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VOL. 5| ISSUE 6 DEC 11, 2016
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Who’s Drivin
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in this issue: 14
NIMITZ NEWS Capt. John Ring Commanding Officer Capt. Todd Marzano Executive Officer CMDCM Jimmy Hailey Command Master Chief
Media Department Lt. Cmdr. Theresa Donnelly PAO Ens. Meagan Morrison DIVO Chief Ahron Arendes Media LCPO PO1 Porter Anderson Media LPO PO2 Jimmy Cellini Production ALPO PO2 Andrew Price Creative Lead PO2 Holly Herline Phojo WCS SN Emily Johnston Lead Designer
NO MATTER THE COST: The sacrifices and heroic stories of the Sailors that lived through and died during the attack on Pearl Harbor continue to provide those who serve today with a true example of honor, courage and commitment.
PO2 Mark Brison PO2 Jose Hernandez PO2 Jesse Gray PO2 Siobhana McEwen PO2 Ian Zagrocki PO3 Chad Anderson PO3 Samuel Bacon PO3 Kenneth Blair PO3 William Blees PO3 Eric Butler PO3 Colby Comery PO3 Marc Cuenca PO3 Deanna Gonzales PO3 Austin Haist PO3 Lauren Jennings PO3 Erickson Magno PO3 Weston Mohr PO3 Liana Nichols PO3 Bethany Woolsey SN David Claypool SN Cody Deccio SN Cole Schroeder SN Leon Wong
04 WHO’S DRIVING THIS THING?: Have you ever wondered who is responsible for navigating more than 5,000 Sailors and 90,000 tons of steel across the world’s oceans in support of naval operations? Read more to find out about the team that drives this ship.
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WHAT DOES IT TAKE TO DRIVE A 90,000 TON U.S. WARSHIP FOR A LIVING?
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who is driving this thing?
the quartermasters
COMPASS: AN INSTRUMENT FOR DRAWING CIRCLES AND ARCS AND MEASURING DISTANCES BETWEEN POINTS.
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Since the formation of the United States Navy in 1775, the progression made to the capabilities of the Quartermaster, and their ability to navigate the sea, has made nautical voyage more accurate and precise than ever before while still maintaining the methods used for centuries. Long before the days of metal hulls and turbine-driven propulsion, Sailors worked to develop a means of accurate navigation through vital water ways and open ocean. Without electricity or satellite communication they had to utilize nature, human intuition and fundamental mathematics. Navigational techniques utilizing celestial objects, land markers and chart displays, all developed millennia ago, remained the primary means of determining course and locations up until the past quarter-century. “I’ve seen the tools and techniques we use to navigate change just in the 21 years I’ve been in the Navy,” said Senior Chief Matthew Searer, the leading chief petty officer in charge of Navigation Department aboard USS Nimitz (CVN 68). “When I first came in, celestial navigation is all I did. I would use a story by sn cody deccio
SEXTANT: AN INSTRUMENT USED FOR MEASURING THE ANGULAR DISTANCES BETWEEN OBJECTS AND ALTITUDES.
What does lineage mean to you? What do you know of your family history? Did its past live alongside records in a great war? Or perhaps it was chronicled as part of some great voyage. What if your family history was one as old as time itself? The term, “quartermaster” goes back centuries, but its practices date back eons. Over millennia, generation after generation have used trial and error, innovation brought forward by necessity to shape the art-like science that is nautical navigation. As time progressed, the pillar of efficiency and accuracy has been erected taller, but the foundation on which it stands remains petrified in salt, cemented as a symbol of its humble beginning.
marine sexton and just the stars, the moon, the sun and algebra to do what Global Positioning System (GPS) does now.” The past couple decades have seen the rise of GPS navigational programs. Coupled with other modern technology, accurate nautical navigation has become quicker than ever before. “Today we primarily use Voyage Management System(VMS),” said Searer. “It’s a computer navigation system that takes in GPS and gyro inputs to provide an electronic navigational chart. A majority of navigation is done through mathematical equations and VMS is able to do that for us very quickly. This system allows us to compute accurate coordinates very quickly, while at the same time eliminating the huge amount of paper we needed before to print navigational charts.”
