May 13, 2013 Volume 04 Issue 05
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Joe Navy
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About Undesignated Airman Recruit at United States Navy November 2012 to present
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Studied at Pike High School February 2009 to present Lives in Coronado, California
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Joe Navy
May 6 at 6:53am
Going out to save the world again... Leavin wednesday so hit me up on my CVN70 email. Like
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5 people like this.
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Dave Navy You too? May 6 at 11:28am Like Joe Navy Yeah bro May 6 at 11:31am Like Dave Navy Were out for 2 weeks, u? May 6 at 11:32am Like
Same... catch a drink when we get back?
Joe Navy
May 17 at 7:44pm
Workin 18-hr shifts - SMH ... Does anyone believe in sleep around here? Like
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2 people like this. Jane Girlfriend What’s wrong babe? May 17 at 7:52pm Like Joe Navy Just work, our equipment’s down May 17 at 7:58pm Like Jane Girlfriend The c-wis thing? Well, only 4 more days til your back with me!! xoxo May 17 at 7:59pm Like
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OPSEC
Keeping it classified “Loose Tweets Sink Fleets”
I
t’s scary how much information you can piece together from social media sites,” said Cryptologic Technician (Technical) 2nd Class Trevor J. Senseney, assistant to USS Carl Vinson’s (CVN 70) operational security officer. “If you take 10 or 15 people from the same command, or even the same strike group, you “will most likely be able to see what time they left, what ports they visited, and when they pulled back into their homeport.” In this modern age, the old saying, “loose lips sink ships”, has more relevance than ever before. As technology grows, it is easier to compile sensitive information, and so the number and size of threats can increase alongside the growth of technology. One thing Sailors can do to keep the crew safe is to practice operational security (OPSEC) – in short, be more private than public, be more patient than anxious and be more discreet than popular when using technology to communicate about operations, assignments and abilities. OPSEC strives to prevent the inadvertent compromise of critical or sensitive d a t a about our capabilities o r intentions. While there may be information S a i l o r s talk about casually throughout
PG 2
by MC3 James Guthrie
the workplace, that same information has the potential to be harmful when communicated off the ship, even when shared with friends and family. Social media websites like Facebook and Twitter are the most common conduits for OPSEC breaches. With greater communication capabilities aboard U.S. Navy vessels, websites like these are widely used by Sailors, from the newest seaman to the most astute commanding officers. While unsecure phone lines and personal email also pose security risks, there are more dangers unique to social media. The accessibility and public nature of social media websites make them a hotbed of information for adversaries trying to find out about Sailors, the ship, what the ship has done and will do in the future. Imagine that petty officer John Smith, in preparation for getting underway, posts on his Facebook that this is his “last week on the island for 6 months” and he has “duty next Thursday, so I’ll be VIP at Double Dueces tomorrow”. “Just by seeing that, the enemy can easily determine when we are leaving port – just based on a Facebook post,” Senseney said. While most Sailors know discussing the ship’s movement prior to deployment on a public forum is dangerous, Senseney said, they also have to consider the potentially dangerous consequences of posting information about a previous deployment. “Anything from positions, capabilities, operations, personnel, or communications could be considered sensitive information and equally important. The enemy
can compile that information to paint a complete picture of how we as a ship do things,” he said. Not adhering to a strict set of OPSEC guidelines can cause some serious consequences. Status updates, although insignificant, could change your life and the
future of the mission. “Like everything else we do, and all of the evolutions we practice, this is just another aspect of prepping for warfare,” said Lt. Julia Hubertz, Carl Vinson’s operational security officer. “We are Sailors on a warship. We are taught and trained to protect our ship, our Shipmate, and ourselves, yet we are putting ourselves in harm’s way by releasing information that shouldn’t be released. It’s an easily preventable item and security measure. It’s just a matter of training and conditioning our Sailors to not talk about or dispel information that could be deemed confidential in a public forum or on social media.” OPSEC doesn’t just apply to professional Navy life, but also to one’s personal life. While one’s
personal life may not contain information that can put Carl Vinson, a Shipmate, or the nation in a dangerous position, it still contains information one may not want others to know. “If you think about it from a more personal sense, most people wouldn’t want everyone to know exactly where they are at all times,” said Hubertz. “Sharing information on whereabouts is a personal choice when it comes to your personal life, but for the Navy it’s something that is required of us – as Sailors, to protect our ship’s position. Hypothetically, if someone were trying to track your habits or your movements, websites like Facebook or Instagram that utilize geographical tracking would only make their process easier. “If you geographically tag your house and your widely visited locations, everyone would know exactly when you are and are not at home, and therefore, would know the best time to burglarize your home, or worse,” Hubertz said. What most Sailors may not know, however, is that even something as innocuous as a picture taken on a cell phone to post later when the ship is in port can leak sensitive information. Images taken from a smart phone automatically save the geographical location in the photo’s metadata. Metadata is information that is stored in the code of an image that lists a variety of information including geographic location, date and time. Using this information, the enemy can easily find out exactly when and where the photo
was taken. Even if you were careful enough to ensure that there were no distinguishing objects on the image, your location could still be ascertained. Whether it’s in the professional or personal life, there are ways to communicate with family and friends without compromising personal safety or the safety of others. Prior to ship’s movement, it is a good idea to create a series of code words you and your loved ones understand, Senseney said. Using code words in personal emails and Facebook messages will mask information read by others. For example, posting “I’m excited about the movie night on Wednesday” could mean to your family and friends that you return to homeport on Wednesday. While it’s not 100 percent foolproof, it can pass information to loved ones with minimal risk of the enemy deciphering it. A safe and sure way to get information to loved ones is to have them contact the ship’s Ombudsman. The Ombudsman is the direct link between the ship’s commanding officer and the crew’s families. They pass information in a secure fashion. Another method, though probably not the first to come to mind, is one of the safest methods available to deployed Sailors – the hand-written letter. “While there is still some risk in writing a letter to your loved ones, it is much safer than any email or social media website that could be accessed through electronic mediums,” said Hubertz. In this technological age, handwritten letters may seem archaic and outdated, but they are still deemed by the Navy as a relatively safe method of passing information. Social media allows deployed members to stay in touch with their loved ones at home and makes it possible to stay connected around the clock. Observing OPSEC, using common sense and limiting detailed information can help protect service members, families and the command’s mission. If you are interested in learning more about OPSEC and further ways to keep information secure, refer to the United States Navy’s Operational Security Facebook Page. You can also search the Department of Defense’s website for “Informational Assurance” for more information.
CMC Corner
by CMDCM (AW/SW) Jeffrey Pickering
The people who love you most want to know when you’re coming home. They want to know when you’re pulling out next, how long you’re going to be gone, what happened at work today, and did you read their email? I know – my family has the same questions for me. It’s tempting to give away too much information when you want to plan ahead with family or put a loved one’s mind at ease. They are in your circle of trust and it doesn’t feel right to keep them out of the details when you know something they want to know. Their support of you on sea duty is an investment of their love, time and energy. They endure separation because they are hoping to have you in their life for a long period of time. When a Sailor, family member or friend makes a comment about ship’s movement or defense capabilities over the phone, email or on the internet, they are risking the lives of every crew member on board. Operational security is meant to ensure the investment your family makes into you and the investments you make into those you love come to full term. We want you to go home to those who matter most to you. We want to go home to the people who matter most to us, too. Yes, that means you have to filter what you say, and your family has to filter what they ask. It means you don’t get to share everything as soon as you want to – whether that’s with your wife or your friends on Facebook – because there are people interested in making a political statement to America through acts of terror. But when you willingly accept those limitations, you employ operational security and protect the investments of each one of us. That’s what I am asking you to do – be a Shipmate.
