
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D LT Th G1 l g- ABHC Andre R Kirkwood ABH1 John Cook ABH1 Richard A. Davis
0l'l'18S 355 '
ABH1 Charles E Lafoljem., ABH1 steven 1. Land ABH1 Darrell W. Perry ABH2 Kem Gardner
-3 Division is AMERI-
CA'S Hanger Deck. This
seventy-five man division
is responsible for coordination and
direction of all activities in the
hangar bays, an endless job. V-3 is
led by Division Officer, Lieutenant
Tom Glass, and LCPO, ABH-
CCAWD Andre Kirkwood. The
LPO, ABH1 Darrell Perry, and the
assistant LPO, ABH1 Charles La-
Follette, also help to keep all of the
Bay Petty Officers, Aircraft Direc-
tors, Aircraft Safetymen, Spotting
Dolly Drivers, Elevator Operators,
Damage Control Maintenance
Men, and Aircraft Handlers headed
in the right direction.
The jobs accomplished on the
hangar deck are many. For ABHS,
Aviation Boatswain's Mates CAir-
craft Handlingj, the most enjoy-
able job is the actual moving of
aircraft. This includes moving air-
craft for various squadron mainte-
nance requirements, for ship's
force maintenance, and to meet
operational commitments. Closely
related to the moving of aircraft is
the operation of AMERICAS four
aircraft elevators. V-3 Elevator
Operators are responsible for safely
operating the elevators and coordi-
nating the associated aircraft
movement to and from the flight
deck. In addition to moving air-
craft on the hangar deck, V-3
maintains hangar deck cleanliness.
This is a major responsibility which
requires a wide range of efforts,
including day-to-day sweeping,
vacuuming, and spot scrubbing, in
addition to major scrubexes when-
ever the opportunity is present. Al-
though it is an endless task, keep-
ing the hangar deck clean is
instrumental in V-3's ability to
move aircraft safely, greatly con-
tributing to the operational readi-
ness of our Air Wing. V-3 Division
is also tasked with fire-fighting re-
sponsibilities on the hangar deck.
This includes the training of Air
Wing and Air Department person-
nel, as well as the maintenance of
all fire-fighting equipment on the
hangar deck.
In addition to these tasks, V-3
also serves as the interface between
the Air Department and other
AMERICA divisions. Whether
preparing the hangar bays for a
change of command or setting up
for a USO show, V-3 is always
there to ensure that every evolution
maintains AMERICA's high stan-
dards. These many varied responsi-
bilities all combine to make V-3's
job one of the most challen in
8 8,
yet rewarding onboard USS
AMERICA.
ABH2 Sylvester E. jackson ABH2 Sefsio D' Juarez
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ABH2 Kevin J. Otto ABH2 Robert C. Opolsky
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ABH3 Barry L. Ahner ABH3 William R. Bowlson
ABH3 Robert H. Brown ABH3 Brian A- Bussell j ABH3 Robert J. Decoste AMS3 Walter D. Grace
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ABH3 Bradley Hains ABH3 Kenneth R. Jorgensen ABH3 Michael C' Lafond ABH3 Kenneth R. Maus
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A5115 Riqhard E, Mcphial ABH5 Timothy Norris
ABH3 Russell Pratt ABH3 David A. Rathbum
ABH3 Nathaniel S. Steward ABH3 Gilbert E. Riddick
Aram Allen J, wfiis ABH3 Chfisfian C Whfele'
AN Curtis T. Kane AN Bradley Lemons
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AN William D- Sichi AN james G. Skeens AN Haralambos Spyropoulos AN Carl L. Stringfield
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AN Stacy Stutes AN Terrence B. White AN Daniel G, Armstrong ABHAN David Barber
AN Brian M. Brandon AN Stephen H. Davrs
AN Anthony Egtep AN DCHHiS HUb6f
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i
AA Gregory Andreozzi AA j,M, Andres AA Brian A. Bachar ABHAA Mauricio Bonilla
AA Robert S. Brown AA Robert S. Giese AA Richard D. Gresham AA George H. Gulledge
AA Wayne K. jones AA William johnson AA Dam M G i AA T d I dan
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AA Roger F. Syme AA Leroy Taylor
AR Ronald L. Hebner AR Jeffery A. Vogel
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CWO4 Frank E. jones
ABCS Harry B. johnson
Y ABFC Darnell Gatewood
ABFC john Madigan
. . B '
ABF1 Allen K. Mathis ABF1 Alan J. Minn ABF1J2mfS L- Pafkff ABF2 Cham W mm
ABF2 Anthony B. Coombs ABF2 John A. Coontz ABF2 Clifford W. Dunaway ABF2 Darrin F- Hams
-4 Division, "The
Grapes", is manned by
seventy-seven personnel
who are under the direct supervi-
sion of CWO-4 Frank E. jones,
the division officer, ABCS Harry
B. johnson, the Leading Chief
Petty Officer and ABF-1 james
L. Parker, the Leading Petty Offi-
cer. V-4 is divided into three
workcentersg VEOO - Adminis-
tration, supervised by ABF1
Parker, VEO1 - Belowdecks,
supervised by ABFC Darnell
Gatewoodg and VEO2 - Flight-
deck, supervised by ABFC john
430
Madigan.
The primary mission of V-4
Division is to deliver clean, bright
uncontaminated jP-5 fuel to em-
barked or transient aircraft and to
maintain the aviation fuels system
at 10095 operational status. The
aviation fuels system is com-
prised of components stretching
from the 7th deck to the 03 level.
The 7th deck "Belowdecks",
consist of four centrifugal purifi-
ers, eight centrifugal service
pumps, six rotary vane transfer
pumps, four stripping pumps,
one jet engine test cell pump, two
auxiliary pumps, and seventy-
seven jP-5 tanks. The flight deck
consists of twenty-two aircraft
fueling stations located on both
the flight deck and hangar deck.
The fueling stations are of the
automatic, solenoid-operated
fuelfdefuel variety.
During MED Deployment '86,
V-4 Division pumped and re-
ceived mote than sixteen million
gallons of jP-5 and more than
10,000 gallons of aviation lube
oil, all without accident.
Slgl'llfiC21Iit Hi'L'0i'flil' " 11 'XYITS
of individuals assigned to X .
were recognized by the awarding
of Navy Achievement Medals t0
ABF1 Ernest D. Hobbs, ABF?
john A. Coontz, and ABF?
Charles W. Benica, six letters of
Commendation, and eight Letters
of Appreciation. ABF1 james L-
Parker was selected as Air
partment's Aviation BoatswamS
Mate of the Year.
Through all endeavOfS 'Of
Mediterranean DeplOymCm 86
and carrier qualificationS UPON
return, V--I Division demonstrat-
ed nothing less than COH515fem
excellence.
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ABF3 Dean E Clark ABF3 Harold K Coats ABF3 Aubrey Crawford ABF3 Ruben Cruz
ABF3 Douglas A Denrson
ABF5 Thomas R Dukes ABF5J0hf1 R Kal-'55 ABF3 Mrchael A Krrby
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ABF3 Daniel T. Obyrne ABF5 Blanc F- Padilla ABF5 Philip H' Sommffs AB5 David W"0d""d
AN Michael s. Atkinson AN Stephen w. BlatChr:r AN Gffald L' Bmw"
ABF3 Ron D. Yoshida
in J' Comer AN Thomas Faiffull AN Ainii Ei iiiinpn-li ABFAN ,lick D. HW'
AN Marv
AN Mark H Irvme ABFAN Phrlrp A Judd ABFAN George A Kmg AN Wayne Mltchell
AN Rafael A Power ABFAN Clrfford R Rohrbacher ABFAN Bflafl D Warren AN Walter D Yates
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VX
X Division is manned by
eleven personnel who fall
under the direct supervi-
sion of ABCM C. Phillips fAir De-
partment LCPOD, Yn1 M. Love-
lace fAir Department Admin
Assistantj, and ABE1 M. Corbin
CVX LPO, Air Department
PQSf3M Coordinator, and Career
Counselorj. With the help of
YNSN W. Benson, YN1 Lovelace
has handled all administrative du-
ties for Air Department from mus-
ter reports to transfers. Considering
that Air Department consists of
over 460 personnel, both YNs have
done an outstanding job of keep-
ing Air Department on track.
When not working on the flight
deck, ABCM Phillips is the hub of
Air Department. He intervenes on
every issue concerning enlisted
personnel within air department
and coordinates with the rest of the
departments aboard USS AMERI-
CA fCV66Q. ABE1 Corbin has a
variety of responsibilities, not only
as VX leading petty officer, but he
recently took over as air depart-
ment Career Counselor, with a re-
tention rate of over 60175 for first
termers, 1O0fZJ for second termers,
and 10096 for career. Furthermore,
Petty Officer Corbin is Air Depart-
"Vi -V
.E f.,i,.,2
r
,Mi
w.
ment's PQSXSM coordinator. His
expertise in this area has helped Air
Department go through BM and
PQS inspections with great suc-
cess. Since deployment on March
10, 1986, the tower crew, consisting
of seven airmen, has been instru-
mental in logging and tracking
over 4300 aircraft launches and re-
coveries. Contributors to this suc-
cess were AN B. Nelson, AN R.
Ellison, AN E. Kieselbach, AN M.
johnson, AN A. Clark and AN T.
Dossey. Welcome aboard ABHAN
M. Gentry. To AN johnson, who
recently departed VX, best of luck
in your new rating, FC!
4- -.,........
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CHAPLAI
he mission of the Chaplain
Department is defined as
"to provide a program of
ministry in support of the free ex-
ercise of religion aboard USS
AMERICA", with the Command
Chaplain being the principal advi-
sor to the CO on matters of a reg-
lious and moral nature. This mis-
sion was achieved in a variety of
ways. The most obvious was that
of liturgical acts: baptisms, confir-
mations, burials-at-sea, weddings
and a variety of other services were
performed on a regular basis by the
one Catholic and two Protestant
chaplains. Worship services were
held every Sunday and Mass was
celebrated every day of the week.
The evening prayer was read over
the IMC every night the ship was
at sea. For those who desired a
more personalized form of wor-
ship, the department coordinated
thirteen different devotional
groups, ranging from music work-
shops to jewish worship.Chaplains
would always be seen at medical
438
responses and at mass casualty or
general quarters drills, giving com-
fort and assistance during these
times of crisis. When not involved
in drills, the chaplains spent much
of their time in counseling and in
visiting the various spaces on the
ship. Their approachable manner
and open-door policy found plen-
ty of takers and many shipmates
were helped by a confidential talk
with the chaplain. The Chaplain
Department was also tasked with
handling all American Red Cross
and Navy Relief messages, often as
many as 300 a month. Dealing with
everything from birth to death to
financial assistance, the expedient
handling of message traffic was a
major contribution to the morale
of the ship. The department was
also home for the ship's branch of
the Navy Relief Society, an organi-
zation designed to give interest-
free loans or grants to qualifying
sailors and their dependents. This
area of service was always busy,
and several thousands of dollars
were loaned every year. Another
means of assisting the crew ID
maintaining good morale was the
operation of the Military Afflllate
Radio System CMARSD. 3 HAM
radio system used to connect de-
Ployed servicemen with their fam-
ilies in times of emergency. As H
final touch, the Chaplain Depart-
ment operated the ship's 5000-vol-
ume library. Added together, these
services resulted in a Command
Religious Program with a compre-
hensive outreach.
Of course no program could be
accomplished without people, and
people is what the Chaplain De-
partment was all about. Whether it
was an RP standing library watch
or a chaplain visiting patients in
sickbay, the Chaplain Department
served to let everyone know that
we cared about the individual.
Making a call to the brig or pop-
ping into a workcenrer to say hello,
the chaplain strived to bring a per-
sonal touch to an impersonal sys-
tem. This people-to-people phi-
losophy was often extended to the
communities we visited. Whether it
was visiting school children in En-
gland, painting an orphanage in It-
aly, or clearing out a storage room
in a children's home in Spain, the
community outreach programs co-
ordinated through the Chaplain
Department were always a huge
success.
Most of all, though, the Chap-
lain Department is made up of in-
dividuals, nine separate personal-
ities who worked side by side in
accomplishing the tasks before
them. It is these individuals whom
we will always remember. At the
helm was CDR Mike Burt. A deci-
sive but gentle leader, his only
weakness was to come in a little
late in the mornings after being
"held up in traffic" - even at sea!
LCDR Allen Allen was a Marine
Aviator turned preacher. While
making the quantum leap from LT
to LCDR during the deployment,
he worked as hard at his tennis
game as at his counseling. From
the steady stream of counselees
that flocked to his door, he must
have been quite 11 player! Two dif.
ferent Catholic chaplnlrls glpltt-ll
out company during the deploy.
ment. CDR lid ixCdlX'VlVl1l lllfcltl
Boucher added a measure of hu.
manness to the department. He
may be best remembered for his
evening prayers in verse, fthough
he made a better chaplain than a
poetj. Lt jim Mac New relieved Fr.
Boucher about two months into
the cruise. The new kid on the
block, he approached his ministry
with such enthusiasm that he spe-
cifically requested NOT to have a
crucifix placed on the altar during
Mass for fear he would "probably
knock it off anyway." RP1 Steve
Perkins served as senior enlisted
during the deployment. Affection-
ately known as the "Elf", he taught
us to be "artsy-craftsy" with what-
ever "whohaws and rutabagas" life
might place in our hands. RP3 Ke-
vin Tobin crossdecked to us from
INDEPENDENCE. He was a re-
served but dependable fellow
whose strong points included pre-
paring bulletins and watching
"Who's the Boss". RP2 joe
QBronze Starl Puffer was one of
the "old salts" of the department,
Qrhus the bronze star for his second
award of the sea service ribbonl.
Attaining many of his own person-
al goals, he was always willing t0
offer himself as a role model to the
rest of us. I'm afraid we didn't al-
ways live up to his standards. RP3
Tom james was a story unto him-
self. Seemingly acquainted with half
the crew, he became the depart-
mental "provider"g always able t0
obtain hard to find items when we
needed them most. We never asked
from where! And then there WHS
RP2 Lindy Frank, the sailor Wh0
would be a civilian! Lindy served
faithfully as Library Petty Officer
and Damage Control Petty Officer-
He considered his time abffafd
AMERICA to be a "once in 2 Mil
time exPerience - ONLY onced
Finally RP2 seen Malone rqundf
out the department with his own
form of leadershipftytanfh' and a
sense of humor as dry as the West
Texas Plains whence he Came'
The Chaplain Deparfmfflf 'TY
have been one of the smallest bel
Partments aboard AMERICAL
it had a large mission. The ufor
dreds of men who came I0 Us
encouragement and assistanee fix
t.linlv attest tO the faCf that dl
lnlllllt-tl flint nnnslnn. We Cafe '
,. J ,y- 5,3315-.,:,-.
CDR Michael F. Burt
CDR Edward F. Boucher LCDR Allen C- A1160
LT James Mac New RP1 Stephen Perkins
DR Michael F. Burt,
CHC, USN, was born in
Morgantown, West Vir-
ginia on 19.Iuly 1943. After receiv-
ing an Associates Degree from
Concordia junior College in 1963,
he completed his undergraduate
training at Concordia Senior Col-
lege, earning a B.A. in History and
Religion in 1965. He received a M.
Div. from Concordia Theological
Seminary in St. Louis, Missouri, in
1969. After graduation, he was or-
dained in the Lutheran Church,
commissioned as a LTCjgj in the
Inactive Reserves of the Navy
Chaplain Corps, and assigned as
pastor of a congregation in New
Fairfield, Connecticut.
Reporting for active duty in
1972, CDR Burt was assigned to
Destroyer Squadron Seven, home-
ported in San Diego. In 1974 he
transferred to Naval Training Cen-
ter, San Diego, and in 1976 re-
ceived orders to duty with the Sec-
ond Marine Division at Camp
Naval Academy, where he served
as Brigade Chaplain until june
ters, jennifer and Kathleen, now
reside in Virginia Beach. He is a
private pilot and an amateur radio
operator with interests in photog-
raphy, golf and sailing. CDR Burt
has earned the National Defense
Service Medal, Vietnam Service
Medal, Navy Commendation
Medal, Navy Unit Citation, Meri-
torious Unit Citation, and the Sea
Service Deployment Ribbon.
RP2 Gregory S. Malone RP2 Linden Frank
RP2 Joseph A. Puget RP2 Kevin P. Tobin RP2 Thomas j.james
1981. He then transferred to U.S.
Naval Station, Rota, Spain, where
he served until reporting to the
Advanced Chaplain School, New-
port, Rhode Island, in 1984. He
reported to AMERICA as Com-
mand Chaplain on 5 july 1985.
CDR Burt was married on 14
Aug 1966 to the former joanne
Grace Brown of Hicksville, New
York. They and their two daugh-
e e' s s
1 -2-', .
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UNICATIO
LCDR Alex S. Hill, jr.
ieutenant Commander
Alex Hill enlisted in the
Navy in 1969. Following
recruit training, he attended Avi-
onics "A" school and subsequently
reported to Fleet Aviation Elec-
tronics Training Unit, Pacific
QFAETUPACD Det, Alameda,
where he served for two years and
was selected for the Navy Enlisted
Scientific Education Program
QNESEPJ. He earned a B.S. degree
in Physics from the University of
Utah and was commissioned in
june of 1976. Following flight
training in VT-27 and VT-31, he
Completed his initial training in the
P-3C at VP-31 and was subse-
quently assigned to VP-39 at NAS
jacksonville, Florida. While at-
tached to VP-49, he served as Ma-
terial Control Officer, Assistant
Admin Officer and Quality Assur-
ance Officer. While LCDR Hill
earned designations as patrol plane
commander, Mission commander,
and instructor pilot, the squadron
was awarded a Navy Unit Com-
mendation for anti-submarine
warfare operations in Bermuda
Sector. LCDR Hill's next assign-
ment was as a flight instructor in
VT-31, where he served as the Ad-
min Department Head. During this
tour, he earned a master's degree in
business administration from
Webster University. Following this
tour, LCDR Hill was assigned as
Aide, Flag Secretary, and Assistant
Chief of Staff for Administration
to Commander, U.S. Naval Forces,
japan. LCDR Hill is presently bil-
leted as the Communications De-
partment Head onboatd AMERI-
CA.
LCDR Hill is originally from
Lava Hot Springs, Idaho, and now
resides in Viginina Beach, Virginia
with his wife Kristi and sons Alex
and Kirtis. LCDR Hill's hobbies
include golf, hunting and fishing.
ommunications, the link
between plans and ac-
tions, are orchestrated by
the professionals of AMERICA's
Communications Department, al-
ways on the job and fully opera-
tional around the clock, keeping
the ship in touch with the outside
world.
The Communications Depart-
ment provides the foundation of
command and control for multi-
mission accomplishments of em-
barked staffs, airwings and the
command. This is made possible
by the separate yet combined ef-
forts of the radio division, signals
division, and the communications
security specialists that make up
the Communications Department.
The combined efforts of these
individuals are closely monitored
by the Assistant Communications
Officer, Radio Officer, the respec-
tive Division Officers, and the
CMS Custodian, all under the di-
rection of the Communications
Officer.
The areas mentioned and the
personnel assigned are AMERI-
CA's Communication team. They
all have dedicated themselves to
building the most effecient and
productive organization possible to
support the vital mission of
AMERICA.
Presently the holder of the Navy
Green "C" award, AMERICA's
Communications team has proven
time after time that it is second to
none.
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442
C0 UNI CATI ONS
LT Dennis C. Defendi
ommunications Radio
CCRD Division is
composed of two dis-
tinct yet closely related areas:
Facilities Control and the Mes-
sage Center. Message Center
personnel dedicate themselves
to the processing and distribu-
tion of the never-ending flow
of message traffic received and
transmitted by AMERICA. In
an environment where the pro-
cessing of 1500 to 2000 mes-
sages daily is commonplace,
our message center personnel
strive to ensure that each mes-
sage is processed expeditiously
and efficiently.
Sharing the space and work-
ing with the message center is
Facillities Control, better
known throughout the Navy as
FACCON. The personnel of
FACCON are tasked with pro-
viding communications circuit-
ry, including line-of-sight voice
and digital tactical systems,
high frequency and satellite sys-
tems which provide long haul
communications between com-
mands ashore and at sea. These
facilities are used for the coor-
dination of operational, admin-
istrative and logistic support.
Facilities Control personnel are
required to troubleshoot and
correct communication prob-
lems as they arise in an expedi-
tious manner, so that vital com-
munications will not be lost,
thereby providing reliable, se-
cure and rapid communications
at a moment's notice.
LTJG David Smith ENS Martin Sweeney CWO3 Francis M. Embrey
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ommunications Signals
CCSD Division fulfills op-
erational requirements by
utilizing semaphore, flaghoist,
flashing light and infared assets to
convey tactical commands to units
within visual range of AMERICA.
The signalmen will be found man-
ning the flagbags and signal lights
during sunshine, rain, snow or hail.
The "eyes of the ship," as they are
called, not only fill the visual por-
tion ofthe Communications De
partment's operational require-
ments but also support the com
mand in honors and ceremonies.
Whether answering flaghoist or
flashing light in the cold North
Atlantic, identifying a Russian
trawler, or rigging flags in the han-
gar bay for visiting dignitaries,
AMERICA's signalmen can be
counted on to fulfill their mission.
SM3 Kevin A. Butler SM3 Todd D. CourtS
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SMSA Chris Landry SMSA Tony C. jenkins SMSA Stephen R. Niles SMSA Shawn Reno
SMSA Lonnie B. Stephenson SMSA Walter L. Wood SMSA Earl F- YHICS
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DECK
eck Departments sailors
are AMERICA's modern
day practitioners of a
proud heritage of traditional sea-
manship that is older than the U.S.
Navy itself, and which has been
handed down through the centu-
ries. As a specific sea-going pro-
fessional skill, the Boatswain's
Mate rating can trace its ancestry
back to before the beginnings of
the Age of Sail. Boatswain's Mates
were then, and continue to be,
among the most versatile sailors in
any ship's crew. The development
and adoption of steam, turbo-elec-
tric, marine diesel, and nuclear-
powered propulsion systems and
steel hulls eliminated some of the
Boatswain's Mates' traditional du-
ties directly associated with the
many-centuries-long wooden-
hulled sailing ship era, but most of
the skills developed over the cen-
turies continue to be practiced in
all ships today, and in all probabili-
ty, will continue to be practiced as
long as men venture out to sea in
ships,
Today's Boatswain's Mates
practice a wide variety of seafaring
skills, including using the tradi-
tional Boatswain's Pipe, perform-
ing duties such as Boatswain's
Mate of the Watch Qsupervisor of
the enlisted watch team on the
bridgej, lifeboat and liberty boat
coxswain, marlinspike seamanship
fthe skill and art of handling, ty-
ing, and splicing line and wire
ropej, canvas and leather work,
maintenance and operation of
ground tackle fanchors, chains,
capstans, and associated equip-
mentj, touring gear, and underway
replenishment equipment.
As AMERICA's seafarers, Deck
Departments sailors are responsi-
ble for the accomplishment of all
the unending tasks involved in the
proper maintenance and operation
of all the accommodation ladders,
ship's mooring lines, capstans and
winches, boat davits, refueling rigs,
and, of course, the maintenance of
the ship's appearance and exterior
hull preservation. The maintenance
and safe operation of the ship's
"small" boats, from the fifty-foot
utility boats and the Captain'-s gig
to the twenty-six-foot motor
whaleboats, are some of the more
visible responsibilities of Deck De-
partment. All of these tasks require
an extensive supply of consumable
materials, parts, tools, and equip-
ment, all of them ordered, stocked,
stored, and issued by our own "in-
house" supply organization, the
Boatswain's Locker. In order to
carry out our multi-faceted mis-
sion on a ship the size of AMERI-
CA, specific areas of responsibility
are assigned and particular jobs are
split up and many times shared be-
tween the departments four divi-
sions.
LCDR Anthony Desue
ieutenant Commander An-
thony Desue is originally
from Stark, Florida. He at-
tended RJE Elementaryflrligh
School and graduated from More-
house College in Atlanta, Georgia,
in june 1972. LCDR Desue was
commissioned a Naval Ensign in
May 1973.
LCDR Desue's initial assign-
ment was to Naval Facilities Lew-
es, Delaware, as Research Officer,
in December of 1973. There he
helped the command achieve the
overall Command Efficiency
Award out of thirteen Atlantic
Fleet NAVFACS. In March of
1975, he was reassigned to GLOV-
ER as Main Propulsion Assistant,
and participated in numerous re-
search and development projects in
the Carribbean Sea,
In July 1977, LCDR Desue was
reassigned to the DFTROH' ,ig
Navigator. While he was onboard,
-5. . , N ,, V Q g
Dlubi 'll W-lf' -lt'r-loxtrl in the
i'v'.lcditcrr.iiit-,:r, .tw . - ,.,- this i'
X ' ' it ll 'x -
FELL-l fb. 1, - l,,
i.