robert brown the seaman
jonathan baker the supervisor
matthew searer the senior chief
Innovation has simplified many complex processes and made it easier for humans to accomplish what would have been dangerous and almost impossible centuries earlier. While these tools are very useful and give navigators a step up, there is a resurgence of tried and tested techniques from the past. “In the world we live in today where technology, especially in the field of electronics, is changing so rapidly we need to keep in mind how susceptible our tools are,” said Searer. “Today, countries are developing technology that can tap into our GPS and it’s obviously a huge issue if your enemy knows exactly where you are. While there are strategic reasons why it’s important to maintain trained navigators, there are also safety reasons. “There are times during crucial evolutions like underway replenishments, or special anchor detail when there would be catastrophic consequences if our computer systems gave out,” said Petty Officer 1st Class Jonathan Baker, Nimitz’ assistant leading petty officer for Navigation Department. “VMS provides a great cruise control for our ship, but it can’t adapt and make split second decisions. That’s why the human element is still so important even though we have electronics. If you look at the past and present of navigation you will find they have a distinct difference in the utilization of GPS and other electronic instruments. Look a little closer though and you will find they still have much in common. The mathematics and key fundamentals that make navigation possible are still very much the same. The tools used today are a powerful asset that allow us to navigate accurately and seamlessly, but every navigator is still responsible to their roots and must be able to manually chart the sea. While the methods for navigation have been subject to change, the fundamentals still keep Sailors anchored to their past. The future will always bring with it innovation, but Naval traditions keep history very much alive. Since the inception of the United States Navy, the quartermaster has been at the forefront of navigation, paving the way for those to come, preserving a naval lineage rich in tradition and honor. 007
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the gator
When Cmdr. Steve Froehlich wakes up in the morning on board the aircraft carrier USS Nimitz (CVN 68) he is one of the few people who, without scope or radar, knows where the ship is, or at least where it should be. Froehlich is Nimitz’ Navigator, or Gator for short. Balancing the responsibilities as the head of the Navigation Department as well as mission critical operational demands, Froehlich’s work begins long before the ship even leaves the pier. In the weeks leading up to an underway, Gator charts the intended course for the vessel in question. Working around navigational hazards and making sure the ship is sailing into, and staying in, safe water. “Really you start by finding the most applicable charts,” said Froehlich. “I say charts, but today we use Voyage Management System (VMS) a software based navigation system. We pick the chart to get from point A to point B that ensures we have the best level of detail for the transit we want to take.”
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While underway, the Gator oversees the day’s operations from the bridge, his chair only feet away from the commanding officer’s.
Story by po3 kenneth blair
COMMANDER FROEHLICH SITS IN THE COMMANDING OFFICER’S IN-PORT CABIN, ASIDE A CHART OF THE MIDWAY ISLANDS FROM THE 1940S. PHOTO: SN CODY DECCIO
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After finding the correct chart, Gator then uses navigational aids or landmarks to tell the space positions relative to the ships location on the chart as well as the globe. This gives Froehlich and his team the information necessary to tackle the next step of the charting process, the time speed distance aspect. “The key to navigation is keeping Nimitz in safe water and knowing precisely where we are and where we are going to be at any given time,” said Froehlich. “Although it may be fun, it’s not a pleasure cruise. We have to be at specific places at specific times. Once we have the track laid down and know the distance of our route, we can ensure that we arrive on time.” Though this is Froehlich’s first time as a Navigator on board a ship, he is no stranger to the basics of navigation. During his time as an aviator, flying SH-60B and MH-60R Sea Hawk helicopters, he became familiar with charts and compasses. “In a lot of ways it’s the same but there are ways that it is different,” said Froehlich. “The last time I was exposed to surface navigation was on board USS Juneau (LPD 10) from 2004 to 2006, I was deck qualified there, but it was less navigation and more driving the ship.” To become a navigator on board, Froehlich attended four months of training at the Newport, Rhode Island Surface Warfare Officer School. While there, he learned surface navigation, advanced navigation and advanced ship handling. Training didn’t stop there for Froehlich though. “There was a lot of on the job training once I got here,” said Froehlich. “The turn over process was a good 30 days plus or minus, getting exposure to and getting to know the rest of the team, and seeing how Nimitz does business. Training Availability and Final Evaluation Problem (TSTA/FEP) have been a great opportunity to see how Nimitz operates.” With TSTA/FEP and Nimitz’ basic training phase at a close, Nimitz can turn its sights towards a 2017 deployment. Froehlich and his team stand ready to tackle any operational task the Nimitz might encounter.
