SHIPYARD LOG Pearl Harbor Naval Shipyard & IMF News Since 1943
May 2015
HISTORY EDITION
Our ‘Fit to Fight’ legacy
USS Yorktown and her contribution to Midway
Inside... - USS Columbia undocks; USS Olympia dry docks - USS Enterprise: another proud Shipyard moment -
- Shop 56’s Basic Skills Course
[Commander’s Corner] Our opportunity to repeat history By Capt. Jamie Kalowsky Shipyard Commander Aloha and welcome to the beginning of summer! This month’s Shipyard Log focuses on history, specifically the events that led up to the Battle of Midway. This June marks the 73rd anniversary of our nation’s triumph at sea and while that battle proved to be the turning point of the Pacific Theater, many people do not know what led up to that pivotal point in World War II or how the Shipyard’s support was crucial to the victory. USS Yorktown (CV 5) suffered heavy damage during the Battle of the Coral Sea and needed emergent repairs at the Shipyard (then Navy Yard). The hard work and dedication to getting those repairs done in 72 hours led to the aircraft carrier being able to join the fight at the Battle of Midway and turn the tide of the war in the Pacific. The Battle of the Coral Sea was fought from May 4-8, 1942 in the waters southwest of the Solomon Islands and eastward from New Guinea (center spread). This was the first engagement between carriers and the first battle that ships never actually saw or fired upon one another. While Japan technically won when counting the number of ships lost on both sides, the short and long term strategic and operational impact the conflict had on the Imperial Japanese Navy proved that the Battle of the Coral Sea was really a defeat. The momentum gained from halting the advance of the Japanese for the first time since the start of the war would be fully realized at the Battle of Midway. The time between Coral Sea and Midway saw our greatest contribution to the U.S. Pacific Fleet (PACFLT) as a shipyard: repairing Yorktown. When Yorktown arrived here May 27 for repairs from the damage sustained from the Battle of the Coral Sea, it looked to be a near impossible task to get the carrier ready in three days for a job that would normally take at least three months. That near-impossible job became our proudest moment as 1,400 Shipyarders worked around the clock for 72 hours to get Yorktown into fighting shape. The yardmaster went without sleep for three days overseeing the repairs. Sequential blackouts were staged across Oahu so the Yard had uninterrupted power for those 72 hours. No technical
planning was done due to the short time given for repairs. Original construction drawings and diagrams of Yorktown were used for reference. The “impossible” job was completed on May 30 when Yorktown left bound for what would be the Battle of Midway. Some Shipyarders were still onboard making repairs as the carrier made its way to join the fleet. Yorktown proved to be vital to winning Midway as her pilots sank two Japanese carriers and disabled a third. Unfortunately, Shipyarders never got a chance to work on Yorktown again as she was sunk by the Japanese on June 7. This short take on the history of the Battle of the Coral Sea which brought Yorktown here, our repairs to the carrier and how she contributed to the victory at the Battle of Midway show that as a depot maintenance facility, we have a direct impact on the PACFLT mission. Every day our work enables the fleet’s submarines and surface ships to protect and defend the maritime interests of the U.S. in the Pacific region. If you do not think we are important today because there is not another navy to combat like there was during World War II, think again. What we do enables PACFLT to deter conflicts and maintain peace in the region. Looking back on the jobs the Shipyard did on Yorktown, the focus, dedication and teamwork to make the necessary repairs and complete the job early were impressive to the say the least and exemplified our remarkable “Fit to Fight” legacy. That legacy the Shipyard established some 73 years ago is a daily challenge for us all to live up to. It’s a reminder of what we’re capable of doing as a shipyard when we come together, focus on the mission and give our very best effort. Our future will enable us to write our own history. With a larger workload forthcoming due to the rebalance to the Pacific, a growing workforce to meet that demand and budget restraints, these challenges will test every facet and person in the Shipyard. I’m confident we will meet these challenges head-on and repeat history by adding more great Shipyard stories to our legacy. See you on the deck plates!