.!,
Engineer and participated in tW0
Iran! Afghanistan contingency QP
erations in the Indian Ocean, which
also resulted in the rescue of over
forty Vietnamese refugees.
On 19 October 1981, LCDR
sue reported to Commander, Sur-
face Squadron ONE, as Squa
Material Officer. During this
LCDR Desue participated in the
decommissioning Of ORI-E
and the arrival of the first West
Coast Naval Reserve Force l
ares, LAY and GRAY. LCDR
sue's neun assignment was as EXEC
urive Officer of Shore lnterme
Maintenance Activity CNR
Long Beach on 6 April 1936- Diff
ing this tour he was promoted
Commanding Officer. On 6 SEP'
rt-mba mai Lcba Desue repoffed
to AMERICA as First Lieutenant?
LCDR and Mrs. Desue, the for'
. , of
mer Jennie Sue H-imptonv.
Gainesville, Florida, reside IH lf'
ginia Beach, Virginia, with fhelf
ihree sons, Damon Lelmafdr An'
thony jr., and Christophffl' Bail' d
LCDR Desue iS 3 Cemain
spans Official QASAXNASM 'd
softball, baseball, basketball- an
it-tball. ln addition, in his free
.ny he is an avid bowler.
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DECK ADM1
4
-HI W Warren YN5 Guy T4 Buydsmn SA Sheldon Engstrom
LT Mark Dwyer CWO2 W' 'am '
Ist
. ' klff
ENS Vitor S. Dias BMC Olin W. Bill? f
or the most part First Divi-
sion started the deployo-
ment in fairly good shape.
Most divisional spaces were well-
preserved and the equipment ready
for operation, although the major-
ity of the work force for First Divi-
sion were green insofar as time at
sea. This fact was not a hindrance
for them. They pressed their way
through successful operational
commitments with an eagerness to
learn and master every task as-
signed to them. From the setting of
the Special Sea and Anchor Detail,
which required the manning of the
ship's anchors, the rigging of the
ship's quarterdeck and Accommo-
dation Ladder 4791, to the Under-
way Replenishment Details, which
required the manning of DFM Re-
ceiving Station -ff7, the sliding pa-
deye Conrep Station 4lf9A, and the
-I ery
telephone and distance line by First
Division personnel, each deck evo-
lution was met with positive antici-
pation by the young crew of First
Division.
As the development neared its
end, we set our sights on some
serious preservation and rehab
work, because when we return to
CONUS, we want our pride to
show. We, the crew of First Divi-
sion would like to extend our ap-
preciation to MMC johnson and
the crew of A Division for their
unselfish support and good advice
during our training sessions and
special details. We would also like
to extend our appreciation to
HTCS Pelland and the members of
the shipfitting shop for their sup-
port and assistance in the many
repairs and modifications ro Ac-
com Ladder ifl.
ami Alben L. Arima BMI Gm" Wm '
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BM! Sergio A. Cardoso BN? xx 'une A 'IO
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SN Kim L. Horton SN Kenneth Lester Bruce W. Miller SN john C. Ozmore
SN john P. Parker SN Richard W. Spalding SA Mark W. Beehler SA Michael T. Bingaman
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4
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SA Warren R. Harness SA Theodore T' Hope SA Stanley E. jackson SA William Landfald
SA jeffrey Martin SA Winston G. Rozar SA Lorne D. Turner SA Derrick Williams
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SA Edward Williams
SR Clarence Porter. -lf
hroughout the entire 1986
Mediterranean Deploy-
ment, Second Division
maintained its reputation onboard
AMERICA as being "Second to
None." Even with an extremely
burdensome workload, including
twelve-to-eighteen-hour work
days, Second Division managed to
maintain a remarkably high morale.
During MED 1-86, some of
Second Division's accomplish-
ments included total rehabilitation
of almost all their assigned spaces.
This involved completely stripping
and nonskidding the decks at refu-
eling stations 19.and 21. The un-
derway replenishment gear locker
was also completely refurbished,
freshly painted, and thoroughly or-
ganized for better UNREP gear
distribution to all of Deck Depart-
ment. While rehabilitating this gear
locker, thousands of dollars worth
of UNREP equipment were sal-
vaged and subsequently regularly
used.
During underway replenishment
evolutions, Second Division was
quite busy. At Station 21, Second
Division received DEM CDiesel
Fuel Marinej - the ship's fuel, and
JP-5 - the jet fuel. Station 19 is
the destroyer rig where AMERICA
refueled other ships in the battle
group. Commander, Cruiser De-
stroyer Group 12 graded Second
Division's DD Rig evolution after
ENS John H. Dann
BM2 Timothy D. Dumond
a one-year inactive period. Even
with this long period of inopera-
tion, COMCRUDESGRU 12
awarded Second Division a score
of ninety-eight per-cent.
Many hours before AMERICA
pulled into liberty ports, Second
Division was hard at work. Re-
sponsibilities included rigging
Deck House 4, which allowed the
crew to board the liberty boats,
and running the boat and aircraft
crane which lowered the boats into
the water. They also supplied cox-
wains as well as boat dispatchers to
run the whole liberty boat opera-
tion.
During all hours of the day un-
derway, Second Division was re-
sponsible for rigging a towing spar
which was used by AMERICA
Airwing to practice bombing on
moving craft.
Upon completion of the voyage
back to the United States, Second
Division manned the fantail, where
four of the twelve mooring lines
were tensioned and stowed. The
teamwork necessary to complete
the tremendous task was notably
evident, and the liberty party was
able to go ashore in a minimum of
time. That's what really keeps Sec-
ond Divisin's morale so high -
their willingness and ability to
work together to form a team truly
"Second to None."
ENS Edward P. Cronin BM2 jeffrey A Balknight BM2 Brian L Clawson
35,13 William L, Ijerirnmri DH M1fCh'fll A N'Ch0la5 BM3 Timothy D Benlamin
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4
rd
LTJG Thomas Snead
l
ENS Christopher S. Biilief
BM1 George R. Bower
ow here we are back on
the high seas once again,
MED Cruise 1-86. Third
Division work continues at a hectic
pace. The long days and hours of
work have taken their toll on all of
us, but we continue to perform at
top level. The upkeep of utility
boats and personnel boats, includ-
ing the Captain's Gig and two mo-
tor whale boats, helps us to main-
tain dependable water transpor-
tation for the crew during liberty
ports.
The outstanding men of Third
Division are functioning well as a
team, and it shows in their perfor-
mance on the job. During zone
inspections throughout the cruise,
Third Division spaces were always
above average, setting the example
for the other divisions to follow.
Presently, Third Division has the
highest number shipwide of out-
standings during zone inspections.
Onboard, BMC Stafford and
Leading Petty Officer BM2 Gon-
zales coordinated all ofthe above
jobs, including our SFOMS pack-
age for the shipyard, which ranges
from space rehab to testing out
motor whaleboat davits.
Half of this cruise is over, and as
4 Third Division works toward being
BM2 Harry H. Gonzales
ready for the second half, every
man contributes to that goal. Even
though we are in port from time to
time, we never let our guard down,
knowing that we will go back to
sea in just a few days and the next
port is just around the corner, and
all boats must be up and ready to
go once again. Third Division con-
tinues to work long hours in order
to keep the liberty boats ready for
AMERICA's crew. Final repairs are
being made and preparations for
hull painting are underway. Each
man in Third Division will give
100fZ, to ensure that AMERICAS
boats are ready for each and every
port. The division had some new
arrivals over the past ninety days,
including SR Sjogren, SA Misico,
SN Fobb, SA Belvins, SA Cowan,
SN Clouse and SN Ciraso. We take
great pleasure in welcoming these
people to Third Division, and look
forward to using their abilities to
benefit the division as well as ship.
Also returning from other divi-
sions are ENS Phillip and BM1
Bower.
Third Division would like to ex-
tend a "get well" to LTJG Thomas
Snead, who left during the middle
of the cruise for convalescence.
ENS LCSW, S. ph,1i,p BMC Willie D. Stafford
l
BME Ronald V. King BM2 Timothy Parker
BM2 Steve A. Pelon BM3 Mark D. Auxter BM3 Barry Batten BM3 Chl-is Bechdef
N
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BM3 Jorge L. Borges BM3 Robin H. Boshard BM3 Timothy R. Cocran BM3 Darryl C. Combs
BM3 Jeffery L. Echols BM3 Larry S. Elsey BM3 Nicholas E. Kemmerer BM3 Ronald L. Macomber
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4
4
BM3 Robin L Rice BM3 Jeffrey A. Sears BM3 Roger L. Skillen BM3 Earnest Strange
BM3 Christopher Thiel SN David A. Ard SN Randolph C. Camacho SN Larry W. Clouse
' ar
SN Charles A' Dean SN Jefffel' Fobbe SN Anthony E. Hayes SN Roderick Kendrick
SN Randall M. Kidd SN Shawn P. lNi.rg6fl'
SN Gary MCEaChin SN Darryl Misico
l SS
SN Robert E- MYCYS SN jepther B. Palmer SN Roberto Rivera
SN Michael Tallarico SN Eric C. Wearsch SA Daniel R. Ciraso SA Armando Guerrero
SA Francis E. Sisco SA Kevin M. Sjogren SA Clint D. Walker SR Douglas R. Smothers
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th
BMV Michael S Basin er BM2 james M. Den
ENS Brian 5. Shanahan Bryn Timothy L. Ahdafaoh - ' r S
BM2 Lorenzo Lloyd BM2 Leif E. Nelson BM3 Larry Aldridge BMS GWSOVY L- Hankins
E KEEP AMERICA
BEAUTIFUL is an apt
description of the du-
ties and responsibilities of Fourth
Division. From issuing cleaning
gear to preserving the ship's sides,
Fourth Division is fully involved.
Painting is our area of expertise.
Whether it be a question of which
type of paint to use, assistance in
preparing a space for painting, or
the actual painting of the ship's
sides, we handle it. This includes
the task of maintaining adequate
supplies of paint onboard for issue
to other departments.
The largest area of our responsi-
bility is the external hull of the
ship. The first impression a visitor
has of AMERICA is how the sides
of this massive ship look. A great
part of our man hours and plan-
ning is devoted to this task. Essen-
tially, this is a 365-day-per-year
evolution, required in all weather,
day or night, inport or deployed.
Additionally, Fourth Division pro-
vides spray painting services for in-
terior spaces on request.
Another active function provid-
ed by Fourth Division is the supply
and issue of cleaning gear. The
Bos'n's Locker becomes a very
popular spot when zone inspec-
tions are announced. Swabs, corn
brooms and general purpose clean-
er are our big sellers.
In addition to the services we
provide to the ship, we also per-
form our general boatswain's
mate's duties. While the crew
sleeps, personnel from our division
are standing bridge watches, driv-
ing this floating city. Lookouts are
posted to keep us all out of harm's
way. When fuel and supplies are
needed, we are on Refueling Sta-
tion +'f17 and Cargo Station 327. It
takes great amounts of skill and
professionalism to undertake these
extremely dangerous evolutions
where severe injury lurks behind
every movement.
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DE TAL
uate
from
Weapons Station, Yorktown, Vir-
giniag Naval Communications Sta-
tion, H.E. Holt, Western Australiag
Naval Air Station, Whidbey Island,
fol-
nessee, as
Service. He will be accompanied to
his new assignment by his wife
Linda, and their two children,jen-
nifer age ten, and Blake age three,
the Oral Surgery
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DT1 Levi R. Aldaba DT2 Mark Feldner DTS Clifford E. Bnlvcu DN Orin C. Anthony
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ommander George P.
Nanos, jr., was born in
Torrington, Connecticut,
on 11 April 1945. Moving to New
Hampshire in 1950, he attended
public schools in Bedford and
Manchester, graduating from high
school as a National Merit Scholar
in 1963.
At the U.S. Naval Academy,
CDR Nanos was selected to pursue
independent research as a Trident
Scholar. After graduation from the
Academy in 1967 he served as
Anti-Submarine Warfare Officer
and Weapons Officer onboard
USS CLENNON CDD 8401. In
1969 he attended Princeton Uni-
versity as a Burke Scholar, receiv-
ing a Ph.D. in physics in 1974.
Returning to sea, CDR Nanos
served as Engineer Officer onboard
USS FORREST SHERMAN CDD
9311 and as Material Officer on the
staff of Commander, Destroyer
Squadron Ten. In 1978, CDR
Nanos was assigned as the Manag-
er for Technical Development in
the Navy High-Energy Laser Pro-
ject Office QNAVSEA PMS-4051.
While in that position he was se-
lected as an Engineering Duty Of-
ficer in 1980 after twelve years of
service in the unrestricted line.
CDR Nanos assumed duties as
Combat Systems Officer at Nor-
folk Naval Shipyard on 17 May
1982. He has served as Engineer
Officer onboard AMERICA since
October 1984.
His personal decorations include
the Meritorious Service Medal and
the Navy Achievement Medal.
CDR Nanos is the son of Mr. and
Mrs. George Nanos and is married
to the former joanne Louise
Knowles of Key West, Florida.
They have a son, George, age four-
teen.
CDR George P. Nanos,jr.
....
Y , J. J sq,
he Engineering Depart-
ment encompasses a wide
variety of tasks, most of
them so common that everyone
takes them for granted: the water
with which you took a shower this
morning, the lights which turned
on when you hit the light switch,
and the planes that launched when
they were supposed to. But does
anyone really know who is respon-
sible for what, and where all this
mystical magic takes place?
The Engineering Department
supports the others, and together
they form a team that can handle
anything at any time.
A Division handles all the
equipment that's not right in the
main spaces. B Division makes all
the steam used throughout the
ship. E Division supplies the elec-
tricity and onboard communica-
tions systems. M-Division keeps
the engines running and provides
the water, R-Division effects re-
pairs throughout the ship, and the
Fire Department protects us from
all those potentially dangerous ca-
tastrophes that can happen on
board a ship of this magnitude. So
as you can see, the engineers' tasks
are varied, and they roam through-
out the ship daily making sure ev-
erything is in working order and
keeping AMERICA at peak effi-
ciency at all times.
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EX
ENS Joel T, Bilesyjf, YN1 Robert H. Bailie NIM" Themes Dlx
XOO is the smallest divi-
sion in the engineering de-
partment, consisting of
seven personnel. This division has a
purely administrative function.
EXOO is open twenty-four
hours a day, seven days a week. It
seems that the phone never ceases
ringing and the people never cease
coming in. The engineering log
room QEXOOD is the focal point
for the whole department and ship.
All personnel with the exception
of YN1 Bailie and FN johnson
stand watches in central control as
the UV phone talker fdirect
sound-powered communications
to bridgej. FN johnson stands 2jV
phone talker in central control,
which is the sound-powered phone
direct link between the main and
auxillary spaces and the engineer-
ing officer of the watch in central
control. This is an extremely diffi-
cult watch since it means being
very knowledgeable in the plant
lay-out and how machinery works.
These men are very valuable to
central due to their expertise and
professional watchstanding
abilities.
The main function of EXOO is
to work for the Chief Engineer and
principal assistants. The Engineer-
ing Administrative Assistant, En-
sign Biles, acts as Division Officer
and oversees all material entering
and leaving the office. With his
staff, YN1 Bailie generates and
processes as much paperwork a day
in engineering as a destroyer or
frigate does shipwide. Without this
SN jeffrey Ries
small group of people the engi.
neering department would grind to
a halt.
Another part of EXOO is the
engineering tech library. This is
headed up by EM1 Hall and FN
johnson. The tech library functions
in supporting the entire ship with
technical pubs, manuals and prints.
Access to this area is limited, but
information may be obtained
twenty-four hours a day for tech-
nical assistance.
,.Q...----1
,J
472
he Auxillaries Division is
part of the Engineering
Department and its func-
tions are wide-ranging. They affect
not only the functioning of the
ship, but the health, comfort and
morale of the crew as well. The
division is organized into eight
work centers maned by machinist's
mates, enginemen, machinery re-
pairmen, electrician's mates, hull
technicians and airmen on tempo-
rary duty from the Air Department.
The hydraulic shop is the work
center responsible for the proper
maintenance and repair of the
work center equipment: the anchor
windlasses which raise and lower
the anchors, the aircraft elevators
which move aircraft between the
hangar deck and the flight deck,
the boat and aircraft crane which
puts the boats in the water, stores
conveyers which move the ship's
food and supplies, and the steering
gear which controls the rudder to
steer the ship. This shop is manned
by about fourteen highly trained
technicians. They are under
manned by over 5071 but still have
been able to keep their equipment
running by working long, hard
hours.
Galley maintenance shop installs
and maintains the galley and laun-
dry equipment and associated sys-
tems. This equipment includes
sculleries, refrigerators, freezers,
milk dispensers, the laundry and
dry cleaning equipment, and the
hot water heaters. This is only part
of the equipment that these thir-
teen proficient and dedicated pro-
fessionals keep running for the
Comfort of the crew.
The air conditioning and refrig-
eration services are the responsibil-
WY Of the AC8cR shop, which is
Staffed with some of the best re-
frigeration machines in the navy.
They operate and provide tempera-
ture control to electrical and elec-
rronic equipment, living and berth-
Ing. areas, offices and shops. A
Vaflefy Of areas not included in the
Shlpls air conditioning loop are
Serviced by package AXC units.
Af1Other very important area of re-
SP0r1Sibility are the chill boxes and
5f0rage freezers needed to preserve
Pef1Shable foods for the crew's sus-
fc-nance.
The oxygen and nitrogen gener-
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ating work center operates and
maintains two separate plants.
They are capable'of supplying six
hundred gallons of liquid oxygen
and nitrogen daily. These twelve
highly trained cryogenic techni-
cians repair and maintain reefer
units, air compressors, liquid and
vacuum pumps and compressed air
piping and valves through out the
ship. There spaces are kept spotless
to minimize the danger of explo-
sion of fire due to oil or dirt con-
tamination.
"Do not worry, we have it cov-
ered" is the motto of the boat
shop. Their area of responsibility
includes the operation, repair and
maintenance of the three GM16-
567E diesel engines that drive the
three ship's emergency power gen-
erators, along with ten of the ship's
nineteen fire and flushing pumps.
The boat shop also has responsi-
bility for the overhaul and repair of
the sixteen CHT pumps. The task
for which this work center is wide-
ly known is the maintenance, repair
and operation of the ship's boats.
The vent shop is charged with
the maintenance and cleaning of
installed ventilation and air condi-
tioning filters, and the cleaning of
air supply vent ducts extending
from the skin of the ship to the
first air pre-heater plenum. They
also maintain the ship's convection
steam heaters and the hotel steam
service. This ship is manned by
eight skilled technicians from A
Division or TAD from other de-
partments.
The machine ship is manned by
twelve highly trained and dedicat-
ed professionals who operate metal
lathes, milling machines, drill
presses and grinders to fabricate
parts needed to keep shipboard
machinery and aircraft in opera-
tion. Engraving and locksmith ser-
vices are also provided by this
work center. The machinery repair-
men not only provide service to
AMERICA, but also for other
ships of the battle group.
Clerical and supply services for
the division are provided by the
work center EAOO, composed of
four dedicated individuals very
knowledgeable in their own rates
but also with excellent back-
grounds in administrative sup-
ply skills.
.
LT joel C. Reaves ENS Daniel R. Hermann
ENS MMM. W' Hume Jr. CWO2 William Casiano
MMCS Warren G. Kear MMC David L. johnson
1, qitfiil Eduardo Prado ENC Fernando Rodriguez
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MM3 Edward C4 Barham MRS David M. Bean MMR Vincent Bond MM5 George H. Bradley
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EN3 Arthurj. Cafarelli MR3 Anrhonyj. Didonarw MMA Amhfmy Iinlow MM5 Abraham Pa Frigiliana
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Mmleffffy A. Harmon MR3 Allen K, Havnems MRS joel B. Higley MM5 Michael D, Hull
MMS Kirby R, Huntoon MR3 Paul L. Kemezys FN7, M4 ' T i
iciael A. Mancini MMR Stephen T, Martin
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MMFN Egerron E- Gill ENFN Lancelot A. james ENFN Samuel D. McBurney FN Craig P. Mehler
FN John E- Mfffymafl MMFN Anthony D. Morgan FN Gregory Payne FN Edwin R, Pggle
FN jeffrey Rishel IQNITN Rqyglney L, Smith FN Kevin L. Swanson MMFN Stanley Williams
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FA Chad W. Dossetr FA Kenneth Kelley FA Hermes' Moiica
FA Ronnie K. Perdue FA Felix S. Pichardo FA Phillip L. Tillinghast FA Daniel L. Tredway
FA Bobby M, Vaughn MMFA Anthony L. Villarreal MMFR Kevin C. Davis FR Wade H- Osfmnder
EMFR Evfiflgflisfa Santiago MMFR Ronald K- Smith MMFR Donald F. Xvoodard Yi FR lames L. XX'r0C
complex repairs.
LT Daniel A. Kellett ENS Jeffery Turner BTCM Walter Miller BTC George W Carbaugh
BTC Gary E. Helfrich
t is steam propulsion that
moves AMERICA through
the water and turns her four
screws toward harm's way, and it is
B Division that maintains the eight
1200 psi "D" type boilers and aux-
iliary equipment that keep AMER-
ICA going. Working night and day
in hazardous and arduous sur-
roundings, watchstanders continu-
Ously check gages, valve align-
ment, and look for steam and oil
leaks. These individuals are a high-
ly trained and professional part of
the engineering team. There are ex-
Pells in repair, maintenance, and
flPCration of sophisticated propul-
510f1 Systems that would rival any
SQGH stateside in factories or elec-
Frlcal Plants. The job is hot, exact-
lllg, and physically tasking. Tem-
peratures can reach over 100
Cle8f9f?S Fahrenheit, and hot steam
I fry. That is why safety is a
lmmall' Part of the BT's job.
The Oil Lab tests water samples
ind fuel fO,ensure proper chemistry
is ' - - .
maintained in the boilers and
fliiod fuel iS available to burn. It is
. 6 BTS that ensure enough water
is a 1 .
V211 able for propulsion and er-
lines can
BTC Robert W. Kennemore
plies the water and ensures its high
quality and standards.
B Division maintains and staffs
its own boiler repair shop, fully
equipped with capabilities that rival
those of a tender. Boilers must be
opened every 2000 hours of steam-
ing and be inspected, cleaned, and
repaired. The boiler repair shop en-
sures that those repairs are made
and that the boilers
ously maintained so
ready whenever the
quires it. Members
technical rating, BTS
are continu-
they will be
mission re-
of a highly
attend many
specialized schools to develop the
techniques required to accomplish
Underway, the BTS maintain a
24-hour-a-day operation, but the
job is not finished when the ship
gets into port, because it is in port
when most repairs have to be con-
ducted. AMERICA has one of the
largest propulsion plants in the
world, and to keep her fit and
ready for action is an exacting task
requiring continuous attention to
detail underway and many long
hours when in port. Having won
sofmel needs A - tlie Engineering Red during
tion as Well - service organdiza- rms coinpetiltive cycle, andvhaving
engine I HS fi primary part of me gngr giiffm-apiii-zhcfcl an overall. score
efmg Plant, B Division slap- ' ez- f'u:13pa:i-fi-w-.' -f
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BTC Thomas C. Rotton BTC Gary L Scribner
BTC Francis J. walsef BTC LWY Wllson
cises, B Division continues to
maintain a superlative standard of
engineering excellence. When eight
boilers are called for, eight boilers
are available - and that is the bot-
Ti lli'lS.
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BT1 Darwin D. Adams BT1 SCOU Chappelle
BT1 Marc S. Cutter BT1 Wilfredo V. Dofredo BT1 Donald G. Huddlesron BT1 Michael A. Kreiselmeir
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BTI Alan G' Lemm BT1 Dennis M. McGhee BTI Bruce W. Placido BT1 Harold D, Rhoads
BT1 Robert L V ld l
o en BTI Charles W. Webb BT1 Ronald A, Baugous BTI Michaeljl Benner
BT3 Keith R. Arnold BT3 Michael D. Boos BT3 James Brandon 4 BT3 John B, Branson
BT5 Richard E. Brown BT3 Carl B Brummund BT3 Bobby D Buchanon BT3 Robert F Cornell
BT3 Donald S. Durrett BT3 Richard A. Engle BT3 Tyrone Forney BT3 Richard B. Goley
BT3 Eddre Hollmgsworth BT3 Mark A for c
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BT2 Lee A. Fritter BT2 Emilio Garcia BT2 Henry M. Harrleb BTZ Edward M.justiCe
BT2 Charles P. Lafferty BT2 Brian A. Minard i BT2 Robe i X
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BT2 R b D. T ' Z .,
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4
Division's eleven work-
centers are involved in
work that touches the lives
of all personnel aboard USS
AMERICA every day. EleCtriC21l
watchstations are manned twenty-
four per day to ensure that 60-
cycle, 3-phase power is continu-
ously generated to supply all loads
from air search radars and main
machinery space alarms to personal
computers and ice cream ma-
chines. Interior communication
watchstations are also manned to
ensure that communication neces-
sary for organization and coordi-
nation of this large man-of-war is
clear and uninterrupted. The work-
centers of E Division and their in-
dividual responsibilities are listed
below:
E DIVISION ADMINISTRA-
TION WORKCENTER QEEOOQ is
responsible for divisional paper-
work, correspondence, training, di-
visional supply, damage control,
and compartment cleaning.
