chapter one

Welcome to the World – A New Star is Born

The End of an Era… she was sold for scrap on July 1, 1958. Opposite page: Big E tended by a gaggle of The USS Enterprise Then, in 1959, the shipyard at Kearney, tugs during her first year (CV-6) was the star of the US Navy in New Jersey, systematically deconstructed of life. World War II. From the outset, Big E Big E. “Starved and stifled by the years USN was renowned for her greatness as a ship long coma of inaction, the great spirit and the greatness of those who operated of Enterprise flickered and sank toward and flew from her. She also embodied extinction. And yet the spirit did not some magic: she was a lucky ship, seem- die.” Many opposed the inauspicious ingly always where she needed to be and scrapping of CV-6, and many more by good fortune always far from where hoped she would be immortalized as a things might have ended badly for her. museum. This was not to be. However, in A case in point was December 7, 1941, a fortuitous twist, a new carrier was being when she was not in port during the built not far from where CV-6 was built a attack – where she would third of a century earlier. This carrier was have had to take on the sizable Japanese to be bold, revolutionary, inspirational, armada alone. She operated success- and would bear the name Enterprise also. fully in almost every major Pacific fleet There would be an immortalization of encounter from 1941 to 1945, and was the name in a new body. Enterprise was to be the most decorated US Navy ship to be reborn. in World War II. Early in 1961 the dock was By the end of the war, however, the flooded and Enterprise, the first world had changed and naval aviation nuclear carrier in history, the big- was at once in a period of retrenchment gest ship in the world, again the and in a technological growth spurt. It pride of her country and its Navy, became clear that CV-6 could not be first felt the touch of the sea. modernized to operate the heavier jets The story of Big E coming into service. On January 14, 1946 had begun again. she was moved to the New York Naval Shipyard, where she was inactivated, and …And the Start of a New Era on January 18 was decommissioned. In As early as 1949 the possibility spite of attempts to immortalize Big E, was being explored of harnessing the 19 20 USS Enterprise CVA(N) / CVN-65: The World’s First Nuclear-powered Aircraft Carrier

Big E leaves Norfolk and new-found atomic energy and construct- two A1W reactors with steam generators sails out to Chesapeake Bay on October 29, 1961 ing an atomic power plant that could and propulsion machinery for one shaft. for sea trials, combining propel an aircraft carrier. In 1950 Chief This modeled one of four plants required shipbuilder’s and navy of Naval Operations (CNO) to power the new Enterprise. acceptance trials – the Forrest Sherman initiated a feasibil- Actually the concept of developing first time they had been ity study for carrier nuclear propulsion, for ship propulsion was done in unison. This was however soon after his death in 1951 long thought of, even before the atomic her first time at sea. the Atomic Energy Commission (AEC) bomb was conceived. Of course, the USN discontinued the aircraft carrier reac- reactor program was a little tor project in favor of a civilian reactor. ahead of surface ships, with USS Nauti- Naval development was actually ahead lus (SSN-571) operating in 1955. These of civilian development, and the program were smaller plants and the thought ini- was restarted in 1954. The AEC led the tially was that reactors were more suited research at their laboratory at Bettis, to smaller surface ships. However, the Pittsburgh and in April 1956 construc- benefits of nuclear power were becom- tion of a prototype large-ship nuclear ing very evident, and with fuel-hungry reactor was commenced at the National jets operating off carriers the increased Reactor Testing Station (NRTS) in aviation fuel carrying capacity of a Idaho. The reactor prototype was desig- nuclear-powered carrier was attractive. nated A1W (indicating an atomic reactor In the 1950s the dawn of the supercar- for Aircraft Carrier Series 1 as built by rier was upon us. With the hugeness of Westinghouse). The plant consisted of the new carriers directed by the high Chapter One: Welcome to the World – A New Star is Born 21 performance jets – which required more The Father of Big E’s Atomic deck area for faster launch and recovery Engines and the newly designed angled landing At the center of the nuclear program area widening the deck, and much larger from its inception was engineering offi- resultant displacement – these ships had cer Capt. Hyman G. Rickover, a complex themselves become hungry for fuel. character who came to be known as the As well as having more fuel to operate “Father of the .” a large air group of jets, the advantages of Hyman Rickover was born on January nuclear power included steaming unlim- 27, 1900 into a Jewish family in Poland. ited by the frequent underway-refueling His father had moved to the United stops required of a conventional car- States and at the age of six Rickover, rier. This was not only convenient but with his mother and sister, moved there also tactically and strategically sound to join him. He entered the US Naval for such a highly valued asset as a car- Academy in 1918. Initially he struggled rier, which was at its most vulnerable to academically, but steadily worked his enemy whenever it had to slow down or way up, graduating 107 out of 540 in the steer a predictable course. Large reserves class of 1922. He was commissioned an of steam were available for ship propul- officer and served on surface ships as an sion, electricity generation, and catapults engineering officer, specializing as elec- for aircraft launch. The encapsulated trical officer. In 1925 he was stationed reactors, with no need for intakes or aboard the battleship USS Nevada (BB- smoke stacks, allowed for a stronger and 36), until 1927 when he commenced a potentially more compact construction, masters degree in electrical engineering, especially in the island superstructure graduating in 1929. Following this he where the fossil fuel carriers’ smoke requested submarine duty, however these stacks were placed. The lack of toxic hot gasses vented from the smoke stacks had The man responsible for benefits for the ship and air wing – corro- developing the unique sive “soot”, as well as making everything nuclear complex that grimy, damaged sensitive electronics and powered Enterprise for radar competing for space up high on 51 years. Adm. Hyman G. Rickover, a genius of the superstructure, and, along with salt, sorts, personally oversaw contributed to corrosive damage to the the naval nuclear program aircraft. The hot gasses also contributed at most levels. This is a to turbulent airflow, or “burble”, behind rare photo of him wearing the ship, increasing the pilots’ challenges his admiral’s uniform; he during final approach on landing. generally preferred civilian suits. The ideas for nuclear propulsion were in part brought together by a man USN of great foresight, attention to detail, and stubbornness. A study of the USS Enterprise would be incomplete without acknowledging the significance of this US naval officer. 22 USS Enterprise CVA(N) / CVN-65: The World’s First Nuclear-powered Aircraft Carrier

were not easy times for him, and he did result of this six years’ work. The Nau- not easily fit in with the sub service. In tilus led on directly to the reactor type 1933 he spent two years in the Office of and design used in Enterprise. She had a the Inspector of Naval Material, followed pressurized water reactor (PWR) design, by assignment to battleship USS New as opposed to the sodium-cooled reactor Mexico (BB-40) as assistant engineering used in the navy’s second nuclear sub- officer. Here Rickover quickly became marine, USS Seawolf (SSN-575). The a star, reducing fuel consumption in sodium reactor was not pursued beyond operation, increasing peak efficiency and Seawolf after the PWR was found to be contributing to the New Mexico becom- a better naval reactor. In fact Seawolf was ing number one in the fleet competition eventually overhauled to install a PWR. for two consecutive years. As a young Through the 1950s Capt. Rickover officer Rickover displayed fastidiousness projected himself favorably to Congress and leadership in training and opera- and the government, and was seen as a tion. In 1937 he applied for the position man who got the job done. The naval of Engineering Duty Only (EDO) – a propulsion plant was so successful in newly formed elite within the navy, the operation and safety that Rickover was officers of which were not eligible for able to secure the program. At the time of afloat commands – