Leaders to Sea Visit to the USS Theodore Roosevelt

Transcription

1 Leaders to Sea Visit to the USS Theodore Roosevelt It's now about 10 p.m. on our first day aboard the USS Theodore Roosevelt, and the sound of aircraft engines, catapults and arresting cables provide the background sounds for this writing. We've had a whirlwind day, beginning with a flight out of Naval Station Norfolk on a C-2 Greyhound Carrier Onboard Delivery (COD) courtesy of the VRC-40 Rawhides. Flying in a Greyhound is interesting because the passenger seating is rear-facing, which feels a little odd during takeoff, but you get used to it. We were told this seating arrangement is best for dealing with the physical stress of an arrested landing, in which we would come to a stop very suddenly. Following a 45-minute flight out to the carrier, our flight crew leader called out, "Here we go! Here we go!," which was the signal to put our heads back against the headrest to prepare for landing. Ten seconds later our Greyhound caught the arresting cable and went from over 130 mph to a dead stop in less than 300 feet. Since arriving, we have been treated like royalty. It is evident that the crew of this ship takes great pride in their work, and we've been quite impressed with the people we've met. As incredible as this vessel and its machinery is, none of it functions without qualified crew members to operate it. Without exception, everyone we encountered today exhibited professionalism, whether they were painting a hallway or managing multi-million dollar aircraft. Those with whom we spoke talked of responsibility and opportunity, some with career aspirations beyond the military, and others who have made this their life. Our guides, LCDR Patrick Evans and ENS Jack Georges, took us to meet the carrier's executive officer (XO), Captain Mark Colombo, who welcomed us to the ship and wished us a good visit. From there we passed through the hangar bay, an immense area comprising nearly two-thirds of the length of the carrier, several decks below the flight deck. We would later learn that is the "garage" of the carrier, where aircraft in need of service are brought. Most aircraft are actually stored on the flight deck. A typical complement of aircraft is over 80 planes and helicopters, but the hangar bay can only accommodate about 27 of them at once.

2 Jack then led us to what he termed "the coolest feature of the ship." I was anticipating some marvelous technology, but we ended up at the ship's Starbucks. Yup, that's right, there's even a Starbucks on board. While waiting for our cappuccinos and caramel macchiatos, we met a young woman who shared her responsibilities as a helicopter maintenance crew member. She displayed pride in her work and a clear understanding of the purpose and importance of her contribution to the ship's mission and safety of flight crews. In discussing search and rescue operations, a member of our group asked about launching a small boat for the purpose of a sea rescue, to which another crew member who was waiting for coffee responded. As it turns out, one of her responsibilities is to man the davits that launch those boats when necessary. Again, she was happy to share the nature of her work on board ship and was clearly very knowledgeable. Patrick escorted us to the media room, a television studio actually, where we donned vests and "cranials" helmets with ear protection for our visit to the flight deck. We started out on "Vultures Row," which is a balcony area about six stories above the flight deck. We were able to observe arrested landings, or "traps," and catapult launches, or "shots." The flight deck of an aircraft carrier is a very dangerous work environment. There are many airplanes moving about on the deck in addition to those landing and taking off. Even a momentary lapse of concentration could be fatal. What impressed me the most about this portion of the tour was the astounding manner in which the crew worked together as a team to accomplish their tasks. Everyone has a very specific job to do, but in order to achieve success, they must be able to function as a unit. I had heard of flight deck operations being compared to a ballet, with each "performer" contributing to the overall performance. I had no true appreciation for that until I saw firsthand what this crew does. The flight deck is a very noisy place, and crews rely on hand signals to communicate. After watching several shots from Vulture s Row, I began to see the patterns of hand signals being used at various places on the flight deck. Each had its own meaning and effectively communicated to the pilot or other crew member exactly what was needed at that moment. Each of the crew wears a shirt color that reflects his or her area of responsibility. Looking around the flight deck you see purple, yellow, green, brown, blue, white and red shirts. I had to laugh when I saw that this arrangement is referred to as Flight Deck Skittles because from Vulture s Row, that s exactly what it looked like with all of the brightly colored shirts moving around the planes.