“The key to navigation is keeping Nimitz in safe water, and knowing precisely where we are and where we are going to be at any given time.” Cmdr. Steve Froehlich, the Navigator, must lay out the ship’s intended track days or weeks before getting underway.
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the steering team
The responsibility of steering a U.S. Navy warship falls on a three-man team. This small crew consists of a conning officer, helmsman and lee helmsman. Each working together to safely and seamlessly maneuver their ship through the world’s water ways. The conning officer acts as the ship’s eyes, giving course and speed change, while the helmsman pilots the vessel and the lee helmsman adjusts power output from the turbines. Together, the three are responsible for the ship, her crew and their mission.
II. LEE HELMSMAN/ HELMSMAN
ens. colleen wilmington
I. THE CONNING OFFICER NIMITZ NEWS: What is the purpose of the conning officer? ENS. COLLEEN WILMINGTON: The conning officer is responsible for driving the ship. Yes, the OOD is overall responsible for the ship as a whole, but he has to be able to look after everything. While the OOD is overseeing flight operations or navigation, the conning officer keeps their eyes pointed strait forward to make sure the ship is safe. NN: What are some precautions to take before assuming the watch? CW: It’s very important to be as rested as possible before going up. When you’re on
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watch you can’t take your eyes off the water for a second. You’re driving 90,000 tons through the water and any mishap has the potential to be very dangerous. NN: How is driving an aircraft carrier different than other Naval vessels? CW: Everything on our ship is bigger so there’s just that more potential to get someone hurt or cause a lot of damage. Every command needs to be exact and everyone needs to be listening. NN: Can you describe a time when there is an exceptional amount of pressure on the steering team? CW: Every time we come through the (Rich Passage) we need to make an S pattern to get out. If we were to lose rudder control we would run the risk of running aground in minutes. That’s why we post extra watch standers in emergency steering. If that were to happen we would immediately contact emergency steering and get rudder control.
PO3 christopher hill
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NIMITZ NEWS: Why are the helmsman and lee helmsman split into two different positions? BM3 CHRISTOPHER HILL In order to maximize efficiency, the helm is split into two positions. While the helmsman focuses on steadying course and direction, the other can focus on speed and engine capabilities. At any given time if we have a malfunction with our propulsion the lee helmsman can communicate that to the conning officer while the helmsman just concentrates on steering the ship. NN: Why is the helmsman position almost always stood by Deck Department personnel? CH: Traditionally, Boatswain’s Mates were deck hands and manned all the watches on the ship, to include lookout and helmsman. As time progressed several of the watches got turned over to other entities like ops, with their radar systems, and navigation, but steering the ship has still stayed primarily a deck watch. NN: Why does the helmsman repeat back all commands from the conning officer? CH: Repeat backs let the conning officer know that the helmsman heard the correct order and complied with it. For example, the conStory by Sn cody deccio
ning officer would give the order, ‘all engines ahead flank, 125 RPM’ and the lee helmsman would respond with ‘all engines ahead flank, 125 RPM indicated and answered for’. NN: How does the helm interact with the ship to change speed? CH: When the lee helmsman is given the order for a speed change they will input all the information electronically. That message then travels down to throttle one and throttle two down in reactor, personnel down there read the information and send up confirmation of the change. seaman gabriel meredith
III. THE MASTER HELmSMAN NIMITZ NEWS: What is a master helmsman? SN GABRIEL MEREDITH: A master helmsman is not only trained on how to work the helm, but is also able to elaborate on and understand all the different components that go into driving the ship. They are primarily utilized
when doing special evolutions where there is a high amount of risk, like during underway replenishments or pulling in and out of port. NN: What are the responsibilities of the helmsman? GM: The helmsman’s primary responsibility is to be the hands of the conning officer. The con is like the head of the driver and the helmsman and the lee helmsman are their arms and legs controlling the throttle and steering. NN: How does someone become a master helmsman? GM: It all starts with becoming a regular helmsman. You become a look out then put in however many hours on the bridge until you become qualified. Then you have to stand the helmsman watch during special evolutions and put in enough hours until the captain becomes confident in your ability. After you’ve done that and you’ve proven you have extensive knowledge on the steering system of the ship the captain is required to have the final say on your qualification.