MAIN LIGHTING WORK-
CENTER CEEOU is responsible for
installation and maintenance of all
lighting circuits, receptacle circuits,
and 115-volt, 60-Hz distribution
from the second deck to the 03
level. EE01's boat shop maintains
the battery locker as well as the
electrical systems for the ship's two
lifeboats and eight small boats.
ELECTRICAL SAFETY
woRKcENTER fEE01Dj is fe-
sponsible for the implementation
of the ship's electrical safety pro-
gram, including the repair and dai-
ly issue of portable electric tools,
the conducting of electrical safety
training, and electrical safety test-
ing for all shipboard portable, mo-
bile and personally owned electri-
cal and electronic equipment.
ELECTRICAL POWER
WORKCENTER CEEOZD is fe-
sponsible for electric motor re-
wind, the repair and maintenance
of ship's ventilation and 440-volt
controllers above the main deck,
air conditioning units, electrical
heaters, refrigeration plants,
winches, sliding padeyes, and elec-
trical steering gear.
CONVEYOR AND ELEVA-
TOR WORKCENTER and
FLIGHT DECK LIGHTING
WORKCENTER fEE05D are re-
sponsible for the repair and main-
tenance of visual landing aids,
navigational and security lighting,
personnel and aircraft elevators,
88 side and hangar bay divisional
doors, the boat and aircraft crane,
all stores conveyors, JP-5 refuel-
ingfdefueling stations, high-ca-
pacity firefighting foam generating
stations, oxygen and nitrogen
COZNZD generating plants, and 400
Hz electrical distribution to helo
and aircraft starting stations.
ELECTRICAL DISTRIBU-
TION WORKCENTER fEE04j is
responsible for the maintenance of
all electrical equipment in the main
and auxiliary machinery rooms and
in the pumprooms. This equipment
includes the six ship's service turbo
generators, their associated main
electrical switchboards, three
emergency diesel generators, air
conditioning plants, air compres-
sors, electrical fire pumps, ventila-
tion, main space lighting, and the
pumps and motors used by major
machinery.
FORWARD IC WORK-
CENTER QEEIOD is responsible for
the installation, maintenance and
repair of all aspects of the ship's
telephone system.
AFT IC WORKCENTER
fEE06j is responsible for the main-
tenance of all "IC" navigational
equipment including the MK 19
Gyro, DRAI, DRT, PT512, Engine
Order Telegraph, underwater log,
and all synchronous transmission
systems.
SOUND-POWERED TELE-
PHONE WORKCENTER fEE08j
is responsible for the installation,
maintenance and repair of all
sound-powered telephone string
box, and switchboard circuits and
related equipment.
MC SHOP CEE07D is responsi-
ble for the installation, mainte-
nance and repair of the general an-
nouncing system, the flight deck
and hanger deck announcing sys-
tems, and all LS-5181519 intercom
units fBitch-boxesj.
ALARM SHOP CEE09j is re-
sponsible for all alarm and warning
systems in the main and auxiliary
machinery spaces, magazine door
alarms, fire and flooding alarms,
and the ship's security alarm sys-
tem CCKT FZJ.
All personnel in E Division
strive toward one common goalg to
provide excellent service to the
crew of AMERICA. During 1985 E
Division did all this and more, In
SRA, E Division personnel worked
on habitability projects and on
5h1PYafd repair work throughout
the Shlp' ManV long hours were
logged to ensure that AMl+'lfiiLf,x
was fully prepared for her light-off
exam and sea trials. The next hur-
dle in the excessively tight work-
up schedule was refresher training.
All drills and admin programs
passed, and the division immedi-
ately began preparation for her op-
erational propulsion plant exami-
nation. Outstanding performances
were turned in by many division
members in passing this major
hurdle for the Engineering Red
All electrical, alarm, and indi-
cating systems connected the pro-
pulsion plant were 10096 functional
for the pre-OPPE inspection. The
division watchstanders demon-
strated excellence in passing all
electrical drills, and the administra-
tive programs, including electrical
safety, again passed inspection. Af-
ter a departmental picnic, the divi-
sion and ship left for the North
Atlantic and NATO Operation
Ocean Safari. Liberty in England
was enjoyed by all, and prepara-
tions were made for the last step in
winning the Red "E": 3M Inspec-
tion. E Division was the last divi-
sion in Engineering to be inspected
and the outcome of the inspection
hinged on the E Division's spot
checks. As evidenced by the red
letter "E" painted on the stacks, the
division and department passed the
final inspection.
The year of 1986 has also seen
many outstanding accomplish-
ments. The red "E" was awarded to
AMERICA, ORE and Fleetex 1-86
were passed, rushed preparations to
deploy were made during the
shortened POM period, and the
Mediterranean Cruise, including
the numerous actions against Libya
was successfully completed.
Throughout all, E Division contin-
ued to bring credit to this com-
mand by rewinding motors and
providing assistance for other
commands whenever possible, All
special evolutions, including the
Miss USAXUSO tour, were made
successful by 10096 support from
the Electricians Mates and
Communications Electricians of
AMERICA. All E Division mem-
bers can be rightfully proud of the
impact they have had on every
mission of AMERICA, and the im-
Pacf fhe AMERICA has had on the
rest of the world.
Interior
cwos john 12. Huck
ENS Amold Pon
ENS Robert J. PCYYY
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EMFN Marc S. Bonetti EMFN Roland S. Boughner ICFN Patrick A. Carr ICFN Dennis J. Coleman
ICFN L - Q .
awrence T' Cordlo ICFN Michael Denmng ICFN Howard E. Freeland FN Christopher Graham
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LTJG Gary R. Brightbill
MM1 Goddfredo V. Buenaventura
he Machinist's Mates of
M. Divison are a group
of hard-working, indu-
trious individuals responsible for
propelling AMERICA to her as-
signed destinations. To the rest
of the crew they are fondly
known as "Hole Snipes." Their
job is difficult, one that requires
determination and meticulous at-
tention to detail - a job that M
Division performs admirably.
It takes a great deal of skill and
dedication to operate and main-
tain the four massive 70,000-
horsepower engines and associat-
ed machinery onboard
AMERICA. Due largely to the
dedicated professionals of M Di-
vision, AMERICA never missed a
commitment and always sailed
on time.
M Division also operates and
maintains the six ships service
turbo generators required to pro-
duce electricity for use through-
out the ship. Every time AMERI-
CA prepares to leave Norfolk,
these machines are placed in op-
eration and are not secured again
until our return to home. The
generators require both MMS and
EMS to produce and distribute
the electricity so vital to the suc-
ENS james Marion
MM1 Forrest C. Burrell
cess of the ship's mission. It is
interesting to note that with all
six generators on line enough
electricity is produced to supply
the needs of a small city!
M Division is also responsible
for many other very important
and complex machines. Of major
interest and concern to the crew
are the operational capabilities of
the deslaination plants. These are
the evaporators - the machines
that transform the ocean's salt
water to fresh water for boilers,
showers, cooking, washing
clothes, and of course showers.
AMERICA has five of these
plants with a total combined ca-
pacity of 380,000 gallons per day!
Although this is truly a massive
amount of water, a ship as large
as AMERICA can easily use that
much and more. Thanks to the
conscientious watchstanding and
meticulous attention to detail of
the watchstanders of 51791 and 1752
Auxiliary Machinery Spaces,
AMERICA never had to go on
the dreaded water hours.
The job of the MM is com-
plex, varied and difficult. It is one
that is most vital to the successful
mission accomplishment of
AMERICA.
MMCS Paul M. Steinke MMC George R. Cole II
MMI Roger D' Davis MMI Brian L. Douvier
MM1 Frank E. jones MMI Darion E. Kidwfll
MMI Ri11.1.111 s. 1.1-11t11 MN1,l0hn 5- Mfkod
MMI Nelviue R. Smith MM2 I-0l1iS D- Allen MM2 Matthew Baker MM2 Robert D. Borowski
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MM2 Darrell L Lashway MM2 Charles Lynch MM2 T1rnothy P Rerlly MM2 Wrllram -I Renz
MM2 Steven M Reynolds MM2 Scgft D Snyder MM2 George E Stevens MM3 jose A Almodovar
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LCDR Henri W Naeger jr LCDR James os 1 8
ENS David Doran ENS Michael I-I. Mosley
epair Division aboard
AMERICA is com-
prised of hard-working
individuals who are always need-
ed and ready to keep AMERICA
operating in tip-top shape.
The pipe shop and shipfitter s
shop are always busy in maintain-
ing repairing or manufacturing
any type of mechanical metal or
industrial piece of equipment.
During the deployment these two
shops are responsible for repair-
ing a four-foot crack in an avia-
tion fuel tank high pressure
steam pipes for the jet catapults
and the ever-important accomo-
dation ladders which allow the
entire crew to man the liberty
boats.
The need for frames plaques
and small boat repairs are always
extensive aboard AMERICA and
are handled by the ship s carpen-
ter shop. The carpenters also built
stages at a moment s notice
which were use for such events as
the CNOS visit and the Miss
USA show.
The damage control shop is
responsible for maintaining the
extensive and vital damage con-
trol items in repair lockers fill
over the shi
p. Thi. . ,Vw was '1 s
responsible f . r -I .Jig ,W
j
LT Howard E. Moore
EMCM Norman Woodrow
major repairs in the ship's void
spaces.
The lightwater shop also per-
forms an important role in main-
taining the ship's hicap and locap
stations. These stations provide
emergency firefighting foam
throughout the whole ship.
The trouble call shop is one of
the busiest shops aboard AMER-
ICA. These emergency repairmen
are always ready to fix broken
lights leaking pipes clogged
commodes or any other minor
casualties.
The QAXP 81 E ship performs
as essential task in ensuring that
repairs and maintenance work in
the Engineering Department are
performed correctly efficiently'
and in a timely manner.
Also under the jurisdiction of
Repair Division is the Fire De-
partment. These indiyiduals 'i e
on call twenty -four hours '1 day'
to respond immediately' to any
breakout of fire or flooding on-
board AMERICA. 'l'l eir lo M
ant rigorous training has j ri l off
L 1' WOIIL Ct I .l t
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HTCS William Pelland
HT1 Thomas D. 53885
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CWO2 Peter R. Stevens
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HT2 Andrew Soto
ire Department is an elite
group of men tasked with
the main responsibility of
responding to any fire onboard
AMERICA. These men come from
many different divisions on tem-
porary duty. But many have ex-
tended their billet to remain in the
Fire Department, because of the
challenge of such an assignment.
Tension is paramount when the
fire bell is sounded. Every ear is
turned to hear the announcement
of where the fire is located. Fifty-
two men, screaming "Make a
hole", charge to obtain firefighting
gear from the respective repair
locker. Every man knows his jobg
every man knows the dangers in-
HT1 Charlie F Aiken HT2 Tffffy A- Mhfnfflfff ABEZJOM A' Daniel
HT3 Robert E. Blakeley
volved.
AMERICA's Fire Department is
unique in that it is one of two in
the entire fleet. The high level of
firefighting knowledge comes
from long hours of training, both
on the job and in the classroom.
All new personnel in the Fire De-
partment are well versed in the
dangers of fires, and also in their
causes and effects.
Fire Department also handles
the upkeep of all fire stations, fire-
fighting equipment, and ballistic
doors and hatches onboard.
AMERICAS Fire Department
has been called "The Best in the
Fleet". The absence of fires on-
board justifies such a title.
ABE3 Kenneth S. Courter HT3 Robby Hood
MMS Gary C. Krentz IC3 I-affl' Martin
int im, vt tt ,i...i.i,. mu mm- MINS
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HT3 Michaelj. Poirier HT3 Samuel E. Pride HT3 Nicholas W. Raker HTS David Velasquez
HT3 jeffrey P. Wagner FN Phillip A, Berryhill MMFN Dennis E. Bowers SA Thomas F. Parry
PM Alan R. Rowles HTFN jimmie L. Shelton AA Pere Kalal ABAA Herbert Schroeder
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EXECUTIVE
CDR james Bailie
ommander james Mat-
thew Bailie graduated
from Frederick College in
1966 with a BS degree in Chemis-
try. Entering the Navy via the Avi-
ation Officer Candidate program,
he was commissioned an Ensign in
january of 1967. Upon receiving his
designation as a Naval Aviator in
May of 1968, he was ordered to
Helicopter Combat Support
Squadron TWO CHC-27, Lake-
hurst, Nj, with primary duties as an
SAR pilot embarked in attack air-
craft carriers of the Atlantic Fleet,
including extended deployments
on USS SHANGRI-LA CCVA-38j
and USS INDEPENDENCE CCV-
62j. His next duty assignment was
in HC-2 as an instructor pilot with
the replacement pilot shore com-
ponent. In july 1973, CDR Bailie
reported to Helicopter Anti-Sub-
marine Squadron Light THIRTY
QHSL-305 in Norfolk, VA, for
Fleet Readiness Training and the
subsequent assignment as a plank
owner in HSL-34. In 1975, he de-
ployed as Officer-In-Charge of
510
HSL-34 DET ONE on USS
TRUETT, the squadron's first op-
erational deployment. He than at-
tended the Naval Postgraduate
School in Monterey, CA graduat-
ing in December of 1978, with a
MS in Acoustical Engineering.
CDR Bailie's next tour was with
HSL-32, where he served as Main-
tenance Officer, Safety Officer and
detachment Officer-In-Charge. In
March of 1981, he reported to the
Commander, Naval Surface Force,
US Atlantic Fleet, and served as the
Air SAW Officer for the surface
type commander. Commander
Bailie next served as the Chief Staff
Officer for Helicopter Sea Control
Wing ONE. In june 1985 he re-
ported to his present assignment as
Executive Department Head on
board USS AMERICA. CDR Bai-
lie is married to the former Sondra
Basemore of Norfolk, VA. The
Bailies have two children: a daugh-
ter, Tracy 16g and a son, Brian, 13,
and currently reside in Virginia
Beach.
Command Master Chief
ABCM Conrad E. Sissell
lthough many do not
know it, the members of
Executive Department
affect the lives of all crewmen
aboard AMERICA. Whether it's
making sure a person is ready for
advancement or passing out letters
and packages from back home,
Executive Department's many
tasks make sure AMERICA's crew
can get the job done.
When new personnel report
abroad, the members of "I" Divi-
sion make sure that those new
crewmembers get a favorable im-
pression of our giant warship. "I"
division also schedules indoctrina-
tion classes to help the new
AMERICAmen adjust to the fast-
paced life of an aircraft carrier at
sea.
Most people only think of the
Education Services Office when
they are preparing for advancment,
but ESO is a year-round job. Mak-
ing sure crewmembers have all the
necessary paperwork needed for
advancement is only part of their
job. Other tasks include ordering
correspondence courses and ad-
ministering tests for various pro-
grams offered to Navy personnel.
While in port or at sea, ESO also
provides college courses for credit
through the PACE program and
helps crewmen obatin a high
school diploma by administering
GED exams.
Making sure crewmembers' per-
sonnel records are in correcr Order
is. the Personnel Offices responsi-
bility. Virtually every milegtqyne 3
person achieves in his Naval career
is entered in his service record. The
men in the personnel office make
sure that information is recorded
Correctly in their records. The of.
fice is also responsible for ensuring
that all temporary duty, transfers
and Ctliergericy leaves are liginrllr-tl
expeditiously,
Whether underway or inporr,
mail is very important. The Postal
Clerks of Executive Department
know this and make very effort to
ensure mail is delivered to AMER.
ICA crewmen as quickly as possi-
ble. The post office also handles
packages and sells stamps, enve.
lopes and money orders as another
convenience for the crew.
The Public Affairs Office prob.
ably holds one of the most visible
jobs in the department. Underway
the journalists produce a nightly
thirty-minute newscast which is
broadcast over one of the ship's
three television channels. PAO is
also responsible for running the
Ship's Information, Training and
Entertainment Systems, which is an
around-the-clock task. When me-
dia come aboard, PAO is there to
ensure the visitors get the informa-
tion they need and make sure they
get a favorable impression of the
Ship.
Whether it's printing a thirty-
page familygram or a Plan of the
Day, the print ship makes sure that
their product is first rate. The Li-
thographers take on a job that is
often taken for granted but vitally
important. Their work center is re-
sponsible for producing all print
work on board, as well as complet-
ing jobs for the ship's airwing and
battle group.
If attending one of the many
occupational schools the Navy has
to offer is in your future, the Yeo-
men in the training office will
make sure everything is on track.
They make sure crewmen have ful-
filled prerequisites prior to attend-
ing certain schools and also ensure
all the proper paperwork is com-
pleted before the crewman reports
to school. Also, the Training Of-
fice is resonsible for the proper
training of AMERICA's Naval Re-
serve Unit, when they are assigned
to AMERICA for Active Duty
Training.
The Captain's Office ensur'-'ES
that all officers' records are in
proper order and also handles spe-
cial correspondence and pr01CCf5
for the ship's Commanding Offi-
cer. When officers arrive on board,
their first stop is the Captain's Of-
fice where all administrative
check-in procedures are complet-
ed.
If you find yourself on a tour Q0
Rome or at a medieval banquet in
Spain, you can almost be sure that
Special Services made that tour
available to you. They set up tours
when the ship visits various P0115-
When AMERICA is in her IIOIIIC'
port of Norfolk, Special SCfVlCe5
offers tickets to movie theaters and
other fat'ilitieS at greatly fedufed
prices. And they even Pfovlde
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YN2 John R, Seay YNSN Rodney E. Miller
transportation to many of them.
Special Services also maintains the
ship's gym, outfitted with various
equipment to help keep AMERI-
CA in shape.
'Like any large community,
AMERICA maintains its own po-
lice force. The Master-At-Arms
force is comprised mostly of per-
sonnel assigned for temporary
duty, but also has members who
specialize in law enforcement. The
MAAs act as crowd control during
special events and also control the
ship, ensuring that regulations are
obeyed and enforced.
The Legal Office provides pro-
fessional legal services for the ship.
They also provide services for indi-
vidual crewmembers who need a
Power of Attorney, wills, or notari-
zation.
Sometimes life at sea or inport is
hard to deal with, and that's where
Drug and Alcohol Abuse Advisors
come in. They help crewmembers
deal with abuse problems through
education and personal counseling.
And finally, the Executive Ad-
ministration Office acts as Depart-
ment Office and also handles spe-
cial tasks directed by the ship's
Executive Officer. From VIP visits
to the daily PODs, the YNs keep it
together.
512
YNSN Anthony Wrllimison SR Ronald P. Vannote
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LT Delbert Miller
YN ' ' W' r
3 Dann K. Winegardner YNSN .hmmm Gllu SN David F, Gonzalez
Executive Admffl
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MACM Nathaniel Ward k MAC stephen M, smdef MM qh,,,,.,phL., 1, f,,,,,.n EMI PWM wading
MA1 john Fletcher
AM
51 .James Hughes M.-Xl nllmcx P Lung B511 D,-ws-me HA Warner
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MA1 Ronald N. W1lson MA1 Ronald E. Melvin MA2 Roberto Garcia ABF2 Dean C. johnson
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M3 KCUUCIH T. Aanensen ' - - .Lrl lwflamn SN Kxnsley H. Semor
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LEGAL
LCDR joseph M. Spence
16 e'l'
PUBLIC
AFFAIRS
E
J
ENS David S. Cochrane LNC Richard L, Mortcr LN1 Steven Bartlett
-5.
YNZ Ruben M. Roblc-do YN2 Robert C. Switalski
ENS Scott Mme' ,IOC David W. Krombcrger 'IOI Charles D. Neal
-JO2 Pierre A. Dwyer
103 Marc E. Boyd
ii f, M i V. N -1059, David D. Fliesen
x
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6
PERSONNEL
W ENS james Hummel PNC john Foster PN1 Larry-D. Skipper PN3 Stephen Fahey
PN3 Westley M. Garrish PNSN john M. Moore PNSN David M. Law PN3 Richard D. Nord
PN3 Lonnie C. Grant PNSN Michael L. Flynn SN Abdul H. Hasan SA joey V. Walton
w
SA Charles R. Stewart
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POST OFFICE
PCC Louis H. Abraham Y PCI Richard Bewley PCI Gerald E. Eggleston PC2 joseph E, Braswell
PC3 Michael L. Barts PC3 Rudolph E. Binkenstein PC5 Alfred F. Mocher SN Carl L. Cross
SN Mark E. jacobs SN Arthur Walker SA K
my J- Lavfff PCSR Thomas G. juggan
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LUG Collins ,lawbi
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TRAINING
LCDR
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j.L. Centner jr. LTJG Harvey E, 132611 YNCS Raleigh Totten YN1 Michael A. Conner
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MEDICAL
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LCDR john Stewart
native of Hawthorne,
NY, Dr. Stewart is the
son of Mrs. Ruth Stewart
and the late Mr. john R. Stewart.
In 1972 he graduated from Cornell
University, receiving a Bachelor of
Arts degree with distinction, and
was commissioned an ensign
through the NROTC program.
Dr. Stewart subsequently served
at sea as a surface warfare officer
and navigator onboard GARCIA
CFP.1o4oJ and CHARLES F. AD-
AMS QDDG-25. In 1976 he trans-
ferred to the naval reserve to attend
Albany Medical College in New
York. He received his M.D. in 1980
and then completed a year of resi-
dency training at Bethesda Naval
Hospital,
Designated a naval flight sur-
geon in 1981, Dr. Stewart reported
to the Marine Corps base in Quan-
rico, VA, where he was in charge
of aviation physical examinations
for all flight candidates in the Ma-
rine Corps. He established a new
branch medical clinic on the flight
line of the Marine Corps Air Facili-
ty to provide better support for the
aviation community. During his
tour at Quantico, Dr. Stewart or-
ganized and directed operational
medical support for the Marine
Corps Marathon, Washington,
D.C. from 1982 to 1984. He was
also the flight surgeon for Marine
Helicopter Squadron One QHMX-
lj and the Executive Flight De-
tachment, supporting presidential
travel throughout the world from
1982 to 1985.
In 1985, Dr. Stewart reported to
AMERICA as Senior Medical Of-
ficer.
o keep as many men at as
many guns for a long as
possible, has long served as
the credo of the Navy Medical De-
partment. On board AMERICA
the word "planes" replaces "guns",
but the basic premise is still the
same.
Maintaining the health and wel-
fare of a small city of 5000 people
with such a diversity of working
environments is no small task. Mil-
itary members enjoy one of the
best health care benefit programs
in the world and no where is it
more evident than on AMERICA.
Approximately fifty medical staff
personnel, from ship's company
and airwing, including three Flight
Surgeons, one Surgeon, one Gen-
eral Medical Officer, one Nurse
Anesthetist, one Physician's Assis-
tant, one Medical Service Corps
Officer, and forty-five Hospital
Corpsmen provide the finest of
outpatient and inpatient care with
the most modern diagnostic equip
ment available for shipboard use
During the Mediterranen de
ployment, about 13,000 Navymen
including patients from the "Small
Boys" Cships operating in compa
nyj passed through Sickcall and
the Emergency Room, and there
were over 100 Medevac missions
Total patient visits during deploy
ment for all services were about
44,000, including 1100 physical ex
ams and 1400 shots. Numerous
successful surgical procedures were
performed, including the reattach
ment of an amputated finger, with
out complication. In 1986, total
services were 63,000 patient visits
It's been said, "Knowledge may
give weight, but accomplishment
gives luster, and many more people
see than weigh". AMERICA's
Medical Department shines bright
from her decks to the personnel
who serve her, and this deployment
proved it. True to its motto
"AMERICA's Medical Depart
ment is second to none
., 2 ' vi- . - '-C '?7f. ' 1'-'ff A
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CAPT jolrrr Westbrook LCDR William B. Barber LCDR Thomas N- Th0mPS0fl LT Amhonl Mania
LT Stephen Owen
LT Frank A. Walker jr 'Hi LUG Thomas Chohany CW03 Frank Mackey
HMCS Stephen F. Phillips HMC c ' la. K ff
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HM1 Lewis Morello
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CDR William MCCamy
ommander McCamy
graduated from Mar-
quette University in jan-
uary, 1968, and entered Aviation
Officer Candidate School in Pen-
sacola, Florida. Receiving his
wings in june, 1969, he reported to
Helicopter Attack CLightj Squad-
ron THREE in Binh Thuy, Repub-
lic of Vietnam, for a one-year tour.