PG 3
JET
SHOP
Can’t Stop the Jet Shop
by MCSN Curtis D. Spencer
O
bserving flight operations is among the most unique and celebrated experiences aboard an aircraft carrier. Those fortunate enough to witness the skillful chaos – the synchronized launch and recovery evolutions – can appreciate the seamless manner in which personnel of various backgrounds and cultures work together to manage an airport at sea. At the core of the evolution are the lesser-known faces of hard-working Sailors in Carl Vinson’s jet shop, who dedicate their efforts to ensure Carrier Air Wing (CVW) 17’s engines ignite. They are located on the aft end of the ship, just forward of the fantail, and supervised by Chief Aviation Maintenance Administrationman (AW) Francisco J. Gonzalez. The efforts of aviation machinist’s mates (ADs) are the driving force there, but undesignated Sailors aspiring to become ADs assist them as they test
and repair the air wing’s engines. Given a carrier’s operational tempo and strain on equipment, jet engines need service for a multitude of reasons. From oil leaks and foreign object debris (FOD) damage, to components needing replacement and required scheduled maintenance, the jet shop works tirelessly to keep aircraft flying and ready for mission tasking. “The jet shop is responsible for the expeditious teardown, inspection, assembly, and testing of F404GE-400 and F414-GE-400 turbofan engines in support of embarked carrier air wing F/A-18 Hornet and E/A-18 Growler squadrons,” said Chief Aviation Maintenance Administrationman (AW) Francisco J. Gonzalez of aircraft intermediate maintenance department’s (AIMD) IM-2 division. For the jet shop, the real work begins while carrier
Aviation Machinist’s Mate 1st Class Rafael Barbosa troubleshoots an oil leak during a jet engine test. Photo by MC2 (SW/AW) Timothy Hazel
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air group (CAG) squadrons are aboard. When a squadron discovers an engine in need of service, they follow a specified path to its repair. “The squadron puts in a request through the air wing maintenance officer, who goes through Carl Vinson’s supply officer, then the AIMD maintenance and material control officer and finally down to us,” Gonzalez explained. “We keep and view information on the workload in NALCOMIS [naval aviation logistic command management information system], which is similar to OMMS - NG [organizational management system – next generation],” said Aviation Machinist’s Mate 2nd Class Melanie Moody, a work center supervisor for the power plant branch of AIMD’s IM-2 division. “NALCOMIS helps us track the jobs after they are put in by the squadron.” When a job is logged in their maintenance system, the crew is faced with the task of physically transporting the engine, a challenging process due to size. Engines are in excess of 12 feet long, larger than two feet in diameter and nearly 2,500 pounds in weight. “The engine is brought from the hangar bay to the shop on a trailer,” Gonzalez said. “When the hangar bays are full of aircraft, getting an engine to us is a challenge. Once the engine does get to us, we use trunnions, or slings attached to engine hoists fixed to the ceiling, to lift the engine onto our engine rails for maintenance.” When the jet shop receives the engine, they perform a turnover examination to verify its condition. During this stage, maintenance personnel attempt to determine the issue with the engine by attaining information from the squadron, reviewing records, and performing a visual evaluation. Based on the analysis, an engine can be taken completely apart or a particular component broken-down for service. “It’s an acceptance inspection,” Gonzalez said. “We look at all the externals, making sure we account for everything and nothing is missing. We also do a borescope inspection. A borescope is a camera with a maneuverable scope that we use to probe the inside of the engine before we open it so we know what kind of maintenance the engine needs or what kind of damage it has. It’s similar to when a doctor does a CT scan or an MRI to diagnose a patient. “ “The maintenance person checks the log book to see if a high time exists, meaning a specific component has been used for a certain amount of time and has planned maintenance,” Moody said. “Then we check parts like the fan module, the compressor, the combustion module, the high pressure turbine [HPT], the low pressure turbine [LPT] and the afterburner.” Once the engine issue is known, action is taken to repair the problem. AIMD’s production control (PC) division assigns job priorities within the shop. Additionally, all repairs are directed by maintenance requirement cards (MRC) which provide step-bystep instructions on how work will be completed. If needed, shop personnel procure the necessary parts and hazardous materials (HAZMAT), such as oil for lubrication or solvent for cleaning, to complete the Continues on page 8
fod-down
break
This is an F404 engine. On average, they cost $1.8 million. A piece of FOD costing less than $1 can put it out of commission.
How?
Well...
There are 10 stages of fan blades throughout the engine. If FOD damages one, it can create a chain reaction, ruining the entire system.
IF
an engine goes down, the squadron that owns it talks to AIMD Production Control (PC), who then tasks the Jet Shop with repairs. It takes them about 36 hours, over the course of three days, under the best circumstances, to repair an engine. On average it takes about
ONE WEEK.
Out of 33 engines that went through the Jet Shop last deployment, were due to
FOD.
1/5 PG 5
Ready for Wings Part Two
by MCSN Hansel D. Pintos
In our last issue of the Voice, we featured Carl Vinson’s captain select line officers. In this issue, we highlight our captain select staff corps officers, Supply Officer Cmdr. Frank E. Nevarez and Senior Dental Officer Cmdr. Christopher A. Stewart.
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taff corps officers must meet many of the same prerequisites as line officers to be eligible for selection to captain. Like line officers, staff corps officers must have more than 20 years of military service prior to receiving a recommendation for promotion from O-5 to O-6. Although today Nevarez and Stewart are officers of the same rank, their education and career paths in the Navy have differed. What they do have in common is hard work, dedication, and commitment to their field, the Navy and the Sailors under their charge. Nevarez enlisted in the Navy in June of 1987 and attended basic training in San Diego. After graduating from basic training, he took advantage of the Navy’s Broadened Opportunity for Officer Selection (BOOST) training program in August of that same year. Boost was a program that afforded minority Sailors the opportunity to become naval officers. After graduating from the program in 1988, he received an
ROTC scholarship to California State University, Los Angeles, where he graduated with a Bachelor of Science in Business Administration in 1993. Upon graduation he fulfilled a four-year commitment to the Navy as part of Naval Reserve Officers Training Corps program. His first tour found him making two Western Pacific (WESTPAC) deployments on USS Harry W. Hill (DD 986) as the disbursing and sales officer. His experience there would prove to be crucial to his future and the reason why he decided to stay Navy. In 1996, he was assigned to the Department of the Navy Supervisor of Ship Building in Groton, Conn., where he was responsible for outfitting Seawolf-class attack submarines. “While I was there a retired master chief told me, ‘You can come in and work hard, develop as a leader and Sailor and get rewarded accordingly, or you can come in and work an 8 a.m. to 5 p.m. job,’” Nevarez said. “That conversation drove the point home for me. He made me realize that I was part of a bigger picture and that my performance influenced and affected the Sailors around me. “The personal satisfaction I received from the impact and effect I had on the crews, as well as the potential for continued professional growth made me want to stay in,” Nevarez explained. Later, he served under Commander Submarine Squadron (CSS) 17 at Naval Submarine Support Center Bangor, Wash., followed by duty aboard the Nimitz class aircraft carrier USS John C. Stennis (CVN 74). While on board John C. Stennis, he continued to sharpen his skills in the Supply Corps and realized he enjoyed working on
bigger platform ships. The example set by his superiors further reinforced his commitment to having day-to-day involvement with the crew and their career development, something he carries with him to this day. One of the highlights of Nevarez’s career was receiving orders to the Carl Vinson as a department head. According to him, the orders were difficult to attain as large ships are considered complex logistical operations requiring solid experience. “The Navy has been an adventure and it has given me the opportunity visit great places,” said Nevarez. “How many people can say that they have surfaced in the middle of the North Pole in a submarine? Not many. “Along the way, you take the best traits from your leaders and mentors and adopt them into your own management style,” Nevarez said. “I still think about my leaders and ask myself what they would do in a certain situation before making a tough decision on the job.” Nevarez said he finds that one of the most important aspects of his job in the Navy is the impression and influence he makes upon the Sailors around him. “To me it’s about inspiring those around you to push forward, like the way I’ve found inspiration in my mentors and leaders,” said Nevarez. “It is a big deal making Captain, but it is also a big deal making chief petty officer, or first class petty officer, for example. We are all one team and it’s important to help Sailors get them where they want to be
Cmdr. Frank Nevarez takes a photo with his father during the 2012 Tiger Cruise. Photo courtesy of Cmdr. Nevarez