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What do you remember from your qualification process? I remember the first time I took the con, from the watch station watching radars and making phone calls, I was scared to drive the ship. Lt. j.g. Lady said “you’re taking the con.” I was like no I’m not, I’m not ready, I haven’t even memorized the commands. Then she said out loud “Attention to the pilot house, this is LTJG Lady, Ensign Bradley has the con.” I looked at her like, what are you doing? I had to take it. What do you do? She just whispered “I won’t let you fail.” So I had to drive the ship. She was right there with me telling me what call to make next. I was literally her puppet. But she made me stand in those shoes and after she did I was thankful for that.
officer of the deck
You are that single point of information, people will call you and ask your permission to do things around the ship. It’s more than having the knowledge but knowing how to apply the knowledge and having a situational awareness of what’s going on around the entire ship.
What Is the Officer of the Deck (OOD)? The OOD is the officer responsible for safe navigation of the ship and the safety of the crew. The biggest thing, and the most nerve racking, is when you are getting qualified and the Captain says “I’m comfortable going to sleep leaving the ship to your charge.” When he’s not on the bridge, you’re it.
How do you become OOD qualified? You start off as Junior Officer of the Watch (JOOW). You are the person in charge of communications between us and other vessels and checking all of our radars. Then you move to Conning Officer (con). Before you can start standing OOD UIs, you have to be a pretty good ship handler. When you are OOD and you have a con working under you, you have to guide them as well. You might have a really new con and they will be looking to you.
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What has being ood taught you?
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Binoculars are an important tool during the OOD watch. Boats, buoys, even whales are spotted every day.
One of the biggest things I’ve learned about standing this watch is having confidence and being calm. Even when we are running drills and evolutions, as an OOD, remaining calm in situations shows your bridge team they can have confidence in you instead of spazzing out. That’s one of the biggest things I have to think about when we are practicing things. I have to remain calm even though in the depths of my soul there is a storm brewing.
How does your attitude on the bridge effect the bridge team? The way I act keeps it in their mind to remain calm and execute procedural compliance. When it comes to nervousness and the weight of the watch, that is the thing that differentiates someone doing well. Story by po3 kenneth blair
LT. J.G. KENNETH BRADLEY SITS ON LOOKOUT ON THE BRIDGE. PHOTO BY SN CODY DECCIO
What are some of the challenges of standing OOD?
While the crew of the aircraft carrier USS Nimitz (CVN 68) sleeps, the ones who keep the watch man their posts. Lt. j.g. Kenneth Bradley spends those nights on the Ship’s bridge, standing one of the most important posts onboard, the Officer of the Deck.
Officers of the Deck, like Lt. j.g. Bradley (OOD) can be very busy people. This is especially true when the ship is operating in company with other ships or close to a shipping lane. For this reason, the Quartermaster of the Watch (QMOW) can be of great assistance to him/her. The QMOW is the direct assistant to the OOD.
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Battleship Row | Pearl Harbor, Hawaii | December 7, 1941
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Tradition, Valor and Victory are the Navy’s heritage from the past. To these may be added dedication, discipline, and vigilance as the watchwords of the present and the future. At home or on distant stations, we serve with pride, confident in the respect of our country, our shipmates, and our families. Our responsibilities sober us; our adversities
Story by PO3 Samuel Bacon
strengthen us. Service to God and Country is our special privilege. We serve with Honor. -Navy Ethos, 2nd Stanza
NO MATTER THE COST
CORDAGE AND CORDITE Chief Warrant Officer Edwin J. Hill was watching quietly from his traditional bird nest, a small observation post next to one of the anti-aircraft guns on USS Nevada (BB-36), as a new Ensign began to assemble the morning color detail. A soft thunder echoed through the harbor, the final cry of the low clouds retreating to the north. It was a beautiful morning, but little did Hill
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know it would be his last. The distant thunder Hill had heard as it turns out wasn’t the weather, it was man-made. Nearly 10 miles away from where the 29-year Boatswain’s Mate enjoyed his coffee, a Japanese submarine had just been sunk by a United States destroyer while attempting to enter Pearl Harbor. It was December 7, 1941, and the first hostile shots the United States would fire in World War II went
relatively unnoticed. The Japanese surprise attack however, would go down in history. Hill had spent his morning in a flurry of activity. He occupied his time getting the ship’s fantail ready for the Sunday morning church service. Periodically he would return to his gun mount above the fantail, keeping silent watch on the new officer. There was more than a fair share of grumbling from the crew as the
ship slowly came to life on the chilly morning. As morning colors began to play, more than a hundred Japanese fighters and bombers broke the peace that usually presided over the harbor, strafing and bombing every ship they came across. Bo’sun Hill snapped into action. Rushing to a watch station, he retrieved a hatchet and raced down the deck of
Nevada. Due to the harsh Pacific sun, large awnings had been placed over the anti-aircraft guns that were to be manned during the day. While the bugle called the notes of general quarters, the Boatswain’s Mate ran from station to station, clearing the guns of any obstructions he could with swift strikes from his hatchet. Only a few moments later, a pair of bombs struck Nevada’s bridge. The battleship reeled in her berthing, unable to escape the blows pummeling her. A handful of lines secured the ship to a concrete pier close to the water-line. Inaccessible to the Sailors on board the ship, the wire ropes were designed with the intent that a tug-boat would release the ship and push her out to sea. Ignoring the enemy gunfire and the flames dancing above the waves, Bo’sun Hill gathered a handful of Boatswain’s Mates and jumped into the water. Swimming onto the small quay, the team cut loose the wire cabling holding the ship in place, allowing her to steam away from the dangerous pier. USS Nevada leapt away from her restraints, cutting her way through the water and away from the deathtrap that had become her mooring. After 29 years in the Navy, the career Sailor wasn’t about to let his ship continue without its Bo’sun. The Sailors jumped once again into the deluge, avoiding debris and enemy fire to catch up with the wounded Nevada. An alert Sailor watching for torpedoes lowered a ladder, allowing the drenched sea and anchor detail to climb aboard. Normally requiring two to three hours to build steam, four tugs and a Captain to get underway, USS Nevada began her sortie with a skeleton crew. Bo’sun Hill began throwing line and rope into the water for the Sailors knocked overboard from the earlier detonations on the Nevada and USS Arizona (BB-39). As he gained more fighting men, he would assign them to anti-aircraft guns. Due to the damage, the remaining leadership on the Nevada called for the ship to be grounded in the mouth of the harbor. Bo’sun Hill told the bridge crew
to simply have someone wave their hat as a signal to drop anchor. Once again braving the enemy fire, the Boatswain’s Mate cleared the foc’sle of junior Sailors. A handful of the crew remained, waiting to drop anchor when a trio of bombs struck the forward section of
At eight thirty, the quartermaster standing watch on the beleaguered bridge recorded in the ship’s log: “Urgently necessary to get underway to avoid destruction of the ship.” the ship. USS Nevada was then sunk after a 30-minute-long battle through the bay. Three officers and 47 enlisted men, including Bo’sun Hill were killed in action, with five officers and 104 enlisted wounded. Despite great odds and in disregard to his own safety, Warrant Officer Hill upheld naval tradition, refusing to quit his job until it was accomplished to his satisfaction, doing what was right until the end. For his service and duty, he was posthumously awarded the Medal of Honor.