Upon return to the U.S., he
checked into the Fleet Replace-
ment Squadron, HS-1, at Quonset
Point, Rhode Island, and then into
HS-5 aboard WASP. Following
deployments aboard INTREPID,
SARATOGA, and INDEPEN-
DENCE, he reported to jackson-
ville, Florida, as an instructor with
HS-1, flying the SH-3H Sea King.
His next challenge was with the
Personnel Exchange Program in
the United Kingdom, where he
flew the Wasp helicopter as a flight
commander aboard HMS LEAN-
DER, and served as Operations
Officer and senior pilot with 829
Squadron in Portland, England.
Returning to Newport, Rhode Is-
land, he reported to the Naval War
COllege,junior Course, and qiznlii ,
fit F?-:yr--,qv Qtmnzlwwf-94652541 4199-112-H-Rf'---1-f
ated as outstanding student in
june, 1980. His next assignment
had him joining HS-9 in jackson-
ville, Florida, and deploying
aboard NIMITZ. Following this
three-year tour, he journeyed to
Washington, D.C., and joined OP-
O1 as the Principal Assistant to OP-
O1B. Six months later he returned
to jacksonville and began the
preparations for the commission-
ing of HS-17 and duty as its HIST
commanding officer. In February,
1986, he was relieved of command,
and following two and a half
months of training, reported to his
current assignment aboard
AMERICA as Navigator.
His personal decorations in-
clude: Distinguished Flying CrOSS
QZD, Meritorious Service Medal,
Air Medal 1295, Navy Commenda-
tion Medal 135, Combat ACfi0f1
Ribbon, and numerous campaign
ribbons and unit commendations.
He is married to the former Car-
ol Nuesse of Wauwatosa, Wiscon-
sin, and resides in Orange Park,
Florida, with his son, William III.
and daughter, Kelly.
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115
LCDR Chris C Ames LT Mark A. Smith LUG Craig Anderson ENS jeffrey D. Wonch
QMC Robert Kozich QM1 Mark A. Stefancik QM2 Samuel D. Mayo QM2 Donald E. Raimeri
QM3 Ronald J. Aubrey QMS Michael Drarwick M3 Lawrence C. Forbes QM3 Christopher B. Hall
QM5 Kevin J. Hunt QM3 Jonathon Keene QM3 Todd A. K b D
of ef QM5 james j. Lyons
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QM3 Gabriel Paleffl QM3 Brian D. Mickens QM3 Rogelio Tirado SN Greg A. Dipietrantonio
QMSN Garland H. Midkiff SN Morris V. Roberts QMSA Timothy L. St. john SA Ronald S Thomas
QMSA Edward G. Wiest QMSR Deval Shorter QMSR George Twigg SR Sam Wyrick
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effkafesx- 1.1: '
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Opera tion 5
he Operations Department,
often referred to as the
"Heart of Carrier Opera-
tions" is responsible for the plan-
ning, scheduling, and coordination
of the ship and assigned aircraft.
To accomplish this broad respon-
sibility, the Operations Officer em-
ploys the talents of a diverse group
of individuals who provide collec-
tion, evaluation and dissemination
of combat-related information and
intelligence, photographic services,
meterological services, operational
readiness of ship's defense weap-
ons systems, and maintenance and
repair of electronics equipment.
For current and forecast meterolo-
gical information and oceano-
graphic data, the Operations De-
partment relies on Metro COA
Divisionj. Here, periodic visual
and instrumental observations of
weather conditions are taken,
compiled, analyzed and transmit-
ted for use by Air, Ship Strike,
ASW, AAW, and Mine Warfare
Operations. In addition, recom-
mendations are made for avoiding
heavy weather conditions. The
Carrier Intelligence Center COZ,
OS, OPI provides critical, timely
information on the status and in-
tentions of friendly and potential
enemy forces, making use of the
530
CDR Earl
expertise of Intelligence Analysts,
Photographic Interpretation Spe-
cialists, and Electronics Signals Ex-
ploitation Technicians, necessary
for the proper planning and execu-
tion of tactics to support Navy
Maritime Strategy. The Combat
Information Center CCICD is re-
sponsible for the control and de-
fense of air assets, all facets of Sur-
face Warfare, ASW, and Electronic
Warfare techniques. The Anti-Air,
Anti-Surface, and Surface Mod-
ules CC-lj locate, identify and
track air and surface contacts. The
ASW Module CC-31 is responsible
for Anti-Submarine Warfare evo-
lutions, while Electronic Warfare is
accomplished through the EW
Module fC-45. The inputs from
these specialized modules are cor-
related in the Decision and Display
Area by the Tactical Action Officer
QTAOD, resulting in the collection,
processing, display, evaluation and
dissemination of tactical and stra-
tegic information. The Air Opera-
tions Division works closely with
CIC and the Air Department to
coordinate the safe operation of
aircraft. An integral pai-q ,yy ,rm
service is provide-fl 2:1
935'
fs 2
D. Wolfgang
Air Traffic Control Center, which
functions as a mini-FAA afloat.
The Air Operations Division is also
responsible for air logistics coordi-
nation, and oversees the operation
of the Air Transfer Office. In sup-
port of these daily operational
functions, the Electronic Material
Office provides electronic mainte-
nance support shipwide, including
repair of Communication Systems
COEC Divisionl, Data systems
COED Divisioni. Surface Missile
systems COEM Divisioni, and Ra-
dar systems COER Divisionl.
Department administrative sup-
port is provided by the Operations
Administrative Officer COX Divi-
sionl, while daily flight scheduling,
contingency and ordnance plan-
ning are controlled through Strike
Operations.
The coordination of these spe-
cialized divisional fnnctions en-
ables the Operations Office to pro-
vide the Commanding Officer with
the information .intl assets netm-
sary to maintain .'XlXlli1qlg x, H, fn,
combat readiness .ind .. I . ii
any coruingt-nrt 1 A
arl D. Wolfgang is a native
of New Waterford, Ohigl
He graduated from Crest.
view High School in 1962 ancl at.
tended Kent State University and
Youngstown State University prior
to enlistment in the U.S. Navy in
November 1965.
Commander Wolfgang com.
menced active duty at Naval Air
Station, Pensacola, on 16 March
1966, as a Naval Aviation Cadet.
He was commissioned an ensign
and designated a Naval Aviator on
23 October 1967. His initial assign-
ment was to Attack Squadron
FORTY Two at NAS Oceana,
Virginia Beach, VA, for A-6 famil-
iarization training. After the com-
pletion of training, Commander
Wolfgang was ordered to Attack
Squagron SIXTY FIVE, where he
completed two deployments, one
to the Western Pacific onboard
KITTY HAWK in 1969, and one
to the Mediterranean onboard IN-
DEPENDENCE in 1970.
Following this tour, Command-
er Wolfgang reported to the Naval
Postgraduate School, Monterey,
California, where he received a
Bachelor of Science Degree in En-
gineering Science. In january 1973
he returned to Attack Squadr0l1
THIRTY FOIJR in May 1973, and
completed two deploymer1tS I0 the
Mediterranean onboard JOHN F-
KENNEDY. Commander Wolf-
gang reported to Attack Squadr0I1
FORTY TWO in january 1975,
where he served as Director of.RC-
placement Training, Operations
Officer, and Safety Officer. He WS
assigned to Commander, Carrier
Air Wing TWO at NAS Miramar,
San Diego, California, IILIUIIC 1973-
and deployed to the West-ern P8-
cific onboard RANGER lfl 1979'
He again returned to Attack
Squadron FORTY TWO In lin-
gust 1980, and served as Executlff
Officer. then Commanding Om'
cer, of Attack Squadron SEVEN-
'rx' Five. During this four!-Ile
loved to the Indian Ce'
iinhoard the ,IOHN F- FENNE'
DY, Commander Wolfgang ni'
Portetl to the Naval War College lil
November 1935- Ht gmguaie
from the College ofN11V3l YI mm
in November 1984 and, after CU'
mlm. tmimml. fc-ported to AMER.
ILIX in Maxi 1985 as the C0mb"f
liitorniation Center Offifef- lfhluilci
also lie .assumed his Cl1fl't'llt Kllmw
.is Operations Officer.
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LCDR Paul F Qumn AGCA Frank M Andrews AGI Rnchard D Malone
AG1 Mbmj MMV AG' Tm M Mdffwn AG' 'lax M Ellenbv
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AG2 David W. Sheets AG2 Donald L. Weed Q
he environment affects just
about all aspects of battle
group operations. Weather
ship operations. High winds cause
high seas, which can adversely af-
fect the ability to launch and re-
cover aircraft, cause damage to
ships and aircraft, or even result in
a hazard to personnel. Light winds
result in extra fuel required to gain
speed to launch aircraft.
Atmospheric and oceanographic
conditions also have an effect on
every weapons and sensor system
in the battle group, from the prop-
agation of radio waves in the at-
mosphere to the propagation of
sound in the ocean. It is the ,mis-
sion of OA Division to forecast
accurately the state of the atmo-
sphere and the ocean and to assess
their effects on the operations of
the battle group. To accomplish
this, the Aerographers Mates use
an array of sophisticated equip-
ment. Satellite information is re-
ceived directly from several differ-
ent satellite systems. Using both
visual and infrared pictures, the
AGS can determine the state of the
atmosphere and the ocean over the
especially affects airmand surface l
AG3 joe L. Archuleta AG3 Michael D. Cairo
A63 Steven M- Pesfa AGAN Christopher E. Early
entire area of operations. Data re-
ceived via different communiations
system link the weather officer di-
rectly with Fleet Numerical
Oceanography Center in Monterey,
California. Here, state - of -the - art
main frame computers using so-
phisticated mathematical models
predict the future state of the at- ,
mosphere and the oceans world-
wide. Using these data sources,
plus his own knowledge, the fore-
caster predicts tomorrows condi-
tions and desseminates the predic-
tions to the battle group. The
weather office is small in numbers,
but is composed of highly trained
personnel. We re the best and we re
proud to be doing it for AMERI-
AGAN Sha'-in M- Kelly AGAN james Torres
AGAN Donald C. Grimes
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. OC
C Division is home to
CATCC 66, AMERICA'S
Carrier Air Traffic Con-
trol Center. We are radar control-
lers, ticket agents, and flight plan-
ners rolled into one. We are known
as Air Ops to the schedulers and
plannersg as ATO to the travelers
and mailmeng and as CATCC to
the pilots and aircrew. When flight
quarters is called away, the air traf-
fic controller section of AMERI-
CA'S grand orchestra is already
tuning up - getting ready to play a
battle hymn for an international
audience.
We never stop planning, review-
ing, and looking ahead. Many
times we become a pilot's eyes and
ears, and with costly aircraft and
priceless lives depending on us, we
don't intend to be less than clear
and concise across the airwaves. As
aircraft approach and depart the
ship fthe most critical phases of
flightj, we follow everything, from
a pilot's name to his mission and
fuel state. The controller's respon-
sibility is to issue instructions to
the pilots. The pilots, in turn, re-
spond to the controllers while the
status board keepers listen to of it
at once while writing backwards -
trying to get all the needed infor-
mation of the moment. This hap-
pens in a non-stop roll of commu-
nication, and the trained voices and
hands do not cease until the last
aircraft is on deck. Much happens
in the course of flight operations in
our workcenter. During cyclic
flight operations, the monitoring
and exchange of detains and com-
munications, as each pilot gets
closer to the fantail and only sec-
onds apart from the next, occa-
sionally becomes hectic. The Cap-
tain watches and listens, everyone
involved is anticipating, and in
those moments we are using every
bit of collective knowledge and
skill available to get our planes and
crews back safety and at a fevered
pace unique to a carrier. We are
CATCC 66 - "Finest in the Fleet."
We live up to that reputation
through pride and excellence in
our specialty. Yet through the
pride we never forget that we are
part of the bigger team: the
AMERICA crew. We are most
proud of all to say that.
CDR Kenneth A. Richardson LCDR Robert K. Walker LT Don M. Holderby
LT Donald j. McCarthy LT Odeen L. Tyre ACCS Kenneth H- NCUFOW
ACC Marvin L. Bierman
Acc Earl E. Hermia. AC1 Mark C- Hvsis
ACI Terry I .ve
. ' ' 4 ACI Brian C' Norton
A
AC1 Paul E. Reed AC1 Kevin L. Vandertoorn AC2 Sean K. Beebe AC2 Brandon S. Bentley
AC2 Daniel G. Foisy I AC2 Todd E. johnson AC2 Jeffery W. Riley AC3 Scott Gramos
AC3 jeffrey M. Hanlin AC3 Thomas A. Jonaitis
AC3 Heflfy PCFCZ ACB Pete Schwartz
1 '-24.45
CIOC
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AQAN Ronald L, Ashcraft ACAN Mark E. Cochran ACAN Thomas A. Decker ACA Evan Flory
ACAN Fritz M. Gilbert AN Michael D. johnson ACAN Brian J. Nepfash ACAN David S- Shaffer
3 '!S'Ef'l A aaa
'LAX'-, L
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2 ' Q F ACAN Michael Wade ACAA Paulino Ruiz III
V v
ACAR Michael West
.NX
OEC
ENS Robert Cross
ET1 Anthony P. Gardoza
ET2 Richard A. Tanner
ETCN Thomas N. Wolszczenski ETC Thomas J, Moody
ET2 Edward B. Harrison ET2 David J, Roger-5
Www-
131, 5?
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E ETC Les Howard
ET2 james A. Skalsky
EC Division, better
known to the shop at ET
Shop One, is responsible
for the maintenance and repair of
all installed communciations sys-
tems to include installed radio
recievers transmitters, and trans-
ceivers. Also to be included in the
list are all antenna couplers, pe-
ripheral devices, and cryptographic
equipment as well as all portable
VHF equipment. The division has
enjoyed the prestige of maintaining
100 percent circuit availability with
numerous well dones. The un-
beatable team will pass on top fu-
ture Med Cruise technicians the
Can do spirit common to ET
shop one, for they follow a team
whose performance is AMERICA s
Legacy.
ET? Jim C. Wilson
.ar 4
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ET2 jimmy W. Workman ET5 Bradley A. Borrnem ETS james L. Campbell
ET3 Richard E. Hosrelley ET3 Christopher Laliberte ETS Erick G. Meyer ET5 Terrence Ott
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ET3 james A. Powers E-I-3 James A. Rath
ET3 Luther D. S
t' Ama ETA Glen Troutman
LT-IG George L. Oakley jr DSCS Samuel C. Paterson
ETI Fl'3.I'llCllf1 Flores I AX1 Andrew W, Fuhrman
DS1 Raymond L. Sutphim DS1 Gaylord L. Ugalde
ET1 Duncan W. Whittington ET1 George M. William
ICC Phillipe E. Caldwell DSC john R Davis
DS1 Keith jones DS1 Michael j Morak
he Operations Electronic
Data Division is responsi-
ble for the upkeep and
maintenance of all computer sys-
tems onboard AMERICA. These
systems include the Naval Tactical
Data System CNTDSD the Anti-
Submarine Warfare Module
CASWMD the Carrier Intelligence
Center CVICD and shipboard
non-combatant automated pro-
cessing system CSNAPD.
Also including in OED Divi-
sion s area of responsibility are the
ships test equipment repair shop
the ship s personal electronic safety
shop the operations department
tool issue room and the ships
television repair shop.
OED Division has forty men
permanently assigned. They also
have one man temporarily assigned
from the engineering department
to maintain the electronics cooling
systems. The assigned personnel
are in the date systems specialist
electronics technician, and interior
communications ratings.
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4
DS1john G. Xenos DS2 Roger A. Books EN? Jamfs D' Briggs DS2 Michael P' Dugan
DS2 William E. Dunn DS2 john L. Everett III ICZ Michael C. Ford IC2 Michael Garvey
DS2 Rifiky D- Lafleur FC2 Daniel P. Lahr DS2 Vincent -I. Lombardo D52 paul T. Luedefg
DS2 johathan H. Rice DS2 james W. Rouse Dew Michael D Sawyer
L It f
' ' ' " .' ' " '-'ff' -' ' GT, -'.-1: fi r: ,- .5-,-, " ' A , .4 ., , ., .
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DS2 Richard A. Schultz DS3 james A. Carmichael AX3 Malcolm B. Dismuke ET3 DAvid Gonzalez
IC3 john F. Kings DS3 Mark E. Larned DS3 Michael j. Lucas ET3 Patrick H. Martin
DS3 William T. Mcguire DS3 Damon K. Mcintire DS3 Edward T. Ramlow AX3 Paul R. Thomas
D53 Douglas G, Welch IC3 Qharles A, Woodcock DS3 Thomas K. Wothke ET3 David A. Holland
fr -148
'Tzu'-34" ,c
FC2 Frank M Brafore F
l
- FC2 Brian A. Armstron
. - - FCC D . CS
CW02 Robert Marcus FCCM Richard W. Pittinger ennisj jam
8
l
OX Division, recently re-
designated as COEMD, is
' responsible for the sur-
face-to-air defense of the ship.
The men of FOXXOEM maintain,
repair and operate three "NATO
SEA SPARROW" fN.S.S.M.S.j
systems and three "PHALANX"
CLOSE IN WEAPONS SYSTEM
CC.I.W.S.D.
The knowledge required to be
come a Fire Controlman is exten
sive. It includes training in elec
tronics, electromechanics,
hydraulics, pneumatics, and me-
chanics. The technical skills of the
Fire Controlman enable him to en-
sure the readiness of his system by
expeditiously locating faults and
cz chef A. Bodiey Fcz Kelly W. cox FC2 Ronald K- Gm
replacing failed components.
During the operation of
AMERICA in the Central and
Southern Mediterranean, many
hours were spent testing, trouble-
shooting, and repairing the systems
to ensure their reliability and effec-
tiveness. When "Condition III" is
set, the men of FOX man the sys-
tems twenty-four hours a day.
Many hours were spent in "Condi-
tion III" during Med 1-86. All the
manhours expended to maintain
the systems paid off with success-
ful target engagements by
"C.I.W.S." gun mounts 22, 24, and
a successful missile launch by
N.S.S.M.S. Mount 3.
VK'
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FC2 Timothy P. Hennig
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FC2 Michael T. Nickola' FC2 Wilson K. Pang
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FC3 Michael j. Bennett FC3 john E. Dahlin FC3 Peter T. Engle FC3 Arthur L. Hammock
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FCS Monty W. johnson
FC3 Arthur Kin
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FC5 PhllliP OCUH FC3 Andrew Parker
FCS Creighton R. Terry FC3 Raleigh Tillman
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OER
CWO4 Michael Flannery
ETCS Thomas W. Graham
ET1 Robert P. Lanzara
perations Electronic Ra-
dar Division QOERD is
responsible for the up-
keep and repair of the ship's vari-
ous search radars, air traffic control
radars, navigational equipment and
meteorological data equipment.
The search radars are divided
into two separate groups, consist-
ing of air search and surface search
radar systems. The ANXSPS-48C
three-dimensional air search radar
provides range, bearing and height
information. The ANISPS 49CVl1
air search radar is referred to as
"the eyes of the fleet" because of
its long range capabilities. The pri-
mary surface search radar em-
ployed by AMERICA is the
ANXSPS-IOE, followed by the
ANXSPS-64QVj9 radar. Addition-
ally, AMERICA's surface search is
supported by the Raytheon Colli-
sion Avoidance System CRAY-
CASD, which automatically tracks
other surface contacts and provides
ET1james M. Mengert
an alarm if a collision with AMER -
ICA is imminent. Each of the air
search radars and the ANXSPS- IOP
surface search radar has incorpo-
rated a system called Identification
Friend or Foe CIFFQ, which identi-
fies ships and aircraft.
OER division is also responsible
for the maintenance of the air traf-
fic control radars and associated
equipment. The primary air traffic
control radar used is the ANXSPN-
43A. Directly tied in with the radar
is the ANfTPX-43AC4jXCCATCC
DAZRJ system. These two systems
working together provide the pri-
mary means for the electronics
portion of launching, controlling
and recovering aircraft from the
ship. OER also maintains the
ANXSPN-42A Automatic Carrier
Landing System CACLSD. The sys-
tem can control the aircrafts' posi-
tion and speed, making it possible
to land an aircraft on the flight
deck with little assistance from the
l
FCI Walter C. Baldwin
liT1 Robert L. Bardin
FCI Kevin S. Rose
pilot.
While aircraft are in the air. a
means of supplying direction back
to the ship is the ANXIRN-IOC
Tactical Air Navigation lTACANi
System. lt provides the pilot with
range and bearing information
from the aircraft to the ship.
i OER also maintains the
ANXSMP-10 Weather Satellite
Receiver System and the Ships ln-
ertial Navigation System QSINSI.
OER - maintained equipment
is housed from the very bottom of
the ship to the top of the mast and
from the fantail to the forecastle.
This keeps the division of thirty -six
people constantly on their toes
seven days a week, twenty-four
hours a day, during at-sea pe-riimtls
and in port.
Radar division maintains their
equipment ready for thi- in-xr "L'n.
derway, shift colors."
DSI Nick Thompson
FT! Hector M. Aguirre
l l li' Rithartl l .-Xiiilcrsvll
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ET2 Manuel N. Cahatol ET2 Lawrence D. Heckman
ET2 john R Hefelfinger ET2 Christopher jagodzinski A
ET2 ames A Luckenbach ET2 Douglas T Masconarm ET2 Terrence E ONe111 ET2 Wdham E Relgaft
FC2 Dale F Serry r:T2 Brran N Smnrh ET2 Paul D Tfulg ET3 Hector Alfafo
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ET3 Ervin E. Bailey ET5Jff0mf P- Bufkff' m james M. comm
ET3 Harrison K. Kyle ET3 Douglas L. McNew D53 Scott G- N ll
fSU 'C ET3 Kevin E. Panncll
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ETS Phillip H. Patron ETB Sean Tonnesen
ET5 Russell XVJICFS ETSN wumm xv. Gilman
ENS Gary W. Butterworth PHCM K.G. Brown PH1 Douglas M. Bridges PH1 Frrts U Schwaner
PH1 Thomas W. Wall PH2 Roy H. Collins PH2 Richard j. Lange PHS David L Adams
PH3 Michael Barnes
PH3 Dwayne A. Carroll
P Division provides all
photographic services to
AMERICA embarked
staffs, airwing, and battle group.
There are two photo labs on
AMERICA. The Intelligence Lab is
located in CIVIC on the 03 level.
The aviation or "Main" Photo Lab
is located on the 5rd Deck, just
below Medical. Each lab provides
a unique service.
In the Intelligence Photo Lab,
quality control is the number one
goal. The Photographer's Mates
who man this lab are a special
breed, part mechanic, part photog-
rapher, and part quality control
technician. This is where all
TARPS CTactical Air Reconnais-
sance Pod Systemj film is pro-
cessed and printed. When you hear
"sighting team to the bridge" the
action starts with a PHXIS team
running to shoot a photo in order
to provide identification for a ship
or plane in the area. The photo-
mates rush process this film and
can provide a "HOT" print in sev-
en minutes. They also provide all
SSC photo processing for the
Wing.
Down in the "Main Lab", al-
most every other kind of photo-
grahic service is provided. These
photographers are most noted as
they moved about the ship shoot-
ing reups, awards and following
VIP guests. While this kind of
work is the day-to day bread and
butter of the lab, the more impor-
tant work includes the historical
documentation of AMERICA,
damaged and small parts photog-
raphy, accident reports, investiga-
tive photography, and public af-
fairs support. The lab also can
provide limited motion picture ca-
pability, and provides TV camera-
man support as required.
During this deployment, the
photo lab provided extensive cov-
erage of both Libyan actions. This
photography was an all-hands,
around-the-clock effort of shoot-
ing, processing and printing. Our
reward was AMERICA's image be-
ing published in every major news-
paper and news magazine in the
United States as well is in other
major publications around the
world.
'
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PH3 Ronald L. Heppner PH3 Anthony Huffman PH5 David T. Kellerman PHS Robert Kutzer
PH3 john S. Meore PH3 Ward A. Quayle PH5 Stanley A. Weidner PHAN Timoghy C, Billg
PHAN David M- CQSPH PHAN Ricky Kozoh PHAN Eric C. Whireman
Nt H ! 2
gm it
PH,-XA Scorr A. Qlwllim pHAA Kevin-I. Murphy
LT Daniel Laforce SSGT Kevin Hintergardt CT I1 William M. Brown CT I1 Lucian Czarnecki
CI-O1 Willie J, Gam CTA1 Robert Gulledge OS2 David Howell OSSN jon Paquette
S Division, also known as
SSES CShip's Signals Ex-
ploitation Spacej, pro-
vides a wide range of Special Intel-
ligence CSD support activities that
include special communications
support to the ship, embarked
squadrons, and embarked flag
staffs. SSES also provides opera-
tional tactical collection data sup-
port to CIC. The division is re-
sponsible for administering the
Sensitive Compartmented Infor-
mation CSCIJ Program, which in-
volves personnel screening and se-
curity procedures and control of
SCI classified materials. During
major deployments, the eleven-
rnan division is augmented by CT
personnel from as far away as Rota,
Spain and Athens, Greece, effec-
tively supporting on-site com-
manders in combat situations.