SHIPYARD LOG May 2015 Vol. 68, Number 5
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Commander Capt. Jamie Kalowsky Deputy Commander Capt. Nito Blas Public Affairs Officer Sean Hughes Editor David Tomiyama Commander’s Comment Line
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SHIPYARD LOG: This DoD publication is authorized for members of the Shipyard. Contents of the Shipyard Log are not necessarily the official views of, or endorsed by, the U.S. government, DoD, or PHNSY&IMF. ISSN 1073-8258. PUBLICATION DATES: The Shipyard Log is published bi monthly. Articles are due the 10th of each month. Send material to the editor via email or, if hard copy (typed, upper/ lower case) on a CD via interoffice mail to Code 1160 Shipyard Log. All material is subject to editing. MAILING ADDRESS: Shipyard Log Editor PHNSY & IMF (Code 1160) 667 Safeguard St Ste 100 JBPHH, HI 96860-5033 CONTACT INFO Telephone: (808) 473-8000 ext. 5025 Fax: (808) 474-0269 Email: david.tomiyama@navy.mil ON THE COVER: USS Yorktown (CV 5) in Dry Dock 1, May 29, 1942, receives urgent repairs for damage received in the Battle of Coral Sea. She left Pearl Harbor the next day to participate in the Battle of Midway. Photo by U.S. Navy now in the collections of the National Archives.
USS Columbia undocks April 30 USS Columbia (SSN 762) arrived here Jan. 21 and is scheduled for certification May 26. The Los Angeles-Class submarine is going through a Dry docking Continuous Maintenance Availability (DCMAV). A DCMAV is an intermediate level maintenance availability consisting of maintenance items that require the boat to be dry docked. A typical CMAV consists of about 1,500 man-days (MD) of work per month in repairs and modernization. With that in mind, a DCMAV of this duration should encompass about 6-7 thousand MDs of work, but this availability was almost five times that at nearly 29,000 MDs. There are currently about 27,000 MDs invested in her to date. While dry docked, the Columbia project preformed routine reactor maintenance and repairs such as the following: shaft replacement, full restoration of the vibration reducer and the induction and exhaust ventilation valves were fully restored. She also received modifications and software upgrades to the Common Submarine Radio Room and computer network. Additionally, nearly 150 routine maintenance items were performed on various systems throughout the boat. The Columbia Project would like to recognize everyone on the team which includes all of the Columbia Sailors and officers, core repair teams, services, mechanics, welders, shipwrights, sail loft, structural personnel, painters, electricians, tech codes, contractors and last, but not least, the management team. Without everyone working together, the undocking would not have been achievable in such a short period and on time. Editor’s note: Lt. Cmdr. Philip Carey, USS Columbia Project superintendent, contributed to this piece.
Photos by Danielle Jones
Arriving: USS Olympia docks May 5 for DSRA USS Olympia (SSN 717) dry docked May 5. The Los Angeles-Class submarine is scheduled for a Dry-docking Selected Restricted Availability (DSRA). Olympia is not a typical 5.9 month DSRA, in fact the availability was originally scheduled for 8.9 months. However, due to the large work package, Olympia’s DSRA is currently 10.8 months. The work package includes: forward trim tanktop inspection/repairs, required maintenance inspections, shafting, ventilation system, auxilliary sea water and sonar. The Olympia Project has 111,328 man-days dedicated to it. The boat is scheduled to undock in November.