3 From Vulture s Row, we visited the Handler s office on the flight deck. These crew members are responsible for coordinating the efficient movement of aircraft on the flight deck. Normally, they rely on several large computer monitors to organize the aircraft. On this day, those systems were not functioning properly, and they were using a high table called the "Ouija board" to organize planes and helicopters. Each aircraft is represented by a small cutout on a diagram of the ship's flight deck. On each cutout, the handler places a colored hex nut, wing nut, jack, push pin or washer. He explained the meaning of each article: hex nuts for fueling status, wing nuts for wing position (folded or not), jacks for repairs, push pins for ready aircraft, and washers for...wait for it...planes that need to be washed, which they do by hand. I was not prepared for where we went next. I had expected to watch catapult launches from Vulture s Row or even the edge of the flight deck, but Patrick and Jack led us to a spot right between the forward catapults. Here we were on the deck of an aircraft carrier less than 10 yards from an F-18 Hornet about to be launched! We went from observers in the nosebleed section to smack in the middle of the ballet. This was the first place I noticed the teaching that was occurring. A young crew member was learning how to signal the pilot at various points in the launch process. His was one part of a string of hand signals from the catapult crew indicating go or no go status. For the first catapult shot we observed, I watched as crew members checked the plane over to make sure it was ready for flight, set the landing gear catch in the catapult trolley, and signal the pilot to throttle up for launch. At the last second, every member of the catapult crew suddenly raised their arms over their heads in an "X". I was a little puzzled by this until I saw a plane appear out of nowhere climbing away from the carrier just to the left of the catapult area. Apparently, the landing plane had a "bolter," in which the tail hook bounces on the deck and misses the arresting cable. In the event of such an occurrence, pilots increase their throttle to full power immediately upon touchdown so they can take off again. In this case, if the plane at the catapult had launched, the two aircraft would have been dangerously close together, which the pilot had no way of knowing without the deck crew signaling. The ballet resumed, and the plane took to the sky. Never in my life did I think I would be this close to a catapult launch, and the experience was incredible.

4 After spending time between catapults, we formed a human caterpillar, holding onto each other s vests, and moved around to the stern of the carrier to observe arrested landings, or traps. It s hard to imagine how much control and skill are required to accomplish this feat. The pilot must land an aircraft on a moving landing strip, which in itself might be difficult, but they are aiming for a very specific part of the landing strip that is barely twenty square feet. It s called the three wire, or the third wire (out of four) from the rear of the ship. The best pilots consistently hit this target and bring their plane to a halt in less than a few hundred feet. When you re standing on the deck, it looks like a pretty big section of the deck, but viewing it from Vulture s Row I had an appreciation of just how tiny it really looks from the air. Many of the pilots we observed hit the mark perfectly. They have a lot of help in making that happen, though. There are landing signal crew members on the deck who help talk them down by comparing the approach of the aircraft to an ideal center line and glide slope (angle of approach). There are also visual cues lights on the deck that indicate whether they are above/below or left/right of the intended path. The largest of these is the meatball or ball on the left side of the deck. Pilots adjust their aircraft s flight path by listening to the Landing Signal Officer and watching the meatball. They place an enormous amount of trust in the crew members operating each of the systems necessary to bring them safely back to the deck of the carrier. Just as we saw at the catapults, the trap crew performed their job efficiently, working as a single unit. In addition to the shooters, handlers, mechanics and landing crew we spoke to, we also saw fire fighters, aviation fuel crew and many others responsible for flight deck operations. I can only imagine how many people we didn t see but who are just as important to the process of safely launching and recovering aircraft. We returned to the media room, which had become our stopping off point to and from various locations on the carrier. The media room was one of several pleasant surprises on this trip. I had not really expected a television studio to be on our tour. Since one of my responsibilities at school is sponsoring our televised morning announcements program, it was fun to see what s in a military television production studio. It s a pretty impressive setup considering it s on a ship. The studio itself has LED light

