ensuring that the drill runs smoothly and all personnel get a taste of the drill. “It’s usually not just one scenario like GQ,” said Master Chief Machinist’s Mate Michael A. Sawyer, the propulsion plant drill team leader. “We run individual drills within each drill set. So we will run one drill and switch gears to get all of the other divisions cycled through.” Though the casualty control drills can be compared to GQ drills in many ways, they are run much more frequently and usually at later times in the evening. Most of the 600 nuclear-trained personnel aboard Enterprise are in some stage of training. This is the reason that the drills are run so frequently. Every time a drill is run, it is used as a training or qualification mechanism, in order to keep the nuclear operators in operational standards. “It may seem like we’re running the same drill over and over again, but we’re running it on different people,” said LeGree. “It is just a tremendous volume of people that have to get exposure to the training for their professional development.” The drills are not run to deprive any of the dayshift crewmembers of sleep. The reason that they are run after 10 p.m., is because it is best not to run the drills during flight operations. “We tend to not want to run propulsion plant drills during flight operations,” said LeGree, “because what we’re doing is putting the propulsion plant or the electrical plant in an abnormal condition. We might be taking a reactor down, or we might be taking an electrical generator down. We don’t want to do that while we are launching aircraft.” The fact that Enterprise is a 51-year-old aircraft carrier plays into the process, but not necessarily like one would think. “It is just the nature of having a ship with such vintage equipment,” said LeGree. “What we find is that we have an enormous amount of flexibility because of the plant design here. It allows us to continue to run drills in situations where a Nimitz-class carrier would not be able to (do so).” Though the legendary carrier is on the last leg of its 25th and final deployment, drills will indeed continue to be run. It is all a part of the training process, combating complacency and making sure that if an incident happens, there will be no hesitation. “Nuclear training is really not any different than regular training,” said LeGree, “It is all about developing a kind of muscle memory to use procedures to respond to abnormal conditions.”

September 24, 2012 Issue“We are Legend”Newsletter Edition

USS Enterprise (CVN 65)

The Shuttle Casualty Control Drills: What Exactly is Going On?Story and photo by Mass Communciation Specialist 3rd Class (SW) Brian G. Reynolds

USS ENTERPRISE, At Sea – “The ship is entering a training environment. In the event of an actual casualty, the words ‘actual casualty’ will be used. Now commence propulsion plant casualty control drills. Now commence propulsion plant casualty control drills.” Throughout the course of deployment, the above announcement has not been uncommon. Most Sailors and Marines have heard these exact words coming through the ship’s 1MC announcing system on multiple occasions. For the most part, the announcement usually comes at around 10 p.m., about the time most day-shift Sailors are heading to bed. It is fairly obvious that the announcement deals with training drills involving the ship’s propulsion plants. However, many crewmembers are probably not exactly sure what is going on and why it is taking place. “The reason for the drills is to practice combating simulated propulsion plant casualties,” said Cmdr. Paul Clifford, Enterprise’s former Electrical Load Officer (ELO). “It is similar to the reason we do general quarters (GQ) drills.” As wit GQ drills, during casualty control drills, the drill team and those involved practice combating a variety of issues – ranging from mechanical failure to all-out fires. “We have a number of things that we have to keep our operators trained and proficient on in case of an issue that might arise.” said Cmdr. Larry F. LeGree, the Chief Engineer aboard Enterprise. “It is a way to act and respond to casualty control actions that may or may not happen.” The drills are run by the propulsion plant drill team. They are the backbone of the drill itself and are responsible for

Monday, September 24, 2012Page 2 The Shuttle

The Shuttle is published and printed daily underway and bi-weekly in port by the USS Enterprise (CVN 65) Media Department, FPO AE 09543-2810. This newspaper is an authorized publication for members of the Department of Defense. Please direct all story ideas, questions and comments to MC1 (SW) Steve Smith at smithsw@cvn65.navy.mil.

Public Affairs OfficerLt. Cmdr. Sarah T. Self-Kyler

Executive OfficerCapt. G. C. Huffman

Commanding OfficerCapt. William C. Hamilton, Jr.

EditorMC3 Brian G. Reynolds

The Shuttle

USS Enterprise (CVN 65)

Command Master Chief CMDCM (AW/SW) Dwayne E. Huff

Big E Happenings

Sailors watch as an F/A-18F Super Hornet. assigned to the Red Rippers of Strike Fighter Squadron (VFA) 11, launch from the flight deck. (Photo by MC3 Scott Pittman)

Lt. Cmdr. Henry F. Holcombe, chaplain, baptizes Machinist’s Mate 3rd Class Stephen A. Wilson, from Olney, Md., during a baptism service on the fantail. (Photo by MC3 Jared King)

Lt. Jonathan E. Settlemoir, a Carrier Air Wing (CVW) 1 chaplain, baptizes Cpl. Ashley R. Bratt. from Washburn, Ill., during a baptism service on the fantail. (Photo by MC3 Jared King)

Aviation Electrician’s Mate Klorissa Larry, from Hickman, Tenn., a plane captain assigned to the Knighthawks of Strike Fighter Squadron (VFA) 136, directs an F/A-18E Super Hornet on the flight deck. (Photo by MC3 Scott Pittman)

Aviation Machinist’s Mate 3rd Class Corey Paddie, from Bossier City, La., and Aviation Ordnanceman Airman Randall Gray, from Elizaethton, Tenn., both assigned to the Red Rippers of Strike Fighter Squadron (VFA) 11, clean the canopy of an F/A-18F Super Hornet on the flight deck. (Photo by MC3 Scott Pittman)