Honor to fulfill an obligation or agreement FIGHTING FEAR ITSELF The USS California (BB-44) was in trouble. Before the morning’s hostilities, it was often joked within the fleet that the California couldn’t pass the mouth of the bay any more than she could pass an admiral’s inspection. California was one of the oldest battleships
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in the harbor at the time and belonged to one of the newest crews. While the anti-aircraft batteries of California responded to the onslaught of the Japanese attack, one Sailor silenced any jokes about the California with his actions that morning. Gunner’s Mate Jackson Pharris was in charge of an ordnance repair party on the third deck when the first torpedo found California. Several bombs had already struck the upper decks, killing several Sailors and causing flooding throughout the ship. The repair party was only one level above the torpedo strike, its explosion throwing the men like ragdolls against the bulkhead. Though badly wounded, Pharris re-organized his party to help pass ammunition up two levels to the anti-aircraft guns. While his men continued transferring ammo, Pharris moved down a level to search for survivors. Through the flames and harsh smoke, he repeatedly ran into flooding compartments to rescue unconscious Sailors and take them to safety. Passing out in a passageway from the fumes, Pharris was discovered by a member of his repair party who had gone to search for him. The gunner’s mate refused to retreat to the deck outside, and after regaining his bearings, he once again returned to the depths of the ship. Pharris ignored his wounds as he encouraged the panicking Sailors around him, leading them to safety while ignoring his own. Pharris was once again knocked unconscious by a bomb strike and after regaining consciousness again, had to be restrained from continuing to search for wounded shipmates. Pharris’ courage inspired the crew of USS California. He is credited for maintaining the flow of ammunition which allowed the ship to shoot down at least two enemy fighters. Pharris’ ability to ignore the destruction around him and focus on the task at hand, allowed him to perform a vital function that kept his ship from destruction. He was awarded the Medal of Honor for his actions and was commissioned as a Lieutenant less than a year later.
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Courage
strength in the face of pain or the ability to do something that frightens one BRIDGES AND BOMBS Captain Mervyn Bennion refused to quit moving. His ship, the USS West Virginia (BB-48), had taken several hard hits, but at least two bombs had failed to explode, one of which had pierced into the magazine of the ship. Captain Bennion was popular among the crew. He had been spotted on more than one occasion helping load ammunition or swab the decks with the enlisted, activities far from the area of responsibility of the 30-year Navy man. It was of little surprise to the crew to see him among the gun turrets, shouting inspiration and direction to the crews of the anti-air guns while they did their best to mount a response to the attack on their ship. A brief reprieve between the first and second wave of the attack gave the Captain a chance to rest. He had been moving between multiple decks, preferring to get eyes on the damage of the ship himself, rather than taking in reports from within the safety of the bridge. Returning to the conning bridge, Captain Bennion was anxious to speak to his crew, having spent a majority of his morning on the deckplates. As soon as he opened the rear door of the conning tower, West Virginia came under assault. The second wave of the attack had begun. Running to the flag bridge, the commanding officer had barely cleared half of the walkway before a bomb fragment struck him in the spine. In immense pain and unable to walk, he was dragged to the flag bridge by an
alert corpsman, where he refused further treatment knowing the severity of his injuries. From a stretcher on the flag bridge, he exercised a precise control over the remains of his ship, directing the evacuation of the wounded off the ship and the damage control efforts to fight the fires and flooding. The captain refused all efforts to remove him from his bridge, his only concern was that of the casualties in his gun crews and how to replace them. As the ship burned underneath him, Captain Bennion told his men to abandon the bridge and the ship as his final orders before passing away. Due to his sacrifice and his commitment to fighting the ship until his final moments, many more sailors were able to get away from the burning wreck, with only 106 sailors perishing on West Virginia that day.
Commitment The state or quality of being dedicated to a cause The Japanese navy struck Pearl Harbor as hard as they could, killing and wounding over 2,500 Sailors. 18 ships were either sunk or severely damaged. While any Sailor could face disaster, it takes a certain character to meet adversity in such a way as the men of that day. These stories of courage and sacrifice are just three of many that could be told from the remaining service members during WWII. These service members, and those who have gone before them, represent the fighting spirit of the Navy at its core, a standard every Sailor can hope to match now and in the future.
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crossword
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weekly throwback
1977- Nimitz anchors off the coast of Ft. Lauderdale, Fla.
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through | the | lens Sailors assigned to Nimitz participate in a general quarters drill. Photo by SN Cole Schroeder SN George Sablan, left, and SN Abraham Alvarez, both assigned to VAQ-142 stand on the flight deck. Photo by PO2 Siobhana McEwen
Sailors run across the flight deck to change out an arresting gear cable during flight operations. Photo by PO3 Samuel Bacon
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