PG 6
in their career.” Nevarez considers himself a Sailor at heart. He enjoys his time at sea and feels very fortunate to have a family that understands and supports his passion for the Navy and the demands of his job. “I don’t mind going out to sea – I love my job,” said Nevarez. “I owe a lot to my family; they have supported me along the way and have made it much easier. They have had to uproot and move around with me, changed homes and schools and have waited around for their Sailor to come home.” For Stewart, the decision to join the Navy was a familiar one. Stewart joined the Navy in November of 1992 after graduating with a Doctorate Degree in Dental Surgery from Northwestern University Dental School in Chicago. “Both of my parents were military officers,” Stewart explained. “My father was a fighter pilot in the U.S. Air Force who served 20 years and my mom was a nurse in the U.S. Air Force reserve for 20 years. I knew I wanted to join the military, but I decided I wanted to join as a dentist.” For his first assignment, he reported to Marine Corps Base Camp Pendleton, Calif., as an Assistant Dental Officer with the 23rd Dental Company, 1st Dental Battalion, 1st Force Service Support Group. Not long after he arrived, Stewart witnessed a shocking event that served as a defining moment in what would become of his career. “Two marines pulled into the clinic and one of them had shot himself in an attempt at suicide,” said Stewart. “I was getting back from working out and I knew both of them because they had been my dental patients at the clinic. There were corpsmen and another medical officer present. We performed basic life support on him, but he didn’t survive; it was very traumatic. “That’s the moment I realized this was not a routine dentist job. It really motivated me to take care of these young men and women in any sense that I could help – leadership, mentorship, healthcare, etcetera,” Stewart explained. “I decided at that point I wanted to stay in the Navy.” After serving eight years in various assignments, including a deployment to Somalia with Marines and two deployments aboard the dock-landing
ship USS Rushmore (LSD 47), Stewart decided to go back to school for his postgraduate studies in comprehensive dentistry. While completing his residency, he attained a Master of Science degree in Health Services (Oral Biology) from George Washington University. “I’ve been very fortunate. I’ve had two or three great mentors who have given me guidance throughout my career,” Stewart said. “They motivated me to go back and get my post-graduate degree, which I’m sure was essential in my selection to captain.” Enhancing his academic and professional accomplishments, Stewart’s service in the Navy has enabled him to complete more than 1600 hours of continuing education toward his latest success, the Mastership Award from the Academy of General Dentistry (MAGD). The MAGD is a coveted achievement that took him 20 years to earn and one the grand majority of dentists never complete. According to Stewart, there are approximately 180,000 practicing dentists in the United States. Only about 3,000 of them have obtained the MAGD award in the last 30 years. Stewart’s naval career has taken him to ships and clinics, to distressed locations, and even into classrooms. He has enjoyed a diversity of experiences that have shaped him and taken him where he is today. “The combination of good mentors, enjoying my profession and having a lot of adventures has made me realize along the way that I wanted to be part of this great organization,” Stewart said. “I wanted to participate as a
team player and I had a desire to excel as much as those around me.” With all the academic and professional success he has enjoyed, Stewart recognizes the importance in passing on his knowledge and experience to other Sailors. “I’m a big believer in mentoring,” said Stewart. “I have been very fortunate with my mentors, so I try to pass that on by mentoring my junior officers and all the Sailors in my department. I am as proactive as possible in guiding them in their dental profession, their career and their future assignments.” The demands that accompany being a doctor, especially one in the Navy, can be challenging. The support of Stewart’s wife and parents has allowed him to push forward in his career, Stewart explained. “We have two daughters and my wife has been very supportive,” Stewart affirmed. “And my dad deployed twice for one-year tours in Vietnam, so my mom understands. We have a great support system.” Both Nevarez and Stewart eagerly anticipate the next stage in their careers – continuing their legacy of mentorship at their next duty station. Nevarez’s next assignment will take him to Naval Supply Systems Command, in Mechanicsburg, Pa. Stewart will head to Naval Submarine Base Kings Bay, Ga., as the officer in charge of the dental clinic and assistant officer in charge of the medical clinic.