5 bars, several teleprompter-equipped cameras, green screen capability, three editing stations, and a control room filled with rack-mounted equipment, some of which I can only guess what it does. All the while they are broadcasting movies, informational programs and live feeds from the flight deck (affectionately referred to as Danger TV ). Our next stop was in the air traffic control rooms, where crew members coordinate all of the aircraft flying around the carrier. They track each landing and takeoff, which in the case of this day s activities meant they kept records of successful traps, with each one graded on its quality so pilots can achieve their carrier qualification rating. They also track how much fuel remains in the aircraft to determine how many additional landings and takeoffs the plane is capable of making. We also saw the device that is used to assist pilots with landings when necessary. It is capable, at the pilot s request, of taking complete control of the airplane via a special wireless link. If the pilot is very tired, or for some other reason unable to land the plane, this device can land it for them. It is not infallible, as we were told by one pilot who requested its use, and on one occasion had it send a command that put his plane in a nosedive as it approached the carrier. Fortunately, he was able to regain control of the plane and land it safely. He said it wasn t pretty, but he accomplished a safe landing. We then made our way to an area just below the flight deck where the arresting cable mechanism for the number three wire is located. As I mentioned before, the primary target for landing aircraft is the third wire from the back of the ship, which makes this the most used of all arresting cables. After travelling through a series of cable guides, the two-inch diameter arresting cable is fed into a massive machine that controls how fast it feeds out onto the flight deck as a plane s tail hook catches it. We met a young crew member whose responsibility is to make sure the machine is operating properly for each prospective trap. Like all crew members we encountered, he was happy to share with us what his job entailed and how the machine worked. It turns out that each arresting cable is actually two 1,100-foot cables, a primary and a failsafe cable, that feed through a system of pulleys and a complex trolley device. The motion of the trolley is regulated by several huge tanks that transfer compressed air back and forth through a narrow opening between them as the landing plane draws out the cable. Our crew member guide called out several warnings as each plane approached so we would know to cover our ears in case the third wire was caught. The noise is deafening as the machine operates. And, this is repeated many times over the course of his twelve hour shift. He was not

6 only happy to do this, he was proud of his contribution to the mission of the ship and the safety of the pilots who rely on his machine. We often passed through the hangar deck on our way to different places on the ship. The hangar deck is a huge space: nearly the full width of the ship, over thirty feet high and about seven hundred feet long. The air wing was not onboard for our visit, so the hangar deck was almost empty. We did see many crew members taking advantage of the open space for physical training (PT). Some were working in groups, while others were exercising individually, often running the length of the hangar deck. On this trip through the hangar deck, we stopped by the control room. The crew members in this area coordinate the placement of aircraft sent to the hangar deck for repair. There is a large computer monitor where aircraft arrangement can be displayed, as well as a table with a hangar deck diagram (much like the handlers Ouija board ) where cutouts can be manipulated if necessary. Although there were only a few aircraft onboard during our visit, during a deployment there might be as many as 27 aircraft on the hangar deck to account for. We then visited another unexpected office, the print shop. I didn t realize that virtually all print media on the ship is printed onboard. Newspapers, magazines, brochures, flyers, announcements, bulletins, special event programs and even crew t-shirts get printed here. In a floating city of over 5,000 people, that can be a lot of work so much so that when the ship is underway, a Xerox technician travels with them to make sure the equipment functions as expected when needed. Although we saw cuttingedge printers, servers and photo editing workstations, we also saw crew members making Flight Deck Skittle shirts using stencils and Sharpie markers. It seems that is the most efficient way to create them as needed. We accompanied a member of the Public Affairs crew to his quarters. Unlike our staterooms on Distinguished Visitors Row where there are only two bunks in each room, he shares his accommodations with 29 other crew members. The space is tight, but he didn t seem to mind at all given the opportunities open to him in the military. He said the trade-off was well worth it. We were delighted to join the Ship s Executive Officer (XO) and Chief Supply Officer for dinner. Both were very proud of their jobs and were eager to share details of their history and responsibilities.