• Shipyard Log • May 2015 • 3
Our ‘Fit to Fight’ legacy, 1942: Coral Sea leads to USS Yorktown rep
Top: USS Yorktown (CV 5) arrives at Pearl Harbor after the Battle of Coral Sea, May 27, 1942, with her crew paraded in whites on the flight deck. The tug Hoga (YT 146) is in the center foreground. The mainmast of the sunken USS Arizona (BB 39) is visible in the distance, just right of Yorktown’s stern. Left: On board USS Yorktown (CV 5) shortly after she was hit by three Japanese bombs on June 4, 1942. Dense smoke is from fires in her uptakes caused by a bomb that punctured them and knocked out her boilers. Middle: View of USS Yorktown’s (CV 5) underside of her flight deck structure, showing the impact hole made by the Japanese bomb that struck the ship amidships during the Battle of Coral Sea, May 8, 1942. This bomb penetrated several decks before exploding, killing or seriously injuring 66 crewmen. This view looks upward, with a patch over the flight deck visible within the hole. Note structural beam in lower part of the photo, distorted by the bomb’s passage. Right: View of USS Yorktown’s (CV 5) damage on the third and fourth decks, amidships, caused by a 250 kilogram bomb hit received during the Battle of Coral Sea, May 8, 1942. This view looks forward and to starboard from the ship’s center line at frame 110. The photographer is in compartment C-301-L , shooting down through the third deck into compartment C-402-A. The large hole in the deck was made by the bomb’s explosion. Many men were killed or badly injured in C-301-L, a crew’s messing space that was the assembly area for the ship’s engineering repair party.
The Battle of the Coral Sea The Battle of the Coral Sea, fought in the waters southwest of the Solomon Islands and eastward from New Guinea, was the first of the Pacific War’s six fights between opposing aircraft carrier forces. Though the Japanese could rightly claim a tactical victory on “points,” it was an operational and strategic defeat for them, the first major check on the great offensive they had begun five months earlier at Pearl Harbor. The diversion of Japanese resources represented by the Coral Sea battle would also have immense consequences a month later at the Battle of Midway. The Coral Sea action resulted from a Japanese amphibious operation intended to capture Port Moresby, located on New Guinea’s southeastern coast. A Japanese air base there would threaten northeastern Australia and support plans for further expansion into the South Pacific, possibly helping to drive Australia out of the war and certainly enhancing the strategic defenses of Japan’s newly-enlarged oceanic empire.
4 • Shipyard Log • May 2015 •
The Japanese operation included two seaborne invasion forces, a minor one targeting Tulagi, in the Southern Solomons, and the main one aimed at Port Moresby. These would be supported by land-based air power from bases to the north and by two naval forces containing a small aircraft carrier, several cruisers, seaplane tenders and gunboats. More distant cover would be provided by the big aircraft carriers Shokaku and Zuikaku with their escorting cruisers and destroyers. The U.S. Navy, tipped off to the enemy plans by superior communications intelligence, countered with two of its own carriers, plus cruisers (including two from the Australian Navy), destroyers, submarines, land-based bombers and patrol seaplanes. Preliminary operations on May 3-6, 1942 and two days of active carrier combat on May 7-8, cost the U.S. one aircraft carrier, a destroyer and one of its very valuable fleet oilers, plus damage to the second carrier. However, the Japanese were forced to cancel their Port Moresby seaborne invasion. In the
fighting, they lost a light carrier, a destroyer and some smaller ships. Shokaku received serious bomb damage and Zuikaku’s air group was badly depleted. Most importantly, those two carriers were eliminated from the upcoming Midway operation, contributing by their absence to that terrible Japanese defeat. The same Japanese air attack that fatally injured USS Lexington (CV 16) also hit USS Yorktown (CV 5). The more smaller and more nimble Yorktown evaded several enemy torpedoes that came her way, but she was dented and punctured by dive bombers’ near misses off her port side amidships and off the starboard bow. More seriously, a third bomb hit the flight deck near the after end of the island, penetrated five decks down into the ship and exploded above the fourth deck. Its blast and the resulting fires killed and injured dozens of crewmen. Fires were controlled quickly and Yorktown’s effectiveness was not seriously harmed. However, structural damage was serious enough to require correction at the
pairs, Shipyard’s role at the Battle of Midway Right: USS Yorktown (CV 5) under attack by Japanese dive bombers from the carrier Hiryu, shortly after noon on June 4, 1942, as seen from USS Astoria (CA 34). One Aichi Type 99 carrier bomber is falling ahead of the ship, with its tail shot off. A bomb has just hit a few hundred feet astern.
Left: USS Yorktown (CV 5) sinking, just after dawn on June 7,1942, as seen from an accompanying destroyer. The ship capsized to port, exposing the turn of her starboard bilge. This view looks toward the ship’s starboard flight deck gallery with her forefoot at the left. The front edge of the flight deck is slightly to the right of the forefoot with a .50 caliber machine gun tub and the bow landing signal officer platform sticking up. Further aft is her starboard forward 5-inch gun gallery, with two 5/38 guns pointing upwards. Behind them are two aircraft parking outriggers and the front of her forward 1.1-inch machine gun position, located just in front of the island. Beyond that, in the right center, is the large hole made by one or more submarine torpedoes.
Pearl Harbor Navy Yard during the ship’s two day emergency repair period late in May. The near miss damage amidships also needed shipyard attention as it had ruptured fuel tanks producing a highly visible oil slick Repairs at the Shipyard Up from the Coral Sea where she had seen action in one of the nation’s first and greatest victories in May of last year, came the carrier Yorktown. When she pulled into Pearl Harbor on May 27, 1942, she was badly damaged from a direct bomb-hit which had struck the flight deck, pierced it and finally exploded in the bowels of the ship, six decks down; from a second bomb which caromed off her flight gallery forward on the starboard side and exploded upon hitting the water, peppering the shell above the waterline with shrapnel holes; and from a third near miss which exploded in the water close enough to the side to open the seams and corrugate the bottom on the port side, amidships. Inside the vessel, more than 1,400 men--shipfitters, machinists, welders, electricians and shipwrights worked on the different levels to restore bulkheads, stanchions and deck plates necessary to restore the ship’s structural strength and, as this work proceeded, to renew or replace the instruments, electric wiring and fixtures which had been damaged in the blast. The need for speed was so urgent that no planning was done and the job was brought to completion with the planners and estimators furnishing advice directly from the ship’s plans. It seemed like an impossible task to get
the ship out on time. The men worked in shifts all that day, all night and through the next morning. The dock was scheduled for flooding at 11 o’clock that day. When the time came, Yorktown with essential temporary repairs made was in such shape that she could maneuver and fight effectively. She took on fuel and planes and was out of the harbor by night. One the morning of the fourth of June, she had joined Adm. Chester Nimitz’s force and was within 200 miles of the enemy off Midway. What Yorktown did after that is history. Her planes took part in the operation that sank two enemy carriers and so disabled a third that it was easy prey for an American submarine. In addition to the carriers, Yorktown’s planes scored hits on many other enemy vessels. These planes helped turn back the Japanese threat to Midway and the Hawaiian Islands. Though Yorktown was later sunk as a result of enemy action, she contributed greatly to one of America’s greatest sea victories. She could not have done so had it not been for those workmen at Pearl Harbor. The Battle of Midway The Battle of Midway, fought over and near the tiny U.S. mid-Pacific base at Midway atoll, represents the strategic high water mark of Japan’s Pacific Ocean war. Prior to this action, Japan possessed general naval superiority over the U.S. and could usually choose where and when to attack. After Midway, the two opposing fleets were essentially equals, and the U.S. soon took the offensive. Japanese Combined Fleet commander