PG 7
Continued from page 5
maintenance. “If we need to change the LPT, we will attach a shaft, supported by the ceiling crane to support the aft portion of the engine and use a hydraulic pump to separate it from the main engine,” Moody said. “If there is damage to the turbine we will attempt to file it down. If we can’t fix it, we replace it.” Once the maintenance is completed, jet shop personnel test the engine. To ensure the machine is working at proper specifications, Sailors prime the engine and connect it to the jet engine test instrumentation (JETI) system. Technicians run fuel to the engine by connecting it to a fuel skid and run a hose connected to a huffer to the engine. A huffer simulates air rushing through the jet engine’s turbine. “The JETI computers interface with the engine computer and simulate what happens when the engine is connected to the jet,” Moody explained. “It has two displays that give us feedback about how the engine is performing and shows us any problems it is having. We test ground idle – simulating an engine before and after take-off – and flight idle, simulating the engine in operation during a flight. We start at minimum
afterburner and throttle the engine to maximum afterburner, or Max AB.” Gonzalez claims the JETI system is their most important system. “We can repair engines all day, but if we can’t test them, there is no point. Once we reassemble the engine we take it to the fantail, connect it to the JETI and see if it works properly and within standards. We also do a final inspection conducted by a quality assurance representative to ensure the squadron is receiving the best quality product.” The mechanics in the jet shop take great pride in their abilities to send engines back to the flight deck. Despite their best efforts, some engines simply cannot be fixed. While Moody accepts certain limitations when it comes to repairing engines, the inability to repair an engine is very frustrating to her. “When I have done all the trouble-shooting, exhausting every step and cannot find the problem, that is the most difficult part of my job,” said Moody. “If that happens the engine is sent back to supply before being sent off the ship to either fleet readiness center (FRC) east, or FRC west for repair. That drives me crazy.” Though engine maintenance and trouble-shooting
Aviation Machinist’s Mate Airman Rashad Wright signals for a start-up during a jet engine test. Photo by MC2 (SW/AW) Timothy Hazel
Aviation Machinist’s Mate Airman Durrell Smith signals all-systems-go during a jet engine test. Photo by MC2 (SW/AW) Timothy Hazel
PG 8
Aviation Machinist’s Mate Airman Durrell Smith troubleshoots an oil leak during a jet engine test. Photo by MC2 (SW/AW) Timothy Hazel
Aviation Machinist’s Mate 2nd Class Melanie Moody gives a safety brief before a jet engine test. Photo by MC2 (SW/AW) Timothy Hazel
at sea are significant portions of the jet shop’s responsibilities to Carl Vinson and the air wing, their hard work does not stop when the ship pulls back into port. Once pierside, training, maintenance on support equipment, ensuring tools are in working order and replenishing consumables like nuts, bolts, washers, gaskets, and probes become the priority. Whether in port or deployed, the shop’s unifying theme is safety. In addition to being exceptionally loud, the engine afterburners can exert between 16,000 and 21,890 pounds of thrust, so personnel wear gloves, float coats, double hearing and cranial protection. “Safety is the cornerstone of our work,” Gonzalez said. “If a piece of FOD is left unaccounted for, it can become a FOD hazard, potentially causing catastrophic damage to the engine and injury to Sailors.” Technicians regulate workload and assignments according to what can be done safely. “One simple mistake can be extremely costly for personnel and machinery involved,” explained Gonzalez. “We work with heavy engines and a lot of HAZMAT, so you have to be very careful and wear the proper personal protective equipment (PPE).” The diligence of the jet shop gets CVW-17’s birds in the air every bit as much as the principle of flight. “There are a lot of precise measurements and torque values that go into engine repair. We work hard to make sure everyone has the training they need to work in the shop and that everyone is qualified; it is a big challenge. They are constantly working on engines, fixing and testing them.” For Gonzalez and the other men and women in the jet shop, seeing the end result of hard work and training is their reward. “Watching and listening to an engine roar at maximum afterburner throttle settings is the biggest highlight of our day,” Gonzalez confirmed.