During MED 1086, the Hspooksi'
of AMERICA had the opportunity
to apply their skills in an actual
combat scenario, something that
may come only once in a career.
We also took advantage of the
glorious port calls of Cannes,
France and Palma, Spain, bringing
back beautiful memories Qand
-3,-each photographsj with us.
Tlwougli the men of OS Division
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if
1' if CT I2 Timothy Donahue
are not as visible as others, we are
proud to be an integral part of the
AMERICA OperationsfCombat
Team, and are proud to be a part
of the Fleet Navy.
Sz
4
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- ., - Y, V- -. -- -V -g.-.U -. - - ,.,.,-'-Q-Q.-...--. ,.-J.f-.--'- .l , - . , ,
LCDR Jerry Brown YN1 Mark R. Buonvino
SN Jayme A. Moser
1
YNSA Kevin A. Barksdale
SA Kenneth R. McCumbee
,I
T133-mn
4-'lex
ri
fe- C22
OZ
he AMERICA Carrier In-
telligence Center, CVIC, is
part of Operations Depart-
ment. CVIC is run by the ship's
intelligence officer and is home to
OZ Division. The Intelligence
Center comprises seven contiguous
spaces located on the 03 level. Or-
ganization is divided by areas.
Area 1 is known as the "Cage"
and is where the administrative du-
ties of OZ Division are performed.
Area 1 houses the desks of OZ's
division officer and LCPO. The
cage is manned twenty-four hours
a day, and the assigned personnel
are responsible for classified docu-
ment filing and storage, as well as
standard administrative functions.
Area 2 is used for mission plan-
ning. The CVW-1 squadron intel-
ligence officers and the Air Wing
intelligence officer are the primary
users of this space. They use Area 2
to plan strike missions, prepare
flight charts, present pre-flight
briefings which are televised over
the CCTV system to the squadron
ready rooms, and debrief pilots and
NFOS after they return from flying.
This is all possible because Area 2
contains charts, intelligence publi-
cations, computers, and video
equipment organized and operated
by qualified intelligence specialists.
Area 3 is staffed by DSs who
take care of the computer hard-
ware located throughout CVIC.
These men repair as well as per-
form routine maintenance on the
numberous components of the
"NIPS" computer network.
Area 4 is headed by the Multi-
Sensor Interpretation Officer. The
enlisted Intelligence Specialists
working in Area 4 are responsible
for maintaining a comprehensive
picture of all ships in the vicinity of
our carrier via the FDDS comput-
er. They are also experts in photo-
graphic interpretation and intelli-
gence reporting.
With an office in Area 5, the
Automated Data Processing Offi-
cer is responsible for the daily op-
eration of CVIC's four separate
computer systems. The DPs in
CVIC use thejOB and NIPS com-
puters to perform tasks such as
compiling satellite vulnerability re-
ports, which are used by the ships
in the battle group to help deter-
mine EMCON conditions. Area 5
is also where the Marine intelli-
gence team of VMAQ-2 Det Yan-
kee keeps its TERPES computer
package and debriefs Marine EA-
6B fliers onboard AMERICA.
TERPES is used to supply AMER-
ICA's intelligence team with tar-
geting information, and informa-
tion about the capabilities of the
enemy.
Area 6 is the CVIC photo center,
which is operated in conjunction
with the ship's main photo lab.
OZ Division personnel also
stand watch manning "Supple-
mentary Plot". Supplot is loaded
with computers and communica-
tions gear and is used to evaluate
incoming information from around
the world. This information, along
with the analysis center, supplies
Combat Information Center's Tac-
tical Action Officer, the Admiral's
Tactical Action Officer, the Admi-
ral's Intelligence Officer and the
ship's Intelligence Officer with the
latest updates of the intelligence
picture twenty-four hours a day.
All in all, approximately fifty
men give CVIC the capability to
support simultaneously many dif-
ferent operators throughout the
ship. In concert with the rest of the
crew on board AMERICA, the
men in CVIC are proud of the part
they played in their shipls Mediter-
ranean accomplishments, they are
proud to serve their navy, and they
are proud to serve their country.
CDR George Tiedeman CDR jack M. Wade
CDR Lawrence W. Urbik LCDR Michael T. Black
LCDR WeSley' A. Ozouf LT Ronald P. Srites
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IS1 Mark D. Cooper 1S1 Daniel E. Curtis
DP1 Michael F. Grailey IS1 Daniel W. Marshall
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IS2 Keith L. Barber IS2 Sean T. Boudreau ISI Calvin I. Cmrlcy 152 KU,-m L- Cowell
IS2 joseph M. Fonranella IS2 Mark G. jackson 151 Hamm. D Jums IS, Fd d C S d
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any functions of the
Combat Information
Center CCICD are per-
formed by, or receive significant
contributions from the Operations
Specialists COSD of C-1 Division.
Operating out of four modules,
our responsibilities include surface
watch, surface surveillance coordi-
nation CSSCD, detection and track-
ing fD8tTj, and display and deci-
sion QD8cDj.
The Surface Module is responsi-
ble for detecting, identifying, and
tracking all surface contacts within
the range of AMERICA's surface
search radar. This is necessary in
order to keep the Officer of the
Deck COODQ and the Tactical Ac-
tion Officer CTAOD abreast of the
location of both friendly and un-
friendly forces. In addition, the
surface module assists with naviga-
tion, search and rescue, man over-
board recovery, and the anchor
watch.
The SSC module is charged with
the responsibility of locating, iden-
tifying, and tracking all surface
5 8
LCDR Richard R. Erickson
LCDR Michael D. Darby
contacts with the surveillance area,
which could span hundreds of
miles. In addition, SSC assists in
planning and executing attacks
against hostile surface units by
providing locating and targeting
data.
The D 8: T module is responsi-
ble for locating, identifying and
tracking all aircraft within the sur-
veillance area. D 8c T also operates
the Naval Tactical Data System's
CNTDSD data link between ships,
submarines, aircraft and shore sta-
tions.
In the Display and Decision
Module, tactical data are moni-
tored and evaluated by the TAC.
The TAC is assisted by OSs acting
as the intercept controllers and
ship's weapons coordinators.
CIC could not succeed in any of
its missions without highly trained
and dedicated OSS. The Operation
Specialist provides a vital link to
the mission success of AMERICA
in her role to carry out any assign-
ment in any part of the world.
LCDR Charles A. Fleischman I-CDR R-E Shook
LT William Walsh LT Francis Hiser
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LT Grant
LT Daniel Hunter
Difkinsfm ENS Patrick Little
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DPC Frank Hines AWC William C. Oberg AW1 Christopher E. Barcus AW1 William C- K93me5
DPI Michael E- Sllllins AW1 William E. Wilson AWZ Eric R. Feiler AW! William D- Mays
-3 Division is the Anti-
Submarine Warfare
CASWD module located
in the Combat Information Center,
and a part of AMERICA'S Opera-
tion's Department. The twenty-
three personnel assigned to the
ASW module Csix ASW Officers,
thirteen Aviation Anti-Submarine
Warfare Operations, and four Data
Processing Techniciansj coordi-
nate the performance of their du-
ties from three individual modules
operating in concert: ASW Con-
trol, ASW Analysis, and Automatic
Data Processing. The primary mis-
sion of the ASW module is to pro-
tect AMERICA from hostile sub-
marine threats. To accomplish this
task, precise coordination, analysis
and intelligence collection are re-
quired.
Through the collective perfor-
mance of the embarked airborne
ASW assets, deployed maritime
patrol aircraft, and surface ASW
ships in company, our MED 1-86
deployment efforts have been suc-
566
cessful. The embarked ASW
squadrons for deployment were the
HS-11 "Dragon Slayers" flying the
SH-5H Sea King Helicopter, and
the VS-32 "Maulers" flying the S-
3A Viking Aircraft.
A submerged submarine threat
to AMERICA, unlike a surface or
air threat, cannot be seen on radar
or with the human eye. This fact,
when combined with the ever-
changing oceanographic environ-
ment, continuous improvement
and quieting of submarines, and
constant updating of the ASW in-
telligence picture, often make de-
tection ofthe submarine seem like
looking for the proverbial "Needle
in a Haystack". To be successful in
ASW, all assets must perform at
their peak mission-capable ability.
From the original briefing con-
ducted by ASW module personnel,
throughout the entire ASW evolu-
tion, down to the "Post-flight" an-
alytical evaluation, all personnel
involved must maintain alert and
conscientious attention to detail.
Through countless hours of intelli-
gence collection, continuous train-
ing, numerous exercises, through
evaluation and re-evaulation of
data obtains, AMERICA's ASW
module has met the challenge dur-
ing deployment.
As is the case with all deploy-
ments, MED 1-86 had its share of
mixed emotional highlights and
low points. From the initial depar-
ture "Blues" and continuous miss-
ing of loved ones, to the camara-
derie experienced and friendships
developed, the deployment often
seemed like a rollercoaster. Imme-
diately upon arriving in the Medi-
terranean, operations began with a
"bang" when engaging Libyan
forces and conducting "Mad Dog
Station" patrol. It was easy for us
all to appreciate the importance
and value of every member on the
"American Team" - on board and
at home! Your cards, letters and
prayers were indeed welcome,
needed and carried us through.
When the operational tempo
lessened, having perhaps already
reached the peak of our excite-
ment, we settled in for the remain-
der of the deployment. The self-
discipline and dedication required
to conduct "business as usual"
throughout routine operati0r1S and
numerous NATO exercises were
extremely demanding. However,
when "Liberty Call" finally sound-
ed, fun and relaxation were en-
joyed by all. Organized diviSiOI121l
parties were held at the Bu1l's Head
Pub in Palma de Mallorca and at
Carney Park in Naples. Other port
calls included opportunities for ex-
cellent sightseeing tours an-cl the
chance to experience different
peoples and cultures. Although it 15
difficult to spend the summer away
from home and loved ones, if lf
IUUSI happen, where better to gO
on liberty that along the French-
and Spanish rivieras at the peak Of
tourist season?
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AW2 Gerardo A. Ramirez AW2 Timmy D. Sanders AW2 jim Tillman AWB Robert Spivey
AW3 Jeffery L. Wever AWAN Robert Berg
AWAN James Brannigan DPSN Mark A. Grover
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EWC Elmer W. Senne
-4 is AMERICA's Elec-
tronic Warfare Division.
While what we do may
seem mysterious, in reality it's real-
ly quite simple.
EW is divided into two parts:
Electronic Support Measures
CESMD and Electronic Counter
Measures QECMJ. ESM is the
monitoring of the electromagnetic
spectrum - somewhat akin to lis-
tening to a giant radio. The prima-
ry purpose of ESM is to analyze
signals Qradio wavesj and identify
their origin, friend or foe. Once a
source has been located by ESM,
ECM takes overg choosing a proper
response. Our job is one of soft kill
- keeping the enemy deceived,
hiding our signals from him, and
detecting his.
This is not to oversimplify EW,
for it is a challenging job. We are
one of the few rates in the Navy
that both operate and maintain the
equipment. Our training is strenu-
ous. Listening and analyzing sig-
nals, though vitally important, can
be a very tedious job hour after
hour. It requires a discipline and
dedication few in the outside
world understand. During the de-
ployment and in our engagements
with Libya, it all paid off. We were
needed, we responded, and we
were successful.
While the action taken against
Libya made our job worthwhile,
seeing the world had the greatest
impact on us. Defending the Unit-
ed States and the rights we so often
f 0 A Ammo EW3 M,dm.1-I Mclm H! ' Walrcrj Bubls
EW2 Antoni
EW2 Charles l. Heck
take for granted all seemed to
make sense. We found that other
countries do not have those free-
doms and privileges we so easily
take for granted.
So as we transited home, our
minds were full of a sense of worth
and accomplishment. Happy and
satisfied, we manned our stations,
constantly vigilant. We had dealt a
blow to terrorism. The entire world
now knew that the U.S. Navy is
not only ready, but fully capable of
fulfilling its mission.
EW! Tomrnic l. johnson EW Lf' x LUC15
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AFETY
he objective of the Safety
Department is to enhance
the operational readiness
of our command by reducing the
number of deaths and injuries to
personnel and damage to equip-
ment from accidental causes.
AMERICA's Safety Department
is tasked with implementing and
coordinating a comprehensive
safety program including mishap
prevention, accident investigation
and reporting, and hazard aware-
ness in all facets of day-to-day
carrier operations, in order to en-
sure that the goals and policies as
set forth by the Commanding Of-
ficer are realized.
The Safety Department utilizes
the POD, Mr. Scroll, training films,
safety bulletins and divisional safe-
ty petty officers to disseminate vi-
tal information to the crew. We
receive inputs on shipboard haz-
ards, accidents, injuries, suggested
improvements and recommenda-
tions via our divisional safety petty
officers, safety-grams and the En-
listed Safety Committee.
It is not the safety program itself
that makes this command less haz-
ardous, but rather the coordinated
efforts of the crew as a team,
working within the framework of
our safety program, that achieves a
high state of hazard awareness on-
board AMERICA.
The Safety Department is head-
ed by CDR john Roble, formerly
attached to COMSECONDFLT as
Assistant Air Operations Officer.
He relieved CDR Billy Moore as
Safety Officer on May 1986, during
Mediterranean Cruise 1-86. CDR
Moore is currently the Executive
Officer attached to NAVSPASUR,
Dahlgren, Virginia. ENS Steve
Rutherford, ABCS Norman
Brown, BM1john Trips, AD1 Al-
fred Montgomery, HT2 Arthaniel
Bailey and YN3 Darren Horsey
comprise the remainder of the
Safety Department. We may be
small, but we're a Can-Do depart-
ment.
.U
KDI
native of Sarasota, Flori-
da, Commander Roble
graduated from the Uni-
versity of South Florida in 1970
with a Bachelor's Degree in Indus-
trial Management. He entered the
Navy in january 1971 through the
Aviation Officer Candidate pro-
gram, and was commissioned an
ensign at Pensacola, Florida, on 21
May 1971. Following this initial
training, Commander Roble re-
ported to Training Squadron Ten,
also at Pensacola, Florida. He re-
ceived his designation as a Naval
Flight Officer after completing the
Airborne Early Warning training
course at NAS Glynco, Georgia, in
1
ltlllll Rulill'
january 1972.
Commander Robles imtial op.
erational assignment was to Carrier
Airborne lfarli' Wlirning Squadron
121, Detachment lfortv Two, em-
barked onboard FRANKLIN D.
RCXUSIZVIQLT. This tour of duti'
spanned 'Iuly 1972 through .lult
1975, and included three Mediter-
ranean S011 LlCPl0s'nients, during
which he accumulated over looii
hours and 230 arrested landing in
the 15.115 Hwiiiit- iftraax' 1
Transition to the lf-JC "ll.iwk-
eye" and instructor duti' at Carrier
Airborne lfarly W'arning Training
SqU8df0f1 120 followed. Wlhile ati-
tached to RVAXV-120, Cfommand-
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f li--Wir' :r.s'rut'a,-ri buff, the
uf.-Z 17.11 lltflrl pl.aSL'S nf the
i'f'tr.f'1.' NU? training syllg.
1 s ."X"r't.-111.51 fizght school, he
if-...'-4f"t'-I 'txt' tetruzrerricnts for 3
A-las'r' s ff! liaisztiess .Administra-
':of. i graduate.-ii trorru the resi-
ilrf prim 1 Z4 'v11L'!L'tl lv, Golden
fi.u'f' I r.:-1.s:r'., San francisco,
falzroruza af Nasal Station Nor.
11-if., Yirfirpna
lo::.:1.arxder Rohit- was next as-
s :.e-i 'latruarx Z'1's through Au-
'gags' I'f-Z 'wf.aHtL'1' Airborne fiarli'
XX arr.:f.g Squadron 121- He served
as hotl. Assistant Maintenance and
Upetat:-ms Uttiter while deployed
--:1 1 t1NS'l'l'l.l.A'l'ION and'IOHN
I K1 NNHJY to the Western Pa-
.mr and Indian Oceans and the
Metiirerranean Sea. .zcccumulating
lim 1- -It High: hours and over
fill arrested landings.
loilosszrig a tout of duty at
I o:nr:z.indet. Carrier Airborne Eat-
.'. XI arrnng Wing Twelve. Norfolk.
Yitgiriia, as Wing Safety' and Ad-
rninrstratise Uffieer. he was as-
signed to CUMSIZCONDFLT on-
l'1H.1ttl MUVNT WHITNEY in
-luli. DNR Whtle sersing as Assis-
tant Air Operations Officer to
t HMS!-C t1NDlfI.'I', Commander
Rolwlt' participated in the rescue
mission 'AIRGFNT Fl.'RY" in
Grenada and numerous national
and NATO training deplovmCnIS
to the Northern Atlantic Ocean.
C ommander Roble detached after
rhirts-four months of duty' with
CUMSlfCt1NDFl.'l'. Commander
Rohle reported to AMERICA on
.W Alas l'7S1v.
Among Commander Robles
awards are the Nast' Achievc'r11Cl'1f
Medal and ses-eral l'nit and Veter-
an Ciarnpaign Awards.
lie is married to the former Ro-
sanne Goldman of Norfolk. Vlf'
ginia. iiomtnander and Mrs. Roble
reside in Yiriginia Beach. Viffllnlll-
4
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-li
he Ship's Maintenance
Management 1SMM1 De-
partment was estahlished
in June 1986 to provide coordina-
tion of all ship industrial and rech-
nical assistance. This includes the
coordination and management of
all depot level, intermediate level.
and ship's force level maintenance
throughout the ship's overhaul cy-
cle. The SMM Department pro-
vides the planning and manage-
ment for all industrial ship repairs
and modernization programs in
addition to managing the ships
preventive maintenance pro-
grams. The SMM also acts as the
INSURV coordinator, SRA and
COH coordinator, and manages all
matters relating to SLEP.
native ofjackson County,
Missouri, LCDR Swayne
enlisted in the Navy after
graduating from Ruskin High
School in Hickman Mills, Missou-
ri, in 1964. After completing recruit
training and Electrician's Mate
Class A School in San Diego,
LCDR Swayne married the former
Marjory jeanne Palmer of Kansas
City, Missouri. After a short tour
onboard USS I-IECTOR in Long
Beach, CA, he proceeded to Basic
Nuclear Power School in Mare Is-
land, California, and the National
Reactor Testing Station in Idaho
Falls, Idaho, qualifying on the
AIW USS ENTERPRISE proto-
type propulsion plant. Tours then
followed onboard USS FRON-
TIER in Long Beach, where LCDR
Swayne qualified and worked as a
Second Class Diver, Great Lakes
Naval Training Center, as a student
f fri?
IIDR Rrtlurd I' Su-unc
in Iflectricians Mate Class B
School, and for one year with the
Mobile Riverene lforce in the Re-
public of Viet Nam, where he ad-
vanced ro If-6.
Following the comhat tour in
Viet Nam, LCDR Swayne reported
to l'SS BARNEY in Norfolk, Vir-
ginia. for another sea tour and later
to l7SS SIIENANDOAII. While
attached to l'SS SIIENANIXIAII,
LCDR Swayne applied for .i com-
mission under the Warrant Officer
Program and was commissioned as
a W1 in May 1071. I'pon accepting
the commission, LCDR
reported aboard I'SS INDEPEN-
S w .1 v n e
DENCIS for another fortiveiglit-
month sea tour, during which he
was promoted to Chief XY'.irr.rnt
Officer W'-2 and W'-4. 'Then ftil.
lowed an eighteen-month roof ,ig
the Public Works Officer for the
Atlantic Command Optr.1r1.i1i,il
Support Center at the CIN-
CLANTFLT Headquarters in Nor-
folk, VA. During this tout. I-CPI!
Swayne applied for th! Limited
Dun' Officer pr0gfIm md 'ns
promoted to LUG in 1976- The
next sea tour was fifty-l'W0 months
long onboard USS PIEDMONT-35
Chief Engineer and later as ASSIS'
tant Repair Officer. LCDR SWF'
then served as the Port SCNIC5
OverhaulfRepair Officer If the
Norfolk Naval Station until
lxlrrinbf onboard AMERICA In
'lu ne 108-1.
LCDR Swayne and his wife
side on a small farm in Elam- Vu'
gunna, with their daughter Ind
:rand-daughter. Their S00 his
Lt-mit enlisted inthe Navy and 'fl'
soon he reporting! YO schogl, In
Memphis. Tennessee, for training
.is .in Aviation Ordnancemfn-
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lzcld 'l'cJ::1, Bmdlr P.xhlavi. Iran.
lr: Dceczzzbcr l-VS. he reported
.rs Sazpplr. Urllicr V55 K.-Xl..-KM.-M
X00 .-XORf-l Enrollment at the
.Krzzze-ei lfwrccs Srdlr' College fol-
lr-sued, wlmcre he was graduated in
-l.r::p1.m I-182 Comuunder Kimball
rcrwrrui tu :hc Surf. Commander
N.u.l1 .Nat llwrec' l' S .'XIl.mtlC Fleet
rx?-.fre Exe wrxcd as Frmncul Pro.
mr: Xl.r:i.rgcr md Supplx' Rezdi-
Z.c NN llHZLL'f
Un 1' -lulx 1089, Commander
KLffll'.ll1 rclzcxcd .As Supplx QM-Iliff
l SS .VXXH Rlil.-X L'Yvb',
K-+:::::t.rr1der K:mlull's decora-
1--zzx zzx.lr:.le the NJXY Commen-
.i.rf:r-:1 Xlclixl, Xiu .-Xclrrevemffll
Xla.l.sl,.1:idutl'Ec'rSe'rN1Cc' md cam'
Q.r1'g:'. .rxmrdx
llr' :N zrmrrzcd to the fvfmff
l.'.:: l'r-fin nt lxrcxrwood. Nfl'
N r-:R llllL'fL'NlxlC :rrY:rg1r1r.lllc'.iCll-
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5
. ' - ' 'X 'Jar L :Nfl l, "1 .,, ,,
CDR Kenneth Fredericks LT Peter lxucnxng NM H' ' 'X A ll N "
SKI Lee Paige
he Stock Control Division
CS-lj handles all of the
business aspects of sup-
porting the operating equipment
on AMERICA. Interfacing with
the shipboard SNAP computer,
identification of material, develop-
ment of allowances, ordering sup-
plies, and financial management
occupies the majority of their day.
Customer service sections provide
rapid response to emergency situa-
tions such as casrepts, and support
routine requirements as well. Con-
tract administration is replacing
contract writing, but making sure
the right part is on hand on time is
still their goal. Accounted-for
budgets exceeding fifty million
dollars. They are experts at manag-
ing their 3200 million-plus inven-
tory.
Additional responsibilities in-
clude the storeroom management
of the repairable electronic mod-
ules and the repair and servicing of
office machines and copiers.
SKI Ernesto P Suarez
V' V' 4 Ns :VW NKJ Slum ui D.F7lh'
SK2 Ernesto M. Poquil
NRS lk:::..s ll Rugp vga x ...CNC 5 1-i,g:'.nrTT 4
AKA XvIll.Ifil 1' luillw
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SK3 Darryl A. Wade SK3 Melvin D. Waters
SKSN Robert S. Adams IMSN Daniel Biliclci SKSN Scott E. Fretwell SN joe D Mrcan
SKSN Damon F. Putman SKSA john A. Frye SKSA Lacy j. McDougald
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CWO5 Michael Marino
MSCM Quinrin D Caragan
MSC Felipe C. Garcia
he Food Service Division
CS-2D runs a massive daily
operation, serving almost
18,000 meals each day. Their pride
can be seen in the spotless galleys
and in the smile of the well-fed
crew.
The size of this operation is
enough to make your head swim.
Serving 700 lbs of bacon for break-
fast is just the start. Over 3,000 lbs
of meat will be consumed before
the day is done. With every piece
of bread, cake or pie baked on
board, the bakeshop works twen-
ty-four hours a day just to keep up.
For many in the Crew, meal time
is their only relaxation, and S-2
MSC Vcrgcl P Grcpfv
Divisional meals or birthday din-
ners were good enough to make
you forget, at for least a little while.
that you were still at sea.
Taking on stores took almost a
whole day each month. All hands
helped out as frozen and canned
food came aboard in a seemingly
endless stream from the supply
ship. Safe and fast, these replenish-
ments were completed on time in
order to meet the flight plan.
S-2 did their job flawlessly. A
visiting comedian during the Miss
USA show tried to pick on the
cooks, only to find out that the
crew knew a good deal when they
iq N .1 .M KH, F-iv I"4r,g.u:'. S Dangxmr
VN' l.:..i:.: P' in 'r MSC X!4:-ctl Deg'-:MUD
sis: iitsif. if,-...i. r Ms: Inav F Q-123'-'-fm'
takes that responsibility seriously.