Adm. Isoroku Yamamoto moved on Midway in an effort to draw out and destroy the U.S. Pacific Fleet’s aircraft carrier striking forces, which had embarassed the Japanese Navy in the mid-April Doolittle Raid on Japan’s home islands and at the Battle of Coral Sea in early May. He planned to quickly knock down Midway’s defenses, follow up with an invasion of the atoll’s two small islands and establish a Japanese air base there. He expected the U.S. carriers to come out and fight, but to arrive too late to save Midway and in insufficient strength to avoid defeat by his own well-tested carrier air power. Yamamoto’s intended surprise was thwarted by superior American communications intelligence, which deduced his scheme well before battle was joined. This allowed Nimitz, the U.S. Pacific Fleet commander, to establish an ambush by having his carriers ready and waiting for the Japanese. On June 4, 1942, in the second of the Pacific War’s great carrier battles, the trap was sprung. The perseverance, sacrifice and skill of U.S. Navy aviators, plus a great deal of good luck on the American side, cost Japan four irreplaceable fleet carriers, while only one of the three U.S. carriers present was lost. The base at Midway, though damaged by Japanese air attack, remained operational and later became a vital component in the American trans-Pacific offensive. Editor’s note: Text and photos are from the Naval History and Heritage Command and the March 2007 Shipyard Log. • Shipyard Log • May 2015 • 5
Our ‘Fit to Fight’ legacy, 1969: USS Enterprise emergent repairs USS Enterprise began sea trials on Wednesday Editor’s note: this page is from the March 7, 1969 Shipyard Log. We did it!!! Every Shipyarder was entitled to throw his chest out with pride…and at the same time… to heave a sigh of relief Wednesday morning, as USS Enterprise (CVAN 65) moved away from the 1010 dock for sea trials. Despite the first estimates that the repairs on Enterprise would take upwards of three months; and in spite of our revised estimates that the revised work would take 10 weeks, the repairs were completed six and a half weeks after we started the job. Each of us has every reason to feel proud of our Shipyard’s accomplishment. Top credit goes to the men on the waterfront who cheerfully worked 12 hours a day, seven days a week, to get the work done. Each of them earned praise for their spirit, initiative and craftsmanship. Despite the long hours and the pressure of the work, Shipyarders aboard Enterprise found time to work safely. The accident rate was 75 percent lower than the Yard’s overall rate. Laurels should also go to the members of all the Shipyard’s departments---design, supply, Q&RA---who supported the workmen aboard the ship. We didn’t do the work singlehanded. Our achievement required the support of the entire Naval Ship Systems Command. Material had to be ordered and expedited, manpower loaned, design work provided. Enterprise today has steel in her hull that was still iron ore on the day of the fire. It took almost the entire Navy industrial establishment, the U.S. Steel Company and a huge assist from the Air Force to get it here. At one time or another, 101 workmen from Puget Sound Naval Shipyard were employed on Enterprise as well as 45 from
Hunters Point, California, 25 from Long Beach, California, 30 from Boston and six from the Public Works Center here. A special tip-of-the-hat is due the ship’s company. Without their whole-hearted assistance, the job could have never been done as rapidly. There will be many more surface ships and submarines to repair and send back to the fleet. But, no matter what the extent of the jobs the Shipyard is assigned in the future, for years there’ll be men to boast, “I worked on the Enterprise.” From Adm. John Hyland, commander in chief U.S. Pacific Fleet: “It was with great personal pleasure that I observed Enterprise depart Pearl Harbor. The successful and rapid repairs to the valuable ship were the result of a great team effort by Pearl Harbor Naval Shipyard and the Enterprise crew backed up by outstanding support from the material commands. I share the pride expressed by chief of naval operations and convey my own well done to all how contributed to this outstanding accomplishment.” From Adm. Thomas Moorer, chief of naval operations: “The repair of Enterprise, returning her to service in only seven weeks---well before the original estimated date, is an accomplishment which is a source of great pride. This happy result could not have occurred without the wholehearted cooperation of our great Navy team and I wish to particularly commend the Pearl Harbor Naval Shipyard and Enterprise. I also fully appreciate the efforts of the Commander In Chief Pacific Fleet, the chief of Naval Material, the Commander Naval Ship Systems Command and all those subordinate echelons who contributed to this outstanding accomplishment. Well done to all.”
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U.S. Navy photos
Damage sustained to USS Enterprise (CVAN 65), Jan. 14, 1969.