Aviation Machinist’s Mate Airman Michael Maasbach stands a fire watch during a jet engine test. Photo by MC2 (SW/AW) Timothy Hazel
PG 9
S
ailors experience a variety of emotions when they get underway, oftentimes dependant on the length of time they will be gone. Whether they are excited, nervous, stressed or keen to see what the next day brings, most will attest to missing their loved ones while at sea. It is something Sailors acknowledge and embrace when raising their right hand in the oath to serve. Still, there is often an ache that comes with separation from friends and family. During this underway, a special opportunity presented itself to a father and daughter, allowing them to share a few memorable days together aboard Carl Vinson. Even before enlisting, Operations Specialist Seaman Joshlynn Joshway, assigned to Carrier Strike Group (CSG)1, knew very well the demands inherent to a Sailor’s life,
having grown up with a father who continues to serve after 31 years in the Navy. “It was sad sometimes to see him go; he was gone a lot,” J. Joshway said. “But when he was home it was a lot of fun. We always had quality time and he always made sure that when he was home, he was in our lives.” Balancing the roles of a naval officer and devoted family man were difficult, yet rewarding, for Cmdr. Wesley Joshway, Airborne Command Control and Logistics Wing maintenance officer. “My responsibilities to my family are as important to me as my responsibilities to the Navy,” W. Joshway said. “Trying to balance the life of a Sailor with quality time at home and staying involved with my wife and children is challenging. We took family vacations and made sure we ate dinner together as a family.”
W. Joshway’s role as a maintenance officer is to ensure all squadrons have proper manning, equipment and training in order to operate and maintain the E-2C and E-2D Hawkeyes, and C2 Greyhounds. Recently, the Sun Kings of Carrier Airborne Early Warning Squadron (VAW) 116 held a change of command, which provided W. Joshway as a guest of the ceremony with the opportunity to fly out to Carl Vinson and surprise his daughter. W. Joshway kept the trip under tight wraps, keeping it a secret both from his daughter and even his wife, he said. Once onboard, Cmdr. Mark Schram, the operations officer for CSG-1, set up the much-anticipated meeting with his daughter. J. Joshway, while standing watch in Tactical Flag Command Center (TFCC), said she was completely unaware of the situation until she saw her father. by MC3 Michael H. Lee
JOSHWAYS UNDERWAY
PG 10
Photos courtesy of OSSN Joshway
“Mr. Schram walked into TFCC, and he had a smiley look on his face,” J. Joshway said. “He was like, ‘I have somebody here to see you.’ I’m thinking a fellow OS or friend; Dad was not in my mind. He pops around the corner and I just start screaming. I run, jump and hug him. I was screaming for a good minute because I couldn’t believe that he was here.” After the surprise, father and daughter spent the next few days touring the ship, enjoying meals together and meeting J. Joshway’s friends and Shipmates. “Hanging out with my dad on the ship was different because I just never thought he would be on the ship,” J. Joshway said. “It was hard going to sleep at night because I was excited for a new day. It made it more exciting because I did a lot of things I thought I never could do on the ship and now I’m going to do more. It’s exciting, something new.” Watching one of his children follow in his footsteps and maturing as an adult and service member has brought peace to him as a father and officer, W. Joshway said. “It’s humbling and it makes you proud to be able to see your children do well, but when they take on the profession you did as a young adult, it makes you that much more proud that you did something right, because they made a decision to follow your footsteps.” After a few short, yet unforgettable days, the two parted ways, for now. Once a young daughter saddened by her father’s leaving on deployment, J. Joshway appreciated the irony of bidding safe travels to her father as he left his daughter aboard Carl Vinson.