7 However, they were also just as interested in conversing with us and learning about our jobs and students. The Supply Officer is responsible for every portion of our dinner in the Ward Room, where officers dine and snack daily and also each of the Mess Decks where the crew eat their meals. The food was surprisingly fresh and delicious considering the limits of on-ship cooking. They regularly get supplies, which does not always go smoothly. During our visit, they were due to receive 125 pallets of replenishments; however, due to weather and winds, they were only able to secure 7. Therefore they would have to try the next day. To receive their supplies, another ship pulls close, and they move pallets from one to the other via crane and air support. This brought us to our next question: where and how do they store their goods? The Supply Officer told us that he stores some items for the upcoming meals in their kitchens and Bake Shop (yes, they have their own bake shop on board!), and they have a large warehouse for the bulk of the most used ingredients. However, he also has to make use of at least 75 other small storage spaces around the ship to make sure that they have everything they need for each meal, occasion and visitor. He said that they scan each item to its location and are constantly updating the spreadsheets that tell them how much they have on hand and where it is. We also had the opportunity during dinner to learn a little more about the job of the Executive Officer. If you compare the carrier to a city, the Captain is a lot like the mayor, overseeing operations and making decisions that affect the entire ship. In order to make those decisions, the Captain must rely on accurate information from each department. It is part of the Executive Officer s job to provide that information. The XO meets with 18 department heads daily to get a clearer picture of what is happening onboard. You could compare that to a city council meeting, in which the XO would be the chairman. Many issues are dealt with during those meetings, but some require the Captain s involvement, and the XO brings those to their daily meetings. There are many technical issues to deal with on a carrier, and that did not surprise me, but there are also numerous personnel issues to deal with. I guess I d never really given that much thought. Part of the XO s job involves crew morale, and it s a job Mark Colombo is intensely passionate about. We really enjoyed hearing how he selects crew members to recognize as part of the ship s daily announcements, and we were able to see that in action when Friday s announcements were made. He also likes to get around the ship and know as many of the crew as he can. He even has his own version of Dirty Jobs, where he takes part in performing tasks that most people would find less than desirable. It was quite evident from his enthusiasm and body language that Mark is very proud of this ship and especially its crew. There is probably no work environment more dangerous than the flight deck of a carrier at night. As difficult as landing a plane on a moving landing strip is during the day, it s even more difficult at night. Pilots lives depend on how well their shipmates perform their jobs because many times they can t see where they are going. It s an incredible sight to see a small set of lights in the distance become a jet rapidly descending on the deck. Then, in an instant, the jet grinds to a halt at the end of an arresting cable as the engine screams at full throttle. It was cool to see during the day, but is even more impressive when you can see into the rear of the jet s engine at night, glowing red and blue with hot exhaust. On the other end of the ship are the catapults, which are also an entirely different experience at night. Airplanes that arrive on deck via a trap are then moved into position for a shot. From Vulture s Row, you can see how the flight deck crew coordinates airplanes, much like lanes of traffic waiting to get

8 on a freeway. Once in place for a shot, a large blast deflector is raised behind the plane. Even so, we could still feel the heat and strong wind from the jet engines all the way on Vulture s Row several hundred feet away and seven stories above the flight deck. Looking into the back of a jet at night when it launches from the ship is an awesome sight. The tapered blue flames that come out of the jet as it rises from the deck are extraordinary. Before signing off for the night, the Ship s Chaplain reviewed the day and offered thanks and prayers for the crew, other branches of the military, other ships deployed and even the President. Flight operations lasted until about 11:15 P.M. (2315 hours) Thursday. What a day! Friday morning we rose at 6:00 A.M. (0600 hours) with reveille and went to breakfast about 6:30. We started our day in the medical bay, where doctors, nurses and physicians assistants treat crew members for everything from ingrown toenails to emergency surgery. Our guide for this part of the tour was the Chief in charge of the medical bay. He shared the responsibilities of the various crew members assigned to the medical bay and showed us examination rooms, sterilization room, operating rooms, recovery ward and intensive care unit. He also shared some experiences from his tour of duty in Afghanistan. It s not often people get to meet real heroes, and in this place, we were apparently surrounded by them. From the medical bay, we worked our way up to the flight deck. There were no planes flying at the time, and we were able to walk all over the flight deck, a huge expanse over 1,000 feet long and 250 feet wide. We were also able to see several test firings of the forward catapults. The same flight deck crew that would operate the catapults later in the day was busy making sure they were ready to launch aircraft when needed. This was representative of something we saw all over the ship: crew members busy insuring the ship s readiness, whether it was cleaning and painting, practicing routines, exercising, or repairing machinery. We were truly impressed with the crew s attention to detail in every aspect of ship preparedness. We spent about minutes in the ship s museum, which is dedicated to its namesake, Theodore Roosevelt. Our museum guide, a communications specialist, taught us about each artifact, including Roosevelt s revolver and a propeller from an early Curtis Jenny airplane. The propeller was significant because Theodore Roosevelt helped lay the foundation for what would become the US Navy air force. As we experienced