552
had it. And that good deal was
Food Service AMERICA-style.
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MS2 Kenneth E. Passmore MS2 Primo R. Roaquin MS2 William Travostino M33 Edward S- Cook
M55 Glaston COOPCF MS3 Matthew W. Dunn MS3 Richard N. Earl MS3 Darryl W. Fuller
M53 Raymond M. Gallardo MS3 Cui-fig G, Haney M33 Sean King MS5 Michael P. Lemke
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MSSN Randy P8Cl1CCO MSSN Daniel D. Vanheulen
MSSN Roger A. Young MSSA john W. Barrentine
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MSSA Xxfilliam T. Bryan MSSR Darren R fhnw
MNQX RC! . A .3 I3 N1 N MNNN 'lrics UM-.gf
MSSA Christopher Overman MSSA ,Iamcs If Rough 3195 llmrp- Q1 y1,,g,,fg,f MSSA In:-. NX Skurp
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LTJG Steven W. Drenckphol SH
l f.
C Tecboro G. Santaana SH1 Rolly D. Lee
SH2 Arnold Anderson
l
SH2 Herbert N. Doswell SH2 Jesse Irby
SH2 Crisamto M. Sabino
l M
SH2 Anthony Usery SH3 Greg Brown
r l u
SH1 Asterio P. Caras
SH2 Buenaventura Pasada
he ServiceslSales Division
CS-31 is organized to serve
the crew. Running seven
retail outlets and sponsoring any
number of foreign vendors for
mess deck sales, they offer some-
thing for everyone. Always willing
to try something new, they ran four
separate Midnight Madness sales
which brought over 320,000 in dis-
counts to the crew. Sales of canned
soda by the case were a nightly
ritual and the largest profit maker
for Welfare and Recreation.
The laundry, dry cleaning and
barber shops operated around the
clock to keep the crew looking
smart. Almost 10,000 lbs of dirty
clothes were washed every day, and
hair cuts were a never-ending re-
quirement.
S-3 served the crew well during
the deployment and, as an added
bonus, added over 3500,000 to the
Welfare and Recreation fund while
doing it.
SH3 Ronald E. Carter GH 3 iigzirxomi 3?-ffff:,:r- SH3 Todd Glass
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SHSN Clifford E. Pugh
SHSN Roy E. Purnell
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SHSA Kenneth M. Bell SHSA Timothy N Butler SA Mar-1 A ll.rr1. AA Car. l. La,,ghgr,33
SHSA David Medina SHSA Stephen M. Reidv SHSA Briar. K Rutter 5,5 Kmngg E Vumogrmd
SHSR jeffrey H. Teachuk
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1
he Disbursing Division CS-
-ti handles the awesome
responsibility of safe-
guarding over twelve million dol-
lars in cash. Balanced exactly to the
penny' every day, the money was
used to pay the crew and the ship's
bills overseas. Determining the
right amount due each sailor every
fifteen days while keeping abreast
ofthe changes was a full-time job.
They are quick to point out that
the lack of pavdavs versus the fre-
quency or' liberty ports was beyond
their control?
L'ndaunted by massive changes
in the VHA rules or the amounts
paid to Shore Patrol. S-4 took their
goal or' zero defects seriously. In a
job where 100 percent accuracy is
the minimum acceptable standard.
they have performed.
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ENS Barry Smith DKCS Charles H. Kashavsky DK1jamie Alberto DK1 Michael D, Robinson
DK2 Melvin G. Angle DK2 Anthony E. Hood DK2 Delma Robinson DK2 Leslie C, Shiflei-
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DK2 David L. Skinner DKSN Thomas A. Bates DKSN Mark L. Hutchins DKSA Keith Bl-lfhlel'
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DKSA Bradley D. Cassell DHS,-1 Cpgry A., inline SA Timorhy A. Plamondon DKSA Martin W- Rice
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ENS Lawrence M. Benzel MSCS Romeo D' Rosmo
bud l. flung. 5152 Alfredo E COG!!
Msi Ronald W. Groff sis: ,lulw Y M-ff-i M51 'Wm W Bohm'
he Wardroom Division 1S-
SJ operates a 500-bed ho-
tel and restaurant serving
1800 meals a day. Catering to the
needs of all the officers was their
mission, and they were more than
successful. Daily stateroom clean-
ings and laundry service, after-
hours meals, and even a meal de-
livery service for the Boss and the
Gator were routine. Mess nights
were extravaganzas, rivaling Eu-
rope's finest eating establishments.
The individual pride in a job well
done was present in every sailor.
Messmen unofficially tried to out-
do each other in service or in the
preparation of gourmet foods and
fancy desserts.
To the junior officers who made
their first deployment onboard
AMERICA, remember the Ward-
room well, because there simply
isn't a better one on any ship any-
where.
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MSSN jon M. Erd Mssrs Cliffnrd GL-M-gk ww ww- 1-n "W 1 F .FH
MSSN Andrew jefferson MSSN Randal l,. Krallrmn MNNN 'lx--z Ni V'-f NZNNN M.:--Q 'I MU: .5
MSSN Shawn M. Murray MSSN Romualdo C, Qulmpo 515551 .'X!2I?x-v::'. Nffgff, MNSK lvK'?fT I- D133 "
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LT Doug Plude AKCS Melvin L. Cooper AKC john C. Tarbox AK1 William M. Bogus
AK1 Edward Drakeford AK1 Leo A. Lanada
AK2 Donald E. Bult AK2 Monty P. Godsey
AK3 Timothy Harris , , '-
AK1 Adolfo F. Mapanao
or research, breakout, and
issue of both reparable and
consumable aviation sup-
port material, the airwing and
AIMD depend on the AMERICA
Aviation Stores QS-65 Division.
Through unyielding consisten-
cy, S-6 set the standards in aviation
supply, monitoring all aircraft re-
quirements from "cradle to grave",
thus allowing the embarked squad -
rons to concentrate solely on their
mission.
Using two computer systems to
manage an inventory valued in ex-
cess of 150 million dollars, S-6 Di-
vision also set new records for
parts availability, inventory accura-
cy, fiscal management, and opera-
tional readiness. Reviewing all rep-
arable records during the
reparables management assist visit
was a first for any deployed carrier.
AMERICA completed the assist
visit with no discrepancies.
Solid professionals, the S-6 divi-
sion lives by the motto "You fly,
we supply!"
AK2 jason W. Brown
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LT jay A. Leonard DPC Frederick E. Bauer
5
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DP2 Mikell D, Dyer
utomated Data Process-
ing Division CS-73 earns
its pay way down on the
fourth deck, running a mountain
of a machine right out of 2001.
The Honeywell DPS-6 comput-
er requires constant care and atten-
tion in order to serve the entire
ship. With remote terminals in al-
most every space and control of
everything from pay day to toilet
paper issue, the S-7 impact on life
aboard AMERICA is immense,
even if not well known. Failure to
keep the computer running for
even a day can totally disrupt ship-
board routine. S-7's success in re-
ducing down time, eliminating er-
rors and improving response time
is a matter of record. An unquali-
fied success, this deployment was
the culmination of months of hard
work, preparation and intensive
training.
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DPSA Luis A. Sanchez DPSA jeffrey A. Sturgess SA BFUCC C- Woofilbfidge DPSR Charles E. Parker
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CWO3 james R. Roth SKCS Elias L. Gaviola
SK1 Carpenter Y, A1-P3 SKI Roque D. Santos
he Material Division CS-93
is the work horse of Sup-
ply. With over fifty store-
rooms and spaces bulging with
material, S-9 provided everything
used onboard AMERICA. With
only half the normal load out time,
S-9 loaded everything the system
could deliver. What came later was
delivered by barges at anchor or
helicopters on the flight deck.
Twenty-hour days and sore backs
were the rule.
Aided by mobile cranes material
handling equipment and an unlim-
ited supply of spinach, S-9 moved
literally tons of material daily,
much of it by hand up and down
ladders. S-9 may never get their
just recognition, but would be
happy if the Air Department could
pay its bill for renting the hangar
bay to store airplanes!
SKC Ruger Nl Kabaiun AK1'lw?:r. F ACH!!
SKI Richard ul Urvvrxisiu SKI Nlrihm LANYKUCC
SKI -lost' ul Monuno Slii Victor D -'xfhlffifm
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S-QA
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7 LT Richard Gottlick
SK3 Kevin Small
he Quality Assurance Divi-
sion CSQAD is a new
group, less than a year old.
lt was organized to locate and
identify the source of problems in
each of the supply divisions. Other
functions include checking cus-
tomer satisfaction in the ship's
store and assuring proper tempera-
ture of the S-2 freezers. Most of
their efforts involved management
Of high-cost repairable modules,
making double sure that every one
was accounted for, and receipt-
processing audits.
Training and retention was also
21 function of this group. As dis-
crepancies were identified, they
conducted training in proper pro-
cedures. The individual skills of
this group were invaluable in the
establishment of SQA from the
ground up and are reflected in their
accomplishments which, have en-
hanced the Supply Departments
Overall effectiveness.
l i
SK1 Rosulo V. Famisan AK2 Stephen R. Holcomb SK3 John O' Rose
f .
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WEAPONS
nside Ordnance Control hangs
a plaque that says "Without
ordnance, Naval Aviation
would be just like any other airline
- non-scheduled!".
AMERICA's primary mission is
that of a fighting ship and the men
of the Weapons Department pro-
vide the many and varied weapons
necessary to carry out our mission.
The Weapons Department is also
charged with the physical security
of the ship and the running of the
ship's brig.
The Weapons Department is
comprised of seven divisions and
the Marine Detachment. Aviation
Ordnancemen, Gunner's Mates,
Torpedomen, Electrician's Mates,
Machinist's Mates, Weapons
Technicians, Yeomen, and Mas-
ters-at-Arms rates are all found
within the Weapons Department's
organization. G-1 Division main-
tains the ship's armory, the maga-
zine sprinkler systems and several
below-decks magazines. G-2 Divi-
sion maintains, repairs, and oper-
ates the weapons elevators neces-
sary to move hundreds of tons of
ordnance from the ship's maga-
zines to the flight deck for delivery
to the squadrons. The correct con-
figuration and assembly of various
free-fall weapons and air-launched
guided missiles, such as Sparrow,
l 604
CDR Randall A Foltz
Sidewinder, and Phoenix, are the
responsibility of G-3 Division.
This division also maintains the
eighty-plus magazines in which
these weapons are stowed. G-4
Division maintains and configures
the hundreds of pieces of handling
equipment required for weapons
transport and is also responsible
for all weapons movement on the
hangar deck. Flight Deck Division
handles the issue of ordnance to
the airwing and its arming and
dearming on the flight deck.
Division is charged with maintain-
ing AMERICA's special weapons
capability. The Marine Detach-
ment is AMERICA's "Force in
Readiness" and provides the capa-
bility for physical security of the
weapons and magazines. Anytime
AMERICA is "loaded out", a four-
man team of Explosive Ordnance
Disposal CEODQ experts is as-
signed to handle any type of ord-
nance emergency that may arise.
AMERlCA's Brig Staff is
charged with the custody and re-
habilitation ofthe ship's prisoners.
Overseeing and coordinating the
efforts of the ordnance divisions
falls to the Aviation Ordnance
Control Station under the guidance
of the Ordnance Handling Officer,
while all administrative and man-
agement details are handled in the
Weapons Office by our Yeomen,
PMS Coordinator and Leading
Chief as directed by the Assistant
Weapons Officer.
Through the leadership of the
Weapons Officer, or as we refer to
him, the "GUNBOSS", all these
divisions combine to provide the
ordnance necessary for AMERICA
to do its mission - to be a fighting
ship.
native of Chicago Illinois,
Cornmander Foltz en.
tered the Navy in Octo.
ber 1968 through the Aviation Of.
ficer Candidate 'AOCI Program,
was commissioned at NAS, Pensa-
cola, florida, 51 january 1969, and
received his aviator wings as a dis-
tinguished naval graduate in April
1970
After completing Replacement
Aviator Training in the A-6 ln-
truder at NAS Whidbey Island,
Commander Foltz reported to VA-
165, March 1971. His first opera-
tional tour included two combat
deployments to Southeast Asia
embarked on L'SS CONSTELLA-
TION iCVA Mi. For actions in
support of Seventh Fleet opera-
tions, he was awarded thirteen air
medals, including two Single Strike
Flight Awards, two Navy Com-
mendation Medals with Valor, the
Presidential L'nit Citation, three
Vietnam Campaign Medals, the
Vietnamese Cross of Gallantry,
and the Vietnam Service Medal.
ln November 1975, Commander
Foltz reported to Air Test and
Evaluation Squadron Five lVX-Sl
at China Lake. California, where he
worked on various weap0ns system
proiects. He served as Assistant
Strike Operations Ofhcer em-
barked on L'SS MIDWAY lCV
41 1 fromjune 1976 to August 1978.
and then reported to Attack
Squadron Forty-Two lVA-42l if
NAS Oceana as a Replacement Air
Group Instructor.
Commander Foltz reported to
Attack Squadron Thirty-Five
lVA-551 in February 1981. and
made two Mediterranean deploy-
ments embarked on USS NIMITZ
QCVN-681 Detaching in February
1983, he reported to Commander-
in-Chief, LYS. Forces, Atlantic,
serving as Director, USCIN-
CLANT Nuclear Operations Mon-
itoring Center. His duties included
Strategic Integrated Operations
Plan lSlOPl Advisor to the CINC
and PoseidonfTrident Operations
Duty Officer. Commander Foltz
reported for duty onboard USS
AMERICA on lvluly 1986.
Additional awards include two
Navy Commendation Medals, the
Meritorious l'nit Citation, three
linttle lffficiericv "FHS, the Nation-
.il llcttiise Ribbon, Expert Pistol.
l Sr ' S rxict' Ribbon.
FQ 3
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'MA
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CWO4 Carl Alexander
V 1 Ji Y
CXVUZ Mithacl lurflff
GMG1 Paul T. Tripp
he Gunner's Mates and
Aviation Ordnancemen of
G-1 Division are responsi-
ble for maintenance and testing of
all Ship's Magazine Sprinkler Sys-
tems, which are AMERICAS ma-
jor protection against the unlikely
prospect of fire or explosion of
ship's ordnance. Defective parts are
promptly repaired or replaced by
expertly trained personnel.
Performing maintenance, con-
trolling accountability, issue and
receipt of ship's small arms, sensi-
tive ordnance security locks, and
Shore Patrol gear are some ofthe
many duties performed by the
606
GMG2.l.nncs 'l' llirtl l 1 A l l F xl klmxhc
Ship's Armory.
During replenishment at sea, G-
1's Line Gunner Rifle Teams play
an integral part in the transfer of
supplies, food stores, fuel and am-
munition to keep AMERICA com-
bat-ready.
The Ship's Gunner and G-I
personnel are directly responsible
for training the ship's Security Pa-
trOlS, Repel Boarder Response
Teams, and all other arms familiar-
ization. In the past ye11r,over Simon
rounds of ammunition liavt- Int-tn
expended iniloctriimiintn sliipk,
personnel in the will gint! Ji- f it
nv ul uwini- ,impa-
J 4
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AO2 john Santana AO3 David C. Garrison GMG3 Glenn E. Godwin GMG3 Kenneth jones
A05 Gregory L. Kraft GMG3 jonathan A. Kukral GMG3 Kenneth G. Morris GMG3 Timothe E. Tarkowski
G , l W
AN David I. Knapp GMGS William Walters GMGS Charles Marks SA Paul B. Miller
AR Amilcar Mercado
SA William Y. Stottler SR Michael Aho
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ENS Richard K. Bergeron A01 Funk L' C""""'
EM2 john S. Benitz A02 Daniel Gibson
he finest weapons elevator
crew in the fleet is a lot like
Domino's Pizza - we de-
liver. The typical aviation ordnan-
ceman knows absolutely nothing
about weapons elevators when he
arrives on board, but departs
knowing more about hydraulic
theory and its mechanical applcia-
tions than a machinist's mate with
lots of fleet experience. On-the-
job training is the key to the aston-
ishing success of this hard-work-
ing bunch. The typical deployment
day for a G-2 sailor starts before
any normal human is awake, and
often does not end until the start
of the next day.
Besides being very good pump-
ers and movers of ordnance, G-2 is
responsible for the complete main-
tenance of ten weapons elevators
and their supporting equipment
Three of these elevators become
swimming pools when flight deck
or hangar bay wash-down occurs,
Keeping elevators dry, clean, and
running is a big job, but one that
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A03MY1C5 L- MCPhefS0f1 A03 Derrick R. Miner EM3 Jghn M, Pritchett
EM3 RiCh2rd N. Wolfe A03 james L. Worrell AN Thomas W. Alexander AN Kurt Mardis
AOA
Ajack E- Came AA Timothy Deardorff AA Craig M. Dukes AA Duane F. Gritten
AA Roger D. Huff AA Luiz R. PHC2 AR Andrew R. Schultz AR Michael G. Smrth
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LT-JG john D. Sweeney
AKX David l. ,l"WPl'
AO! Ronald Sunday
986. An interesting year
with several intense peri-
ods of high-tempo oper-
ations gave G-3 Division the op-
portunity to show its proficiency at
the building, handling, and the
storage of missiles and other con-
ventional ordnance.
The year began with the ship
being put on a heightened alert
status in response to terrorist activ-
ities. Departing on 5 February for
three weeks of pre-cruise work-
ups, the division successfully met
its challenges, supplying the air-
wing with all required weapons in
addition to passing its MRCI in-
spection with flying colors. Fol-
lowing a two-week POM period,
we departed for the Mediterranean
on 10 March, using our Atlantic
transit to break out large quantities
of ordnance in preparation for a
possible confrontation in the Gulf
of Sidra, which became a reality on
23 March when AMERICA aircraft
engaged Libyan forces. After a very
enjoyable port visit to Livorno, Ita-
ly, the ship once again conducted
combat operations against Libya,
fi lil
A03 Kirk A lhllani
participating in a surgical strike on
military targets along with .iirtralt
from SARATOGA, CORAL SFA.
and Air l3orCe lf-llls.
Following this eventful begin-
ning, we settled into a more rou-
tine mode of operation with
lengthy port visits, interspersed
with brief at-sea periods spent
conducting exercises with our
NATO allies. We enjoyed visits to
Cannes, Naples, Catania, Palma de
Mallorca, Benidorm, and Rota,
Spain.
In mid-August, the division
once again swung into high gear in
preparation for an oflload of over
5,000,000 pounds of weaponry. Our
early preparation and planning paid
off in a faultless and accident-free
evolution. Offload Complete, we
steamed into Norfolk on 10 Sep-
tember fora long-awaited reunion
with our loved ones. Successful
combat operations, great liberty,
no serious injuries, and timely re-
turn to Norfolk all combined to
make the '86 Deployinent vert
successful and enjoyable for .ill
hands,
My leg- yr li- -.A N" iifwc' il Ram- s
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TM3 Steve B. Bradley A03 Adam Bremm A03 Clayton Carter
A03 Douglas J. Combs
TM3 Steven D. Dorr TM3 John K. Esper A03 William G. Hawkins
A03 Scott D. Hunchman
A03 Heriberto Irizarry A03 Dguglas W, Meek A03 john F. Odowd
A03 Jody V. Orr
A03 Reynaldo Ravela TM3 Ivan Rodriguez A03 Peter Romig
A03 Eloy C. Roybal
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AOAN joseph M. Benamo AOAN john C. Bmwks KN M., ' AC x 4,-V X, ,xx 5. ,. M D,-,L
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AOAA Michael P. Barry AOAA Horace T. Bester AOAA Derek Brown AOAA Daniel L. Burton
AOAA Andrew Clark AA Andreas K. Demartini AOAA William R. Henry AA jonathan C. johnson
AOAA Brian Martin AOAA jeffrey L. Mikula AQAA Kenton R, Quiggle AA Travis L. Shelton
AOAA Jeffery Tolberr Af. Mgwrlf "2if'QlliQ:m5 AOAR Blame A. Dudas AOAR B,-jan A, Gordon
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G4
LTJG Daniel Bush
AOC Kenneth W Mcf ullougli
AO2 Ricky I.. Caldwell
-4 Division is responsible
for maintaining over
3,800 pieces of weapons-
handling equipment, including all
the electric forklifts necessary to
move, transport, and handle all the
ammunition components onboard
AMERICA. We maintain twenty-
four-hour availablity for checking
equipment in and out to meet em-
barked airwing requirements. Our
motto: "You call, we haul". In ad-
dition to maintaining all the han-
dling equipment in a one-hun-
dred-percent-functional status, G-
4 is responsible for the handling
and movement of all ammunition
and components on the hangar
deck.
This past Mediterranean de-
ployment was strenuous as well as
exciting for G-4. Under the careful
leadership of LTJG Daniel T.
Bush, AOC McCullough, and AO1
Thomas-Tyrone, G-4 took on
many demanding tasks with the
enthusiasm and resourcefulness.
One of the most taxing was the
1 4
A02 Edward llincs
Weapons Dffload during the At-
lantic transit from Rota, Spain, 'lille
evolution was event-free and G--1
performed with admirable profes-
sionalism. An exceptionally well-
run training program kept new, as
well as seasonsed, personnel on top
of their jobs. Along with training,
outstanding Damage Control and
Safety Programs kept G--4 in tune
with the other divisions ofthe ship.
The division can best be noted for
the newly-introduced AWSIEP
Program for the weapons handling
equipment, in which corrosion
control and mission readiness are
key factors.
As well working long hard
hours, G-4 also enjoyed some
well-deserved shore liberty. lfach
port offered tours to historic
places, along with opportunities to
encounter new people and exciting
cultures. The cruise was challeng-
ing, but rewarding and productive.
Our fabulous homecoming capped
what will be remembered by all as
a great deployment.
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CWO2 Robert Symuleski
WT1 William R. Bailey
he personnel of W Divi-
sion have the responsibility
of maintaining the Special
Weapons onboard AMERICA.
Within the Special Aircraft Storage
Shop CSASSD spaces, the Weapons
Technicians perform the inspec-
tions, tests, and maintenance ac-
tions that are essential to ensure a
reliable, high-quality weapons sys-
tem. Technical assistance to the
deployed airwing is eagerly provid-
ed by W Division personnel as they
act as safety observers during the
numerous proficiency loading ex-
ercises held for the training of
Squadron loading teams. In addi-
Hon to the Special Weapons re-
Sponsibilities, W Division person-
Hel also assist the other divisions
within the Weapons Department
byproviding conventional ammu -
nition handlers during onloads and
WT1 Don L. Fegley
offloads, as well as numerous qual-
ified watchstanders to support de-
partmental requirements in Ord-
nance Control and Magazine
Security.
Realizing the importance of the
mission of USS AMERICA W Di-
vision personnel proudly ensure
that all weapons handling and
safety equipment is maintained in
excellent condition by closely ad-
hering to the strict guidelines set
forth in the applicable Planned
Maintenance System directives.
Technical assistance is also provid-
ed to ships personnel during the
various drills and exercises unique
to the Special Weapons systems.
Strong with pride determination
and professionalism the Weapons
Technicians of W Division stand
ready to support USS AMERICA
and serve the Fleet.
WTCS Robert P. Reynolds WTC George E. March
WT1J0hn F, Hayes WT1 Russ E. Henke
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WT3 Timothy Dewall
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WTSN Daffyl W- R055 WT3 Christopher L. Wessels
JOSCPh Kfiegef James Saunders
WTB Sefmef G- West WTSN Samuel G. Burkett
WTSN Thomas L. Sharp WTSN Keith A. Tukes WTSN Aaron M. chesnuff WTSN Jeffery A. Emsberger
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ADMIN D EOD
fr
LT Timothy K. Lipscomb
TMO1 YSSJ Michael E. Ammann
he Weapons Department
Office is the administrative
focal point for the Weap-
ons Department. All correspon-
dence and reports for the depart-
ment are tracked, prepared, and
submitted through this office. The
Weapons Department office con-
sists of CDR Foltz, LT Lipscomb,
WTCS Smith, TM1 ISSJ Am-
mann, YN2 Finn, and SN Thomp-
son.
CDR .Foltz is the Weapons De-
partment Head, responsible to the
Commanding Officer for all weap-
ons evolutions. He is also the ship's
Physical Security Officer. CDR
Foltz relieved CDR Stine, who
transferred to SACLANT in early
july.
LT Lipscomb is the Assistant
Weapons Officer, responsible for
administration of Weapons De-
partment. LT Lipscomb is tasked
with tracking all correspondence
and reports that are due from the
Weapons Department, and is also
the commands Brig Officer.