We all know how hard the culinary specialists and food service attendants on our mess decks work. Well, wait, if you don’t, you’re crazy because cooking for nearly 5,000 men and women three times a day plus midrats is nothing short of accomplished. However, if you are like me and have seen back-to-back deployments, spent 15 of your first 18 months aboard Carl Vinson out at sea and have eaten (by my estimation) at least 1,500 meals on the mess decks, you’ve probably seen the meals offered more than once. Though the long months of deployment are what really caused me to look at the ship’s food from a different perspective and, subsequently, engendered this article, what I hope to share isn’t just for those Shipmates with tenure, but for all hands. By taking the savory dishes and ingredients comprising a meal’s menu and tweaking it slightly or combining items not usually paired, it is my hope and intention to broaden our gastronomic horizons and massage our culinary creativity to encourage an active, stimulated palate. For example, the fast line on the aft mess decks often serves chicken of some sort: breaded strips and patties, fried chicken (my favorite) and wings, buffalo or regular. A simple way to enjoy any variety available, get a meal quickly and give the body some of the good stuff it needs is to make it a salad – crispy chicken Caesar salad and buffalo chicken salad are my favorites. Every week I’ll dole out (don’t worry, no more food puns, ever) a different take on one day’s meal using the same ingredients available to all hands, providing simple recipes that will hopefully encourage us to enjoy the fruits of the CSs’ and FSAs’ labor more fully. Until the next underway, I am A poor-man’s gourmand, The People’s Chef
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at
DIALOGUES
PUBLISHER
“WHEN I’M CALLING HOME I DON’T TELL THEM MUCH ABOUT THE SHIP.”
EMFN Ryan Coffman
SN Nick Siegrist
LTJG TREVOR DAVIDS Assistant Public Affairs Officer
EDITOR-IN-CHIEF
“I DON’T TELL THEM ANY DATES AND I SAY I’LL SEE THEM SOON.”
MM3 Anthonette Jonsay
ABFAN (AW/SW) Queonte Wilson
MCC (AW/SW) MONICA NELSON Media Leading Chief Petty Officer
GRAPHICS/LAYOUT
MC2 (SW) MEGAN L. CATELLIER MC3 MICHAEL H. LEE MC3 PHOENIX LEVIN
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CH 6
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THE GREEN HORNET
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SPIDERMAN 2 IRON MAN 2 BRAVE MONEYBALL BATMAN:THE DARK RISES
MEDIA DEPARTMENT
“I USE CODES. I’LL SAY MY ANNIVERSARY OR BIRTHDAY PLUS OTHER DAYS.”
NOW PLAYING CARL VINSON CINEMA
LCDR KYLE RAINES Public Affairs Officer
CH 7 PG13-R
MC2(SW/AW) TIMOTHY HAZEL MC3 JAMES GUTHRIE MC3 MICHAEL H. LEE MCSN HANSEL D. PINTOS MCSN CURTIS D. SPENCER
MONDAY TUESDAY
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WRECK-IT RALPH LIFE OF PI AVATAR THE GREEN HORNET
CLOSE ENCOUNTERS OF THE THIRD KIND
WRECK-IT RALPH LIFE OF PI AVATAR
SIDE EFFECTS THE HURT LOCKER ARGO THE FIGHTER CLOUD ATLAS SIDE EFFECTS THE HURT LOCKER ARGO THE FIGHTER CLOUD ATLAS
STAFF WRITERS & PHOTOGRAPHERS
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CLOSE ENCOUNTERS OF THE THIRD KIND
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“I DON’T TELL THEM ANYTHING UNLESS IT’S PERSON-TOPERSON.”
EXECUTIVE EDITORS
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AN DeAndre Powell
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AZ2 Lazintina Black
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CAPT. KENT WHALEN Commanding Officer
MUCH.”
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I CAN’T SAY TOO
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DPD
MOM UNDERSTANDS
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“I JUST TELL THEM HOW I’M DOING.”
AND SIMPLE. MY
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“I KEEP IT SHORT
AF ST
NC1 (AW/IDW/SW) Floyd Nash
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AMAN Travis Baldridge
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“I KEEP IT VERY GENERIC; NO SPECIFIC DATES OR TIME.”
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“OUR FAMILY HAS OUR OWN SECRET CODE.”
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What do you do to practice OPSEC when communicating with family and friends?
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D E C K P L A T E
IDES OF MARCH THIS IS 40 BLADE RUNNER FIGHT CLUB TROY
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