9 in so many areas of the ship, our host was knowledgeable and truly happy to share this with us. We then went to extremes, all the way from the forecastle, or fo c sle, to the stern. We were given a detailed tour of the fo c sle, which houses the mechanism responsible for raising and lowering the ship s massive anchors. Our fo c sle host told us that each link in the chain weighs over 350 lbs, and each of the two anchor chains is over 1,000 feet in length. Chains are stored in a separate room below decks, and the anchors are raised and lowered at least once a month to test the mechanism. In yet another unexpected treat, we were able to see the young woman responsible for much of the incredible artwork aboard ship working on a door in the fo c sle. At the forward most point in the fo c sle, there is an opening for bow lines to pass through when the ship is pier side. If you stick your head through the opening (it s not large enough to fall through), you can look back and see the bow of the ship cutting through the water. From the fo c sle, we passed through the hangar deck again on the way to the stern, or rear of the ship. Seeing this carrier from the stern is an impressive view. Imagine standing on the fifth floor balcony of a 150-foot wide, ten story tall building, and it s moving through water at over 20 miles per hour. That s pretty much what it s like to stand on the stern of an aircraft carrier underway. It s hard to grasp the sheer mass of the vessel even when you re standing on it. While waiting to board our flight home, we had a chance to talk to an F-18 pilot, Brandon FSBO Scott. He has been a pilot for fifteen years and shared some of his experiences. He was happy to answer all of our questions regarding service in the Navy and what it s like to fly fighter jets. FSBO has done several jobs in the Navy in addition to piloting aircraft, and I discovered after arriving home, that he is actually mentioned by name in the book Service: A Navy SEAL at War, by Marcus Luttrell, for his duty with SEALs in Afghanistan as a JTAC. In this role he was responsible for laser-targeting enemy positions from the ground and coordinating strikes by aircraft. He is proud to serve our country and quick to note the importance of every member of the crew in making his job possible. In what seemed a way-too-soon moment, we were headed out the door to our waiting Greyhound for the trip home. As incredible as our visit had been, we knew there was still a final treat in store for us: a catapult shot. Mere words can t possibly do the experience justice. It s one of those things you have to do yourself in order to really understand what it s like. The best I can do is tell you to imagine the biggest, baddest, fastest roller coaster on earth, and then imagine riding it backwards. As I noted in the

10 beginning, a C-2 Greyhound s passenger seats are rear-facing, which makes a catapult shot most interesting. We were told to brace our feet and hold onto the shoulder harness. Again, our flight crew waved and shouted, Here we go! Here we go!, and a few seconds later, we were launched forward with breathtaking speed (literally). In less than three seconds, we went from sitting still on the carrier deck to being airborne at over 130 mph. This was such an amazing experience. If I were forced to sum it up in a single sentence, I d have to say that I went to the carrier expecting to be impressed with its mechanical and technical resources, which I certainly was, but I left even more impressed with its human resources. I am proud to know these fine sailors serving are in the United States Navy, and even better yet, they are proud to be there. Carl A. Peake Ocean Lakes Elementary School Computer Resource Specialist Morning Announcements Sponsor STEM Robotics Co-Sponsor Webmaster Angela B. German Green Run Collegiate MYP English 9 Media Liaison Partners in Education Coordinator VBCPS Teacher Forum, Chair