WTCS Smith is the Weapons
Department Leading Chief Petty
Officer. Senior Chief Smith is re-
sponsible forthe departments 131-
man berthing compartment, along
with the assignment and indoctri-
nation of all new personnel,
FNS Timothy' l Plerte u lf N l 'if ll V7 U H1 Tu' by .l'77"1F Mio'-'ffl
AOI Michael R Gray NV lf-If-U l ll'-ffY'-1f1f'- PML Mrthul D Orluns
TMT1 CDVl Chester A. Smith
55153 DX' Michaellannibrecht
AOS Kevin M Shay
NX Man. ,N lilroiiipwir
Bri'
3
MAC
MA2 john B. Cline
MERICA'S brig is tasked
with implementing the
Navy's corrections pro-
gram aboard ship - its goal being
to return the maximum number of
sailors to active duty as productive
individuals. It also prepares those
individuals being dismissed from
service to reenter the civilian com-
munity.
During the Mediterranean de-
ployment a total of 193 personnel
were confined and contributed
over 3100 man-hours of labor
throughout the ship,
The brig is staffed by four per-
manent Masters-At-Arms and
Complimented by twelve TAD
Ships company personnel, plus
four Airwing personnel when em-
barked.
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H b rt F Mercer MAI Charlie Q Wright AO1 Theodore Willem MA1 Matthew W Davis
er e .
MARDE T
ea duty is the original duty
of Marines, dating from
the Athenian fleets of the
Fifth Century, B.C., and carried on
through Roman times, when sepa-
rate legions of "milites classiarii"
fSoldiers of the Fleetj were as-
signed to duty float. In the Seven-
teenth Century, when the British
and Dutch organized the first
modern corps of Marines, it was
for duty as ships' detachments, and
it was for this same purpose that
U.S. Marines were first trained.
The anchor in our Marine Corps
emblem symbolizes today that the
Marine is first and foremost a mar-
itime soldier, whose natural medi-
um is the sea, hence the traditional
title, "Soldiers of the Sea."
AMERICA's Marine Detach-
ment was reminded ofthe Corps'
proud history during Mediterra-
nean Deployment 1-86 combat
operations against Libya. It was
here in April of 1805, that First
Lieutenant Presley O'Bannon led a
small detachment of marines, sail-
ors and mercenaries in the capture
of the capital city, hoisting the
American flag above the ramparts
for the first time over a fort in the
Old World. From then on, the
phrase "To the Shores of Tripoli,"
became part of every Marine's vo-
cabulary. Although the recent op-
erations did not allow history to
repeat itself, AMERICA's Marines
stood ready to respond to any con-
tingency.
Along with being prepared to
"Land the Landing Party", the Ma-
rine Detachment performed regu-
lar duties of internal and external
security of the ship, honors and
ceremonies, and providing order-
lies to the Captain of the Ship and
the embarked flag officers. Marine
sentries could be seen guarding the
brows, patrolling the passageways,
or marching proudly as they bore
the colors through the hangar bay.
Whenever the IMC sounded "Se-
curity Alert" or "Red Baron," the
shout "Gang Way" and the thun-
6'2 4
der of boots on the deck would
echo throughout the ship as the
marines were prepared to locate,
close with, and destroy the enemy
by fire and maneuver.
The Marines also spearheaded
the-ship's Crisis Response Force,
augmented by the Masters-At-
Arms and other Weapons Depart-
ment personnel during numerous
training evolutions. During Gener-
al Quarters, Marines man strategi-
cally-located .50 caliber machine-
guns in defense of the ship while
underway. Marines trained in CPR
and the movement of injured ship-
mates provide stretcher bearers for
the ship's medical response team.
Early in the deployment, a flight
deck helicopter crash put their
skills to test in the hasty movement
of injured personnel. Recent train-
ing with HS-11 provides yet an-
other capability for the ship when
operations call for heliborne trans-
port reinforced with marines. This
training was highlighted with heli-
borne machinegun familiarization
fire.
Honors and ceremonies, a Ma-
rine tradition, were highlights of
the deployment. The Marine De-
tachment provided color guards,
honor guards and ceremonial firing
squads for burials at sea, memorial
services, change-of-command cer-
emonies and visiting dignitaries. A
most notable event was the Me-
morial Day Service at the Rhone
American Military cemetery at
Drauginan, France. The American
Ambassador to France, in a letter
to Commander, Sixth Fleet, recog-
nized the superb performance
throughout this ceremony, with
special mention to the Color
Guard and Honor Guard.
All in all, it was an eventful and
memorable deployment for the
Marine Detachment. We are a
small yet proud unit of Marines
equally proud to be part of
AMERICA's superb naval tradi-
tion. SEMPER FIDELIS!
CAPT Mark Freitas
native of Yerington, Ne-
vada, Captain Mark Frei-
tas is the son of Mr. and
Mrs. Maurice H. Freitas. Captain
Freitas was commissioned a Sec-
ond Lieutenant on ljuly 1976, fol-
lowing graduation from the Cita-
del, in Charleston, South Carolina.
Following Assault Amphibious
Vehicle fAAVl training at Camp
Pendleton, California, Captain
Freitas reported to the lst Track
Vehicle Battalion, 5rd Marine Di-
vision, located at Okinawa, japan.
He served as a Track Vehicle Offi-
cer and Maintenance Management
Officer. During this tour he was
promoted to First Lieutenant.
In july 1978, Captain Freitas re-
ported to Parris Island, South Car-
olina where he served as a Scricg
Commander for the Second Re-
cruit Training Battalion and then
as the Aide-de-Camp for the
Commanding General,
Captain Freitas was transferred
in March 1981 to the U.S. Armv
Armor Center, Fort Knox, Ken.
tucky, to undergo training in the
Armor Officer Advaiiit-il kiwiiist'
Ile was promoted to his rsittr-nr
fdllli ill Sepir-iiilsr-I 1-i-tj ' ,N
graduation in November 1981.
Captain Freitas was transferred to
assume command of Company
Third Assault Amphibian
Battalion, during the unit's reloca-
tion from the lst Marine Brigade in
Hawaii to the Marine Corps Air
Ground Combat Center at Twen-
tv-Nine Palms. California. Follow-
ing his tour as Commanding Offi-
cer, Captain Freitas served as the
Executive Officer of Company
1st Light Armored Vehicle
1l.AVl Battalion, the first LAV
unit to be activated in the LYS.
Armed Forces. Departing Twenty-
Nine Palms in December 1984. he
assumed command of the Marine
Detachment, 1'SS AMERICA on
15 February 1985 at the Naval
Shipyard, Portsmouth. VA.
Captain Freitas' decorations in-
clude the Navy Achievement Med-
al, Nasv l'nit Commendation.
Meritorious l'nit Commendation.
and the Sea Service Deplovmfnf
Ribbon.
lle is married to the former Vic-
toria Susan Bos of Greensboro.
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LCPL Timothy Blackwell LCPL Terry Blake LCPL Dean L. Bowers LCPL Bryan Brown
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LCPL Francisco Varvas
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ommander William W.
Copeland,Jr. was born in
Buenos Aires, Argentina,
in 1944, The son of a career foreign
Service officer, he entered the Navy
in1965 through the Aviation Offi-
Candidate Program. He gradu-
ated from Virginia Polytechnic In-
stitute and was commissioned in
1967. He received a Master of Sci-
ence Degree from University of
Southern California in 1980.
Designated a Naval Aviator in
1968, he reported to Fighter
Squadron 151, flying the F-4 Phan-
tom, and in 1970 joined Fighter
Squadron 51 for their transition
from the F-8 Crusader to the F-4
Phantom. Following instructor
duty at the Navy Fighter Weapons
School from 1972 to 1975, Com-
mander Copeland returned to
Fighter Squadron 151 embarked
aboard MIDWAY, homported in
Yokosuka, japan. In 1978 he at-
CCI
tended the United States Air Force
Test Pilot School at Edwards Air
Force Base and upon completion
reported to the Naval Air Test
Center, Patuxent River, Maryland.
Commander Copeland joined
Fighter Squadron 102 in July 1981
as Executive Officer, and assumed
command in November 1982. In
March 1984 he joined Commander
Task Force SIXTY Staff in Naples,
Italy. He was assigned to the Senior
Course at the Naval War College in
Newport, Rhode Island in August
1984, and in july 1985 became the
F-14 Program Coordinator within
the office of the Deputy of the
Chief of Naval Operations for Air
Warfare.
Commander Copeland has ac-
cumulated over 300 combat mis-
sions, 1000 carrier-arrested land-
ings, and 4000 flight hours in thirty
different types of aircraft, includ-
ing the F-14, F-15, F-16, F-17 and
F-18. His personal awards include
the Silver Star, sixteen Strike
Flights and one individual Air
Medal, four Navy Commendation
Medals with Combat "V", the
Navy Achievement Medal, Navy
Unit Commendation, Meritorious
Unit Commendation, National
Defense Service Medal, Navy Ex-
peditionary Medal, Armed Forces
Expeditionary Medal, five Vietnam
Campaign Ribbons, the Sea Service
Ribbon, the Republic of Vietnam
Cross of Gallantry with Gold Star,
the Vietnamese Unit Commenda-
tion and the Republic of Vietnam
Campaign Medal.
Commander Copeland is mar-
ried to the former Patricia Anne
McKenna of Philadelphia, Penn-
sylvania. They reside in Virginia
Beach, Virginia, with their two
children, Sean and Melissa.
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LT Larry Hurst
LT Sranley Saunders
LT Daniel V Lngcr IX' ANTH Srcxcn Dembrrskx
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YN3 john Clark
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COR Allen A. Ferber
ommander Allen A. Fer-
ber was born on 14 Oc-
tober 1946 in Northfield,
Vermont. He received a Bachelor
of Science Degree from Utah State
University in june 1969. Three
months later, he entered the Navy
as an Aviation Officer Candidate at
Pensacola, Florida, and was com-
missioned on 15 February 1970.
He completed flight training at
Helicopter Training Squadron
EIGHT fHT-81 at NAS Ellyson
Field, Pensacola, Florida, and was
designated a Naval Aviator in
March 1971. From flight training,
CDR Ferber reported to Quonset
Point, Rhode Island, to Helicopter
Antisubmarine Squadron ONE
CHS-11 for Fleet Readiness Pilot
Training in the SH-3 Sea King he-
licopter. Upon completion of his
training at HS-1g he reported for
his first sea tour to Helicopter
Antisubmarine Squadron ELEV-
EN, the squadron he would later
command.
During his first tour, he com-
pleted two deployments aboard
INTREPID fCVS-11 1, one to the
North Atlantic and another to the
Mediterranean. The squadron was
then moved from Quonset Point,
where they earned the call sign
"Snowbound", to its present loca-
tion, NAS jacksonville, Florida.
Following his first tour in HS-11,
iiiiii uit
siiiii io init
CDR Ferber reported to Helicopter
Combat support Squadron SIX
IHC-61, Norfolk, Virginia. Select-
ed for assignment to the CIN-
CLAN'l'FI.'I' Executive Transport
Detachment, he flew the VH- SA in
support of the Airborne Command
Post Mission.
ln October 1977, CDR Ferber
reported once again to Helicopter
Antisubmarine Squadron ONE
IHS-11 for Fleet Readiness Pilot
training and subsequent assign-
ment to Helicopter Antisubmarine
Squadron FIVE IHS-51 as a de-
partment head. While in HS-5, he
served as Safety Officer. Adminis-
trative Officer and Operations Of-
ficer while deployed aboard
DWIGHT D. EISENHOWER for
two deployments, one to the Med -
iterranean and another to the Indi-
an Ocean.
In September 1980, CDR Ferber
returned to Helicopter Antisubma-
rine Squadron ONE as an Instruc-
tor Pilot. There he served as Main-
tenance Officer until February
1982, when he was assigned to He-
licopter Antisubmarine Wing ONE
IHSW-1 l as the Readiness Officer.
After selection for command,
iisll
nnii01sl.il1 E115
CDR Ferber transferred in january
108-1 to Commander. Sea-Based
ASW Wing Atlantic. jacksonville.
Florida. for temporary duty' until
reporting for duty' as Executive Of-
ficer, HS-11, in june 198-1. CDR
Ferber then completed deploy-
ments aboatd AMERICA to the
Indian Ocean and to the North At-
lantic for "Ocean Safari SS". He
then assumed command of HS-11
in ceremonies held in jacksonville.
lilotida, on IS December ISHS.
Commander Fetber is married to
the former Sherry R. Reynolds of
l-1t'lssoimlle. Florida. They have
tlirt-t' children: Fdie, David and
l.iixi.i
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perating both day and
flight under all weather
Conditions from both air-
jiraft carrier and small boy flight
ticks- the Dragonslayers of Heli-
f1ElSLllJm2lI'lI16 Squadfgn
Play a vital role in carrier
C0pter A
ELEVEN
bilfflfd group defense. The primary
m ' - .
lsslofl of Antisubmarine Warfare
Eilswl, the localization and attack
en .
lish emi' Submarines, is accom-
E0 ted in SH-3H sea King heir-
Pm equ'PPed with an array of
50Pl1istic
afffd sensors. These sen-
SQYS includ
Eng Sonar deployed While hover-
gi a m
Wh. aSUf'flC anomaly detector
lcll d .
tarth'S etects ClISturbances in the
them magnetic field caused by
etal hull Of H Submarine, and
C 21 variable depth dip-
sonobuoys which can detect a sub-
marine's acoustic signature. These
sensors, coupled with the Sea
King's endurance of approximately
4.5 hours and its ability to HIFR
Chelicopter inflight refuelingj from
almost any U.S. warship, make the
SH-3H the most potent airborne
ASW platform in the fleet for lo-
calization and attack. The aircraft's
primary weapons, two MK-46
homing torpedoes carried external-
ly, may be launched in flight or
while hovering with the dipping
sonar deployed, thus enabling the
Sea King to place the weapon in
optimum position to acquire and
destroy its target. In addition to
ASW, IIS-ll also performs Anti-
Sliip Miiftsile Uciense lifxflvifl,
Search and Rescue CSAR Surface
Surveillance Coordination SSC
and logistics movement of mail,
passengers and cargo.
During their deployment on-
board AMERICA during 1985 and
86, the Dragonslayers performed
their mission under a variety of
conditions including the harsh
weather of the North Atlantic dur-
ing exercise "Ocean Safari 85".
With heavy seas, which at times
broke over the bow of the carrier
HS-11 continually searched the
depths to ensure that no opposing
submarines were following the car-
rier. While operating in the Carib-
bean as part of Fleet Exercise I-86
the squadron executed a textbook
night rescue of two downed avia-
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tors and successfully countered
numerous exercise submarines. The
true test for all members of the
ship and airwing came during op-
erations in the vicinity of Libya
when the squadron was called
upon to perform its mission of
ASW and ASMD against a real
world threat. In addition HS-11
was called upon to deploy a de-
tachment onboard the PETER-
SON. Throughout the remainder
of the deployment, the squadron
participated in numerous exercises
with our NATO alliesl In all en-
deavors the Dragonslayers exem-
plary performance demonstrated
the words of their motto DOU-
BLE ONE SECOND TO NONE .
.
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AW2 Blaine K' Hire PM john K' Hoover AT2 Steve M. Marolt AW2 Patrick R. Curry
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AZAN Mark A. Patterson AMEAN Lance A. Ramsey AWAN Bart P' Rfabe AWAN Trevor A. Rhody
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national resolve and firmly estab-
lished national policy.
During May, the Blue Blasters
continued to train and maintain
their high level of combat readi-
ness. Exericse "Distant Hammer"
allowed the aircrew to sharpen
their skills in close air support, day
and night overland low-level navi-
gation, war-at-sea tactics, and live f
inert ordnance drops. Laser-guided
bombs were dropped in Capo Teu-
lada Target, Sardinia, and low-lev-
el navigation sorties were flown
over Turkey. Squadron training
and planning continued through-
out the period.
Injune the Blue Blasters partici-
pated in exercises "POOPDECK"
and "TRIDENTE." This provided
more low-level navigation training,
bombing, plus a long-range mine
warfare exercise.
During july and August, the
Blue Blasters continued routine
training exercises in all mission ar-
eas and maintained a readiness
posture second to none. Aircrews
remained current in all warfare
mission areas, which include day
and night bombing, day and night
low-level navigation, close air sup-
port, war-at-sea, mining, and
search and rescue. Maintenance
personnel provided quality aircraft
and systems unprecedented for this
period in a deployment. Sortie
completion rates and aircraft avail-
ability remained outstanding. Mo-
rale was high as always.
As this deployment ends, Attack
Squadron THIRTY-FOUR once
again proves that with the combi-
nation of talent and expertise, and
the mobility of an aircraft carrier
like AMERICA, the United States
is afforded the versatility and long-
range striking capability which are
not options with land-based air-
craft. Power projection is the pri-
mary mission ofthe A-6 commu-
nity, and Attack Squadron
THIRTY-FOUR remains ready to
carry out the attack.
ommander Richard G.
Coleman was born in
Middletown, Connecti-
cut, on 21 September 1946. He at-
tended Morris Harvey College in
Charleston, West Virginia, where
he received a Bachelor of Science
degree in May, 1968. Commander
Coleman reported to Pensacola,
Florida, as an Aviation Officer
Candidate in October, 1968, and
was commissioned on 7 February
1969. He reported to NAS Saufley
Field and commenced flight train-
ing one week later. He was desig-
nated a Naval Aviator at Beeville,
Texas, in April, 1970.
Commander Coleman reported
to the East Coast A-6 Fleet Readi-
ness Squadron, Attack Squadron
FORTY-TWO, in june, 1970.
Upon completion of A-6 replace-
ment pilot training, he joined the
"Black Panthers" of Attack Squad-
ron THIRTY-FIVE, where he
made extended deployments to the
Mediterranean Sea and Western
Pacific aboard AMERICA. During
the Vietnam deployment, Com-
mander Coleman flew 147 combat
missions, which included the min-
ing of Haiphong Harbor and
"Linebacker II" operations.
In july, 1973, Commander Cole-
man reported to Training Squad-
ron Seven located in Meridian,
Mississippi, where he served as an
Advanced jet Flight Instructor in
the TA-41 "Skyhawk" aircraft. He
served as Visual Weapons Delivery
and Instrument Standardization
Officer.
Following the thirty-month tour
as a flight instructor, he reported
aboard JOHN F. KENNEDY in
February, 1976, where he served as
CCA Officer and Assistant Air Op-
erations Officer. While serving as
ship's company, he made deploy-
ments to the North Atlantic and
Mediterranean Sea.
In june, 1978, Commander
Coleman reported to Attack
Squadron FORTY-TWO for du-
ties as a Fleet Readiness Squadron
Instructor in the A-6 aircraft.
While assigned to the staff of VA-
42 he served in numerous billets
including Assistant Maintenance
Officer, Director of Replacement
Training, Operations Officer and
Executive Officer.
He was next assigned to Attack
Squadron THIRTY-FOUR for his
department head tour, where he
served as Safety Officer and Oper-
ations Officer. During this tour, he
completed deployments to the
North Atlantic, Mediterranean Sea,
and Indian Ocean aboard AMERI-
CA.
In September, 1983, Commander
Coleman reported to Medium At-
tack Wing ONE, where he served
as Readiness Officer and Chief
Staff Officer. Selected for com-
mand shortly after reporting to
Medium Attack Wing ONE, he
completed carrier refresher training
and reported to Attack Squadron
THIRTY-FOUR in August, 1984,
as Executive Officer aboard
AMERICA in the Indian Ocean.
Commander Coleman assumed
command of Attack Squadron
THIRTY-FOUR on 28 January
1986.
Commander Coleman's decora-
tions include two Distinguished
Flying Crosses, nine Air Medals
Cone individual with Combat VD,
five Navy Commendation Medals
with Combat V, the Navy
Achievement Medal, Navy Unit
Commendation, several Meritori-
ous Unit Commendations, and
various other Vietnam Service and
Campaign Medals. He has flown
all models of the A-6 "Intruder"
aircraft from A-6A to A-6E
TRAM and has logged over 4,000
tactical jet flight hours and more
than 800 carrier-arrested landings.
Commander Coleman is married
to the former Diane C. Rocheblave
of Pensacola, Florida. They reside
in Virginia Beach, Virginia, with
their two daughters, Shannon and
Hillary.
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AOAN Gregory Anselmo AQAN Michael Barfield
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ttttclt Squadron l"UR'l'Y
SIX was commissioned
on ljuly 1955 at N211-'ill
Air Station Cecil liield, lllllflllii -15
the first jet attack squadron in
Navy flying the F-8 Panther. The
squadron's nickname, "Clans-
men" originated from Commflmlff
C.A. McDougal, the first Com-
manding Ofhcer, who also initiat-
ed the McDougal Clan Tartan 35
the squadron's insignia.
The squadron transitioned to
the A-4B in April 1958, and I0 Ill'-'
A-4C in August 1960. The Clans-
men won the CNO Safety Award
for 1967, and transitioned to the A-
7B in 1968, becoming the first Cor-
sair squadron to deploy to the
Mediterranean Sea. VA-46 added
to their l.iurt'ls l1'- V'-f"f4"li7 'M'
LN!! Safety Al-'V-lfil -llf-'ll' U' VF"-
tiit- tg-,nit-it Mitt- at-.ai ii. i-ri.
and by surpassing liltf. accident-
free months while setting the N491
single-seat attack aircraft accident-
free lllflht hour record at 25,1508
hours. ln May ol 1971. flu' f-lim'
rnen were sanctioned as the official
llicentennial Squadron for the
Nam.. 1'hu- Q'Q'fC awarded the
ctvo Safeti' Awlfsl fur Wm and
19140, and won the second Battle
"li" in three years in 11141.
ln December, 1982, the Clans-
riien departed for a Mediterranean!
Indian Ocean Deployment, which
was highlighted bv a WCZPUUS
week at Diego Garcia as well 35
three Beacon Flash exercises. VA-
V. -was awarded the Navy ljgptdb
rtortarj, Medal for sen.-ig,-5 m th
1-asterri Mediterranean off the
toast of lebanon
Returning stateside in 'yum'
luv-15, the Clansmen were grltcgcd
to be the first East Cong 5,75
squadron to qmplqy the M'
AGM -H8 Harm missile and asgoq.
ated EW systems, Attack Squadron
H DRTY SIX participated in several
detachments during the turn.
around cycle, including Rooggyglg
Roads, Puerto Rico, Fallon, Neva.
da. and Key West. Florida. In
tember 14155, the Clansmen again
excelled by winning the COM.
LATWING ONE Bombing
November 1985 found the
squadron busily packing up for a
kr Yak ' sh
. x v
S
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S .
y 4
native of Cincinnati.
Ohio, Commander Bob
Klosterman completed
one year at Ohio State University
prior to receiving an appointment
to the U.S. Naval Academy, from
which he graduated in 1969. He
completed jet flight training at
NAS Kingsville, Texas, and at-
tained his Naval Aviator designat-
ed in October 1970. He completed
helicopter transition and was as-
signed to Helicopter Attack
lLightl Squadron THREE, flying
UH-IB gunships in support of
Riverine Forces in the Mekong
Delta of Vietnam. Accumulating
over 440 combat missions, Com-
mander Klosterman returned as a
flight instructor with VT-9 at Me-
ridian, Mississippi, and served as
Director of Training and Opera-
tions Officer through 1975.
Returning to the Light Attack
Warfare mission area, he reported
to Attack Squadron 174 for re-
placement pilot training in the A-
7E in the summer of 1975. After
mastering the skills of weapons de-
livery and carrier recoveries in the
Corsair, CDR Klosterman was as-
signed to VA-86, where he com-
pleted two Mediterranean deploy-
ments aboard NIMITZ while
serving as AvionicsfArmament Di-
vision Officer and NWTOXWQ.
pons Training Officer. Exceptional
performance in Attack Squadron
86 secured him orders back to VA-
174 in the fall of 1978 as an instruc-
tor pilot for three years. ln addition
to teaching new Corsair drivers the
intricacies of the light attack mis-
sions, he held positions in Quality
Assurance, Assistant Operations.
and finally as the Maintenance Of-
ficer, all while attaining his Masters
Degree during weekend and night
classes.
Returning to the VA-86 "Side-
winders" for his Department Head
tour, he held both Operations and
Maintenance Departments during
two or more Mediterranean de-
ployments, and became the first
pilot to achieve 6119 arrested land-
ings aboard NIMITZ. This partic-
ular period in the "Sidewinder"
history saw them win recognized as
Light Attack Wing ONE's Mainte-
nance Department of the Year and
the 1982 COMNAVAIRLANT
Battle
CDR Klosterman screened for
command in the fall of 1182, and
took the helm of Attack Squadron
-to in january of N56 after a year
and a half as the Executive officer.
With a wealth of knowledge and
experience as his leadership foun-
dation, "Clansman One" led bv ex-
ample and guided the squadron
through both a demanding work-
up cycle and challenging Mediter-
ranean deployment. accomplishing
enviable goals of performance. His
pace-setting demands ensured the
letter -perfect execution of VA -46's
Harm support mission during the
15 April 1'X'l61oint service strike on
Libya. Following his lead. the
Clansmen won numerous deplov-
ment awards, including the Golden
Wrench Award for m.iintt-nance
excellence. the Landing Dt-rhv for
SUP'-'fl' carrier .iirm.tnship, .ind the
llomhing Detliv for superior deliv.
ffl' .lk'k'lll'.lLiY.