Enterprise repair sequence of events Jan. 14
Enterprise reports fire and explosions aboard while undergoing flight operations off Kahoolawe. Damage included 15 aircraft destroyed, several huge holes in the flight deck and the compartments under it, a death toll of 28 and many wounded. The Shipyard girds itself for its biggest repair job since World War II.
Jan. 15
Design Division surveys the ship, cleanup of the damage commenced.
Jan. 20
Repairs began in earnest after a long weekend of preparations by many members of the Shipyard staff.
Jan. 25
The Shipyard reported damaged flight deck plating and beams 100 percent removed, several beams reinstalled. Below decks the damaged structure 98 percent removed and replacement proceeding with available materials. Hydroblasting of the exterior underway and cleanup and repainting of smoke-damaged interior areas began.
Feb. 1
Ninety percent of the new flight deck beams installed. Damaged compartments at the 01 level about 70 percent repaired. Repairs to the stern area about 95 percent complete.
Feb. 8
New steel plates installed in the small holes on the flight deck and the balance of the holes nearly ready to be covered. Below decks, the damage at the 01 level had been completely repaired. Sixty percent of the work at the 02 level was completed. About 80 percent of the damaged cables had been repaired and 50 percent of the piping. Cleaning and painting the exterior was nearly three-fourths done.
Feb. 15
Nearly a third of the new flight deck plating in place. On the 02 level and below, all work complete. The compartments on the 03 level about 30 percent complete. Electrical cable replacement nearly done while piping replacement reached the 70 percent mark. At this time, nearly every indicator showed more than 70 percent completion.
Feb. 22
Flight deck plates 98 percent installed. The compartments on the 03 level 75 percent repaired.
Feb. 28
The report read---“Enterprise fire damage repairs, Final Progress Report. Firm completion date---March 4, 1969. The outstanding teamwork and expeditious action of all commands which provided material, plans, technical information, manpower and transportation to support the Shipyard effort is sincerely appreciated.”
March 5
Enterprise commenced sea trials.
Shop 56 Basic Skills Course bridges classroom to waterfront for apprentices Story and photos by David Tomiyama Code 1160 Public Affairs Shop 56 Pipefitters ensured apprentices are better prepared for work on the waterfront through a new Basic Skills Course that ran from March 30 to May 1. The five-week course gave first year apprentices classroom and hands-on training that complements the traditional Trade Theory Courses prior to being assigned to projects. Apprentices receive instruction from subject matters experts (SME) on seven different subjects with four modules each. The subjects include: general familiarization of submarines including dry dock work, Task Group Instructions and Uniform Industrial Process Instructions, tools/equipment/grinding, joint types, material nomenclature and testing, drawings and blueprint reading, and pre-shift briefs. “The Basic Skills Course is more than just hearing an instructor lecture or watching PowerPoint,” said Ricky Ancheta, Shop 56 mechanic/SME lead coordinator, and one of eight instructors. “It’s going on boats and locating and looking at components that they learned in the classroom. This gives the apprentices a better feel and establishes a comfort level about what they’re going to do before getting out on the waterfront.” While there is no formal test to gauge
(Center with University of Hawaii cap) Gary Sutherland, Code 960 Continuous Training Development work leader, gives a hydrostatic testing demonstration to Shop 56 first year apprentices Building 3A, April 30. Demonstrations are part of the “tell, demonstrate and perform” teaching philosophies of the Shop 56 Basic Skills Course.
how the apprentices are learning, instructors observe and assess the students throughout the course. “We’re constantly asking them questions both in the classroom, out on the boat or wherever we might be,” said Ancheta. “If we feel the class or individuals need additional training on a particular subject, we can address it right there or work it into lesson plans.” The feedback from the apprentices has been positive. “I’ve found this course to be very useful for a person with no knowledge to go on,” said Marino Briones, Shop 56 apprentice.
First year apprentices read blueprints of various systems during Shop 56’s Basic Skills Course in Building 3A, April 30. Reading blueprints reinforces the necessary steps in preparation for work on a boat.