Monday, September 24, 2012 Page 3The Shuttle

In the News

DUBAI - The National Transport Authority has issued new rules to all UAE-registered boaters warning not “to approach a naval ship closer than 800 metres” in response to the death of an Indian fisherman who was fired upon by a U.S. Navy vessel on July 16 off Jebel Ali. New regulations have been issued following calls in the last two months for a clear set of new maritime rules for UAE mariners to frame formal operating clearances to avoid clashes between foreign military vessels operating in Gulf waters and domestic water craft. In an email to all registered boat owners in the UAE, Capt Saleem Alavi, maritime adviser with the National Transport Authority, said that the “purpose of this flyer is to inform the public about the safety zone the naval ships have created for their protection.” The regulations include two additional warnings for boat operators advising them; “Do not approach the naval vessel at fast speed other than to turn away from the ship [and] do not make sudden alterations to the course towards the naval ship.” To help boat operators grasp how far 800 metres measures, the transport authority proffered a simple means whilst on land of sizing up distance at sea as outlined in the rules. “To determine 800 metres, we suggest that you approach a building and value its size. Then walk 800 long steps from that same building and look back at [the building] for a full appreciation of size and

Navy Ships Have Created Safety Zones to Ward Off ThreatBy Derek Baldwin

distance.” The authority also directly addresses warnings from naval vessels that come in many forms ranging from audio to visual. “Pay attention to the warnings given by the naval vessel. The type of warnings can be by loud hailer, by shooting flairs to attract your attention, laser light in your eyes, VHF Channel 16, warning shots across the bow,” states the authority advisory. If a vessel operator is confronted with warnings, the transport authority advised that maritime crews should ìturn away from the ship without delay; stop the boat immediately if it is safe to do so and call on VHF Channel 16 to identify your boatî. The newly released rules are important given that the U.S. Navy insisted that the crew of its vessel, Rappahannock, tried to warn the crew of the fishing vessel that by all US accounts was approaching in a rapid manner. At the time, Lt Greg Raelson, a media officer at the US 5th-fleet based in Bahrain said, that when ìthose efforts failed to deter the approaching vessel, the security team on the [US navy vessel] Rappahannock fired rounds from a 0.50-calibre machine gun.î The American response, amid high tensions in Gulf waters over Iranís nuclear activities, was defended by a U.S. defence official who told AP that the navy has ìbeen very concerned about small boatsî since the 2000 suicide attack against the USS Cole in the Yemeni port of Aden.

NORFOLK - Lawyers for three Somali men accused of killing four Americans aboard a yacht claim the deaths resulted from actions by the U.S. Navy and the FBI. Defense lawyers say an unstable situation was created by what they call “aggressive actions” by the Navy and “the failure to conduct the negotiations with the Somalis in a proper fashion.” Media outlets say defense lawyers made these arguments in motions filed Monday in U.S. District Court in Norfolk. Co-defendants Ahmed Muse Salad, Abukar Osman Beyle and Shani Nurani Shiekh Abrar could face the death penalty if they’re convicted. The owners of the yacht Quest, Jean and Scott Adam of Marina del Rey, Calif., along with friends Bob Riggle and Phyllis Macay of Seattle, were the

Piracy Defendants Blame Navy, FBI for DeathsBy VIRGINIAN PILOT

first Americans to be killed in a wave of pirate attacks off the coast of east Africa despite an international flotilla of warships that regularly patrol the area. The Adamses had been sailing full-time on their 58-foot yacht since December 2004 after retiring when their boat was boarded by 19 men several hundred miles south of Oman. Pirates had been hoping to bring the Americans back to Somalia to conduct ransom negotiations, but that plan fell apart when U.S. Navy warships began shadowing the Quest. The Navy had told the pirates that they could keep the yacht in exchange for the hostages, but they refused to take the deal because they didn’t believe they would get enough money. The only person authorized to negotiate the Americans’ release was also based in Somalia.

Monday, September 24, 2012The ShuttlePage 4

Big E Entertainment

ACROSS1. WW1 plane5. Quaint outburst9. Young cow13. Dry riverbed14. Stud16. Dogfish17. Helps18. Humiliate19. Sell

20. Grain to be ground22. An artificial language24. Heavy, durable furniture wood26. Complete27. Laughable30. Craving33. Completely neat and clean35. French school

37. Family38. S S S S41. Crimson42. Aquatic mammals45. Building48. Andean animals51. Oval52. Cartons54. A jaunty rhythm55. Not rational59. Chubby62. A swinging barrier63. Leafy shelter65. District66. Double-reed woodwind67. Apprehensive68. A feat69. Extend credit70. Tall woody plant71. Brother of Jacob

DOWN1. Booty2. Twosome3. Extra4. Objection5. Historic period6. Scoff at7. Nautical for stop8. Dictator9. Mobile army unit

10. Ends a prayer11. Fluff12. Portuguese folksong15. Fangs21. A dog wags one23. Train track25. Leg joint27. Requests28. Patter29. S31. Sacred Christian writings32. Adolescents34. South southeast36. Border39. Before, poetically40. Peddle43. Strained44. Dirty air46. Paper holder47. Cultivated land49. Lengthways50. Hush-hush53. Cavalry weapon55. False god56. Part of the outer ear57. Diving bird58. Old stories60. Plateau61. A Maori club64. Type of whiskey