VA -46
In january 1986 Commander
pression for a joint services strike
"No-Notice" exercise aboard 5-84. Following turnover with EN- , I
AMERICA. The Clansmen
achieved Initial Operational Capa-
bility with Harm during this exer-
cise, the first such capability for the
armed forces of the United States.
In February, 1984, the Clansmen
were busy back aboard AMERICA
for a highly successful TYT-Ilf
TYT-IIIfOperational Readiness
Evaluation. After a brief POM pe-
riod, Attack Squadron FORTY
SIX deployed onboard AMERI-
CA, and participated in the de-
mandingjoint Air Force-Navy Ex-
ercise OCEAN VENTURE 84.
From there it was through the
Suez Canal and into the Indian
Ocean. In july the Clansmen par-
ticipated in exercise Beacon Flash
TERPRISE, the Clan once again
transited the Suez Canal to the
Mediterranean Sea enroute to par-
ticipating in the NATO exercise
Display Determination. After turn-
over with EISENHOWER, it was
home to NAS Cecil as the deploy-
ment ended.
The Clansmen went aboard
AMERICA in MAY, 1985, for a
two-week REF'TRA, and then
again in july for Phase 1Af1B. In
August the Clansmen went to sea
to participate in the multinational
exercise OCEAN SAFARI 85. His-
tory was made with the first flight
operations ever from a carrier in-
side Vestjord in the Norwegian
Sea.
Bob Klosterman relieved Com-
mander Dean Hendrickson as
Commanding Officer and the
Clansmen returned to AMERICA
to participate in FLEETEX 1-86 in
the Caribbean Sea, and fired the
first warhead AGM 88 Harm mis-
sile against the "Conoga" at-sea
emitter in the Vieques Mobile Sea
Range. The shot was a direct hit
and destroyed the target.
After a two-week POM period,
the squadron deployed on 10
March to the Mediterranean Sea.
Immediately tasked to support na-
tional policy, the Clansmen flew
sea power control missions during
operations in the vicinity of Libya,
and provided valuable SAM sup-
against Libya on the morning of 15
April, firing the first AGM 88
Harm missiles in support of a
combat strike.
Participating in exercises DIS-
TANT HAMMER, TRIDENTE,
POOP DECK, NATIONAL
WEEK, and numerous Air Wing
exercises, the Clansmen flew over
1200 sorties and 2700 hours at an
unprecedented 9.671 sortie com-
pletion rate. They were proud to be
an important member of the great
CVW-1fAMERICA team during
al memorable deployment.
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greatest challenges the squadron
faced was operating in the North
Atlantic during exercise "Ocean
Safari". During that exercise, the
Bluehawks launched 321 sorties,
scoring a 100 percent sortie com-
pletion rate. Despite very cold
weather conditions that included
visibility often near zero, ceiling
less than 200 feet, and a pitching
flight deck, VA-72 met every op-
erational commitment. The squad-
ron received top carrier landing
honors, winning the Golden Hook
award with an unbeatable average
of 3.57.
In December the Bluehawks
logged their sooth flight hour in
calendar year 1985. Tl'1iS WGS the
second consecutive year that the
squadron achieved this milestone.
Since the beginning of the de-
ployment, our biggest highlight to
date was operating in the Gulf of
Sidra in defense of our national
interests. It was a pleasure to test
our motto of "NO NOTICE -
NO PROBLEM".
During the development, our
sortie completion rate was an im-
pressive 99.8 percent, and the
squadron logged three years FOD-
free. In july, VA-72 received the
Golden Tail Hook award for the
fourth consecutive line period with
a landing grade of 3.55.
CDR Stewart considers the high
morale and professional leadership
throughout the squadron as the
reasons why the Bluehawks con-
tinue to set the standard for excel-
lence.
CDR Gordon G. Stewart
ommander Gordon G.
Stewart was born in To-
ronto, Canada, and be-
came a naturalized United States
citizen in july, 1965, at Los Ange-
les, California. After graduating
from UCLA in june 1968, he en-
tered the Naval Service as an Avia-
tion Officer Candidate in Pensaco-
la, Florida. Commissioned in
january 1969, he commenced flight
training and was designated a Na-
val Aviator in April, 1979, at NAS
Beeville, Texas.
Upon completing initial training
in the A-75 Corsair, CDR Stewart
reported to the Fighting Redcocks
of Attack Squadron 22. Serving as
the Personnel Officer, Administra-
tive Officer and Quality Assurance
Officer, he made two WESTPAC
deployments aboard CORAL SEA,
flying 126 combat missions.
In December, 1973 CDR Stewart
reported to Training Squadron
FOUR in Pensacola, Florida, for
duty as a basic jet flight instructor.
In july 1975 he became the Stan-
darization Officer for Training Air
Wing SIX, where he was also a
member of the initial T-2C flight
simulator acceptance team.
Returning to sea duty in july
1976, CDR Stewart reported to
KITTY HAWK for duty as Cata-
pult and Arrestmg Gear Officer
After participating in an extensive
carrier overhaul in Bremerton,
Washington, he again deployed to
WESTPAC.
In july 1978, CDR Stewart re-
ported to Fighter Squadron 126,
based at NAS Miramar. In addition
to qualifying as an adversary pilot,
he was the program manager for
T-2C Out-of -Control flight train-
ing, amassing over 2000 upright
and 500 inverted spins.
After completing A-72 refresher
training, CDR Stewart reported to
the Waldos of Attack Squadron 66
in February 1982. Serving as Main-
tenance Officer and Operations
Officer, he completed two Medi-
terranean deployments aboard
DWIGHT D. EISENHOWER. In
November 1984, CDR Stewart re-
ported to Attack Squadron 72 as
Executive Officer, and assumed
command of the Bluehawks on 3
May 1986.
CDR Stewart's awards include
ten Strike Flights Air Medals, eight
Navy Commendation Medals with
Combat "V", and various Unit
Campaign Awards.
His vivacious and lovely wife is
the former Nanci Carole Grison of
Daytona Beach, Florida. They re-
side in Orange Park, Florida, with
their children: jeffrey, Susan, and
Grant.
CDR Gordon G Su-war! CDR 'I H Xl 4.2.:rQ If UF '-7 'I' 5 U ' "' "1 " ' "
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VA - 23
native of Nlission, Texas,
Commander l.iehe grad-
uated from the l'nivt-rsitv
of Houston in 1968 with a Bache-
lor's Degree in Business Adminis-
tration. He entered the Navy in
july of the year through the Avia-
tion Ofhcer Candidate lADCl
Program, and was commissioned
an Ensign at NAS, Pensacola, fflor-
ida, on 21 March 1969. Following
this initial training, he attended the
Combat Information Center
Course at Glynco, Georgia, where
he received his designation as a
Naval Flight Officer in December
1969.
Commander I.iebe's first opera-
tional assignment was a split tour
that began in january' 1970 with
Airborne Early Warning Squadron
ONE fVW'-11 and Fleet Air Re-
connaissance Squadron ONE
QVQ-11, both based in Agana,
Guam. 1'pon competion of this
tour of duty in March 1972, Com-
mander Liebe reported to Com-
mander, Operational 'fest and
Evaluation Force, Norfolk, Virgin-
ia, where he served as a Project
Officer for Surface Radar Systems.
ln january 1975, Commander
Liebe reported onboard FORRES-
TAL as Electronics Warfare Offi-
cer, where he completed two de-
ployments to the Mediterranean
Sea. Obtaining qualifications as
Tactical Action Officer, OOD l'n-
derway, and serving as the Sea and
Anchor OOD, he earned designa-
tion as a Surface Warfare Officer
on 7 March 1977.
Commander l,iebe then reported
to Carrier Airborne Early Warriing
Training Squadron 120 at NAS,
Norfolk, Virginia, in April 1977,
for transitioning to the li-JC and
received orders to RVAW-120 for
a two-year tour in September as an
NEO lnstruttor ln -liily 1979, he
reported to Carrier Airborne lftirlv
Wartiiiig Stiuatlroii 126 and made
tleployriients to the Metlitt-rrarieaii
Sea .intl liiiliaii flu-.iii oiilvmril
-lfllllbi l' Kl'NNI4lJY Xvliili' .is
'slifIlt'tll1iVAWf l,'fi lil' 'sKlXlil ,ix
tlir' fXfl.iiiitt'ii.iiiir flllii ii 'Xiliiiiiiin
ll.ilIN' fllliifi.iii-ll1iifi.ili--it11'
l
1, '
ficer.
fiollowing a tour at Armed
Forces Staff College, Commander
Liebe loaned the "World famous
SCRfiNX'l'OPS" Of VAW-125 as
Executive Officer on 14 Mai l'l-N.
and became the lotli Commanding
Officer on ll Noi.-eniher lil-4-1
Among the numerous awards be-
stowed upon him are the Air Med-
al, Navv Commendation Medal,
Navy' Achievement Medal, and
several unit and Vietnam Service
Awards.
KUR Xl illtairif lrrfvt
fini W lk-iitiis llolfrfoiil,
hef or:i:1'.ar'.d::1,j4 Nfztefol
VAX! .ljil --ifzetu-:se
hltrriiti as Nl Rfverlif YP
UNI' ,is Q IDR Xl llefzrz-. Hoi-
brinih Shaper! ff-iifif-wa. 1-mb. The
reins or the Seseinops from f DR
Hill hehe orz 25 Klan during
the f izange ol I ortznzaszti teremo-
nies in C antics, frame I UR ffoi-
hro-ik hails from Asha:-.sas, and
entered the Nav. :ft 1141 llc lv:-
gan has fixing career at Y I'-1 :ri
Perisatola, florida, t--:irimiing
through lu YI'-:Hint ivf?XLSl?1flS-
ti, where he reteiveti figs wings an
lsfo CDR ll--lbs--ia szaszeti his
operational taree: --zz the West
foast with YAXITZU- where he
flew over IMD combat stiptu-rt sor-
ties during two tiegiQ.w,::ierits hr
Southeast Asia ah-'ard l UXSlif'l,-
l..'K'l'lUN In 19'-1 ize qi-:tied
VAX! -llll, the Wes! f--as! s 1'-I
fflllllllg sqtiatftiin Alter a sazttess-
fiil tout of training new l paints,
fluff lftrlhtixrh fcpnftctl I-if YYY-
.' in Miramar, falifotzzaa, as Ati-
iiiinistratixe f Water, where he tran-
sitioned to the :X-'l' it-:xa:r ll
lfollowirig a Western Patilzt .le-
plovment aboard R.-XNUIR, he
returiietl to l'eiisatola :ix l9'9 as a
flight instruttor in the lff liiitk-
exe .intl 'lf K9 Salwreliiier with Yl-
lll lli l'l'4.', CDR llollif----it re-
turned to the 1 ti-iiiiiiuiiits,
.issigiietl on the Xli-tr timer' with
YAXWL -ll' .ilioartl l N11 lil'RlSl
ilillffi' lit' scrstxl .is Nl.iiiiteiiaiite
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. i..,.. .xii
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it-nil-ti Dwi! t iiiq ii.. C,-
it'lXttl 'lit i',ii,',- -,-., f-i
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AW-123, known as the
Screwtops, is a squadron
comprising twenty-five
officers, 130 enlisted personnel,
and four Grumman E-2C Hawkeye
aircraft. Originally intended to
provide Airborne Early Warning
CAEWD and Combat Air Patrol
QCAPJ control services to a carrier
battle group against approaching
hostile aircraft, the mission of the
squadron has evolved over the
years since its commissioning in
1967. Its charter now includes
command, control and communi-
cations CC3j, surface surveillance,
strike aircraft control, electronic
sensory measures QESMD support,
air traffic control, search and res-
cue CSARD support, over-the-ho-
rizon-targeting QOTH-Tj and
sundry other missions, in addition
to a long list of services performed
by the versatile E-2C, its aircrew,
and the men. who keep it flying.
This versatility was nowhere
more aptly demonstred than dur-
ing Operations Prairie Fire and El
Dorado Canyon, when "Screwtop"
E-2Cs proved C3 and CAPfstrike
aircraft control services to a force
of over thirty U.S. Navy warships
and 250 aircraft from AMERICA,
SARATOGA, and CORAL SEA
battle groups operating in the Gulf
of Sidra. Our crews provided key
control, which contributed to the
heavy damage inflicted upon an
SA-5 missile site at Sirte, Libya,
and successful attacks against two
hostile Libyan guided missile pa-
trol boats, one of which was sunk,
the other damaged.
The threat to U.S. forces at sea
is constantly changing. To meet
this threat, new or improved weap-
on systems and new and innovative
tactics for employing them must
be continuously introduced.
Whatever path this constant pro-
cess of development takes, VAW-
123 and other E-2C squadrons will
find themselves at the forefront of
battle group tactics. The Screwtops
have been fortunate to play a lead-
ing role in part of this process, and
will continue to offer the battle
group commander and embarked
air wing the best possible tactical
picture.
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7
VF -33
ommander Craig "Philly"
Hoffman, a native of
Wayne, Pennyslvania.
graduated from Denison Universi-
ty and was commissioned on 2-3
May 1968 at the Naval Officer
Candidate School, Newport,
Rhode Island. He received his
wings on 20 March 1969 at the
Naval Air Technical Training Cen-
ter Glynco, Georgia, and reported
to VF-121 for F-4 replacement
training. Commander Hoffman
then reported to VF-92 and accu-
mulated over 150 combat missions
in Southeast Asia aboard CON-
STELLATION and AMERICA.
Following a tour at VF- 121 as a
flight instructor, Commander
Hoffman transitioned to the F-1-1
Tomcat at VF-124 and, while as-
signed to VF-32, participated in
the introduction of the Tomcat to
the Atlantic Fleet. He then served
tours at NMPC as detailer, VF- 1113
and as Chief of Staff Officer to
Commander Fighter Wing UNF.
Commander Hoffman returned to
AMERICA with his assignment to
VF-S5 in October 1983.
Wliile under his command, the
Starfighrers received the Meritori-
, . , ,
ous l-nit Cornrnendation lor par-
tir ipation in Ocean Safari 'HS in the
North Atlantic and Norwegian
Sea
'-I'lilil'syt'.ir,frrii1rri.ilitlt'rllnlllllali
CDR t RAIL V. lltlllh-IAN
has led the squadron through its
most illustrious deplof,-rnent in re-
cent rnemorv. VF-is received the
Navy l'nit Cfornrnendation lor
OV1. UPS lll in March H11 ln April
1986, the Starhghters returned to
the Gulf of Sidra and llew HAR-
CAP in support ol the air strrlses on
Libya. The Starhghtersi perlor-
mance remained stellar throughout
the deployment, meeting all opera-
tional tasking while parm iparing in
numerous NATO exercises and
Tripoli I-'IR operations
'lihroughout these high-tempt,
operations, the squadron has main-
tained a high state ol salett and
readiness, at one point flying N128
consecutive scheduled sorties
without an on-deck ahort, enroute
to a 99.7','i'i sortie completion rate
Witli continued "All hands" ern-
phasis on .isset preservation .ind
FUD prevention, VF-is has re-
mained Ff DID-free lree sint e Marr h
IVHS, through over H100 hours ol
flying. In addition to the niant
squadron athievernents tlus de-
ployment, Ciornniander lloHni.in
had added to his .ilreadv iinpressixe
flight retoril, with niore than sooo
total flight hours lover .'tXXJ loin
tat hoursl, .ind over lstll thot-i
landings in his rarer-r C DR lloll
inan lixes in Virginia Iii-itli with
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LT james A. Firanzi LT Michael D. Hamele LT P
aul I. Kobs LT john T. Lindgren
LT Greg N. Luttrell LT john C. McCabe LT Mark P. Molidor LT Luke R, Parent
LT Thomas Reitmeyer LT Daniel Schlickenmeyel. L1-'Russell W. Scott LT Dennis R. Sorensen
X w
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LT Bradford H. White LT john Ziegler
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ADC Robert P. Frank
AMHC Thomas G. Johnston
AMEC Gfffafd T- Murphy AQC Lance A. Van-Allen AO1 Shawn D. Anderson PN1 Alexander B. Avendano
AMS Randall D- Barber AZ1 TJ. Bayman AO1 Eugene Butler A01-Ieffrey A. Q1-aighead
AD1 FYHUUS E- D0UdUffY AO1 Richard A. Elkins AD1 Thomas E. Gaynor AT1 Thomas R- Griffin
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ATAN Howard Sipple AN Bryant A. Teetor
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AA Craig R- Mohler AQAA Michael L. Rohr
ATAN William R. White AA Tracy B. Bell
ADAA Tracy jeffcoar AMSAA Davood S. Kandalaji
AA I-LL, Rogenbel-get AA Chris W. Sullivan
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4
VF-10
CDR Mike Lyle
omrn.rnder'john M l.vle
was horn .ind raised in
Sparta, llhnors, .ind grad-
uated with a Bachelor ol Science
from Southern Illinois l'niversrrv
lle entered Naval Aviatron Uflicer
Candidate school and was com-
missioned an linsign in Mai' 1902.
and received his designation as
Naval Flight Officer in December
IKXH.
After completing lf--I readiness
training with Fighter Squadron
mi figs. L, ,
if ii 'f' X -
v 'fog tml it
Drumming r i e i
A ' til? T v in ' : . l?l1illdi Q 4 'xl i.
A Q 2, J' gawk
UNI lll 'xlrltlll 'V'-l '
riiifrf-.Q 'ii lzylfff 'N'i.A-1""
Iril iriiix V' va-'f'-'f' 'H'
Ile their r:..i-lf .Nlf-.. f..a,.f-I.. .
. i.: rr 1 . Al,-
Vlril,lll!'lllS Alknllil If l Ll .N
Nl-HY
lri August 1'1'4, he F'f"1f'f'Ilf'1l fi
NAS Nlrrarriar vslirre hr purge.
l lKlllCf Nruarlriirr l 7Nl' lui l N l N
H ll 'R .rs .uri irisrrur r-rr :rr rhe l H
'lorriur In -l.uiu.ir'. l'l'I-, he rr
turned ro NAS Ummm tw mfr--
dnce the 'lormat to the lust f on'
l ll-I Readiness 'l raining 'S-irudrorz
lighter Sqtudrorr Ufil' lll 'N
l5Rl'IJ UNI'
ln june lv", he reported r-
lrghter Squadron lUl'l'l'Y Uxl'
During his tour he served n .Nd
rninrstr.uri'-e, 4 Ypeurr- ins and Main
terunce Utticer
llf wa1"f'11t ,Hr ,w,u, 'U
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:.:'.rs llc Alvr served n the
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UN! Hl NIJRHJ UNL he re.
gllfffml to lighter aiuldlljfl UNE
lll NURHJ 'Ivo as lixecumg
Unit ef rn Much 1444 lie Assumed
rozrifvzmd or fighter Squadron
UN! lll'NlDRl'lJ TWU rm rg
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Commander Lyle's decorations
include the Meritorious Service
medal, Navy Commendation Med-
al, and Meritorious Unit Commen-
dation. '
Commander Lyle is married to
the former Linda Cronin. They re-
side in Virginia Beach, Virginia.
he Diamondbacks were
born on 1 july 1955, when
VF-102 was commissioned
in jacksonville, Florida. The first
aircraft to carry the distinctive Dia-
mondback markings was the Mc-
Donnell FZH Banshee, a single-
seat, twin-engine fighter-bomber
which carried 4 ZOMM cannon in-
ternally.
The first cruise began when the
Diamondbacks took their Ban-
shees aboard RANDOLPH in july
1956, journeying to the Mediterra-
nean Sea. After returning from de-
ployment, the squadron traded in
their Banshees for the Douglas F-
4D-1 Skyray. The Skyray carried
four ZOMM cannon internally and
the AIM-9B Sidewinder missle.
The squadron's outstanding per-
formance in the Skyray resulted in
VF-102 being AIRLANT's entry in
the 1958 "All-Navy Weapons
Meet" in El Centro, CA.
After a final cruise with the
Skyray onboard FORRESTAL in
1960, the squadron began transi-
tion to the F-4B Phantom at their
new home at NAS Oceana, Virgin-
ia Beach, Virginia. The Mach II
capable Phantom was manned by
both a pilot and Radar Intercept
Officer CRIOD, with a missle-only
weapons load for air-to-air mis-
sions. This was the beginning of a
twenty-year association with the
Phantom. Highlights of this period
were participation in "Operation
Sea Orbit", the first Nuclear Task
Force circumnavigation aboard
ENTERPRISE, winner of COM-
NAVAIRLANT Battle "E"s in
1964 and 1966, combat operations
off Vietnam in 1968, Meritorious
Unit Citation in 1970 for thejorda-
nian Crisis deployment, and cross-
deck operations aboard HMS
ARK ROYAL in 1975 and 1978.
The Diamondbacks bade fare-
well to the Phantom in june of
1981, after returning from an Indi-
an Ocean Cruise onboard INDE-
PENDENCE. During that summer,
the squadron began transitioning
to the Grumann F-14A Tomcat.
The Tomcat's design provides the
pilot and RIO with the most for-
midable air-to-air radar and weap-
ons system ever devised. The prin-
cipal feature of the long-range
AWG-9 radar is its multiple-
launch-capable Phoenix missle
system. The Sparrow and Side-
winder missile, along with the six-
barrelled, ZOMM vulcan cannon it
carries internally fill out the Tom-
cat's weapons suite. Regular deliv-
eries of Tomcats began in january
of 1982 as the squadron prepared
for deployment onboard AMERI-
CA. With the arrival of the Tom-
cat, the Diamondbacks also re-
ceived a new mission in addition to
the traditional fighter role, that of
photo-reconnaissance. VF-102 be-
came a TARPS QTactical Air Re-
connaisance Pod Systemj Fighter
squadron capable of performing
both roles. Adapting to the new
mission, the squadron received the
East Coast Tactical Reconnais-
sance Trophy for TARPS excel-
lence for 1982-1983, and swept first
place in Maintenance, Intelligence
and Aircrew performance in the
VF-101-sponsored Photo Recon-
naissance Derby in August 1983.
The fighting Diamondbacks
spent much of 1985 and 1986 un-
derway onboard AMERICA. The
highlights of 1985 came in the
North Atlantic when the squadron
participated in Operation Northern
Wedding, a multi-national NATO
exercise in which the Diamond-
backs flew against a variety of air-
craft, as well as conducting inter-
cepts against Soviet bombers.
The deployment of 1986 began
on 10 March 1986, as the squadron
flew its twelve P-14 Tomcats
aboard AMERICA.
After a speedy transit of the At-
lantic Ocean, the squadron arrived
in the Mediterranean Sea to com-
bine forces with SARATOGA and
CORAL SEA. The assembly of
these U.S. combatants joined
forces to become the largest task
force since World War II.
The aircraft carriers conducted
Freedom of Navigation Operations
north of Libya, and aircraft rou-
tinely flew below the so-called
"Line of Death". On March 24th
Diamondback aircraft were fired
on by Russian-built surface-to-air
missiles from Sirte, Libya. Later
that same evening more SA-5
SAMS were fired. Also, Libyan
surface ships fired at VF-102 air-
craft that were on station perform-
ing their combat air patrol CCAPQ
mission.
The Diamondbacks played an
integral part in the widely publi-
cized April 15th raid on Libya. The
Tomcats had the mission of pro-
viding cover for the Air Force F-
111s that bombed Tripoli.
During the month of May, the
squadron was involved in opera-
tion "Distant Hammer". VF-102
aircraft flew a variety of missions,
including dogfighting with Italian
F-1045, Turkish F-4s and F-5s, as
well as air-to-ground gunnery,
june found the Diamondbacks
engaged in exercise "Poop Deck"
with Spanish forces. Not only did
the pilots and RIOs get invaluable
training fighting against Spanish
Mirage aircraft, but they also en-
gaged US Air Force F-16s sta-
tioned in Spain. The squadron also
flexed its picture-taking muscle by
escorting Air Wing attack aircraft
on bombing raids and taking BDA
Cbomb damage assessmentj pho-
tos.
The second half of the cruise
was less exciting for the Diamond-
backs. The squadron flew a variety
of missions to stay current in all
phases of training. The aircrew
flew sorties to stay proficient in
ACM Cdogfightingj, air-to-air and
air-to-ground gunnery, TARPS
reconnaissance, and ship's service
hops, allowing them to control air-
borne intercepts.
A high point came on the 26th
ofjuly. Two Diamondback aircraft
participated in a missle shoot. Both
jets shot AIM-9 sidewinders at
flares, resulting in direct hits.
As the cruise came to a conclu-
sion, the men of VF-102 anticipat-
ed the long transit across the At-
lantic. The squadron flew its
Tomcats safely back home to NAS
Oceana on 09 September, and the
ship arrived pierside on the Tenth.
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