“The emphasis on safety, getting to know our way around the boat, what we should know, who we should talk to, blueprint reading, nomenclature and teamwork have been extremely helpful in going from academics and how it applies to trade theory.” Mike Wong, Code 960 superintendent, Traci Hanlon, Code 900 Training superintendent, Albert Lau, and Vickie Acoba, Code 900T supervisory training specialists, Darren Yagi, Shop 56 combined trades supervisor, and Michael Arakaki, Shop 56 combined trades supervisor II, collaborated on creating a training program that bridges the gap between classroom instructions in Building 3A to work on the waterfront. In the past, apprentices received on the job training (OJT) from mechanics with 20-40 years of experience. There would be at least one mechanic for every apprentice during that time. Over the past 10 years, the ratio changed to one mechanic for every threeto-eight apprentices. With 40 apprentices coming into Code 960 this year, the highest number the code has ever seen, a new method was needed since OJT would not work with a class this size. “We were worried about the mass influx of apprentices coming in as we watched our experience move on,” said Brandon Shimabukuro, C900T training supervisor. “The Basic Skills Course combines the mentorship we had in the past with the requisite skills for the future. We are trying to provide our waterfront supervisors a worker who will be able to support our mission.” The concept of the Basic Skills Course was led by C960 Training with other codes and shops adopting their own version shortly after its inception. • Shipyard Log • May 2015 • 7
[Nuts ‘n ‘n Bolts] Bolts] [Nuts Fair winds & following seas to April retirees Richard Cummings Cary Date Terry Lum Eldridge Spencer Jr NDC Terry Smith Aloha, Newcomers
EN2 Jordan Alcantra, C930
HTCS Aul Armenta, C103 Bradley Batara, C135
MM1 Hayden Bellmore, C105 EN2 Gregory Besiryan, C930
David Boissoneault, C300 EN2 Peter Borges, C930 Virgil Brewer, C109
April Service Awardees 10 Years Eduardo Caguillo Gene Christmas Jose Feliciano Leesaann Gushiken Michael Koga Christopher Lucero Steven Caldwell, C970
Brenda Nakamoto Shanna Tamayori 20 Years Scott M Kanemitsu Duane S Takara 30 Years Dean Asasaki Yvette Flynn Alan Mukai
Trina Chan, C290 Joseph Duquette, C105 Eric Evans, C246
HTC Jason Hobson, C960 Andrew Hutchinson, C246 ETC Eric Lang, C950 FCSA Tiana Lee, X-Div Gideon Loo, C246
FT2 Christopher Fregeau, C246
ENS Michaelq Maynard, C102
NDCS Timothy Canup, C760
Domonica Glenn, C210
GM1 Hiram Gonzalez, X-Div MM2 Andrew Hagen, C105
Oliver Mihealsick, C246 David Narahara, C138 LT Ronald Neal, C102
Carl Ogata Curtis Shiraishi Alan Suzukawa 35 Years Gary Ching Terry Kuroda Brian Lau Clayton Nihei Alvin Oyadomari
Samuel O’Connor, C105 Joshua Oskirko, C210 Rhoneil Peralta, C950 GM3 Elizabeth Peterson, X-Div
John Pirogowicz, C105
FT2 Harry Ramirez Jr, C246
Patrick Salanoa, C970
Venus Pacupac Craig Shaffer Joyce Tamayo 40 Years Douglas Carter 50 Years Edwin Naito
Omi Southerland, C135 FC3 Jovie Tanele, X-Div CSC Maria Torres, X-Div MM2 Sergio Torres, C300 Stacey Tsuji, C109 MM2 Colby Yousey, C930
MM2 Thomas Scheele, C930
Nichole Scott, C246
Remember to save the date! Shipyard Ohana Picnic
Saturday, June 13 (10 a.m. to 3 p.m.) at Bellows Air Force Station Recreation Area/Beach
February Safe Shop of the Month: Shop 52 Calibration
Photo by Nolan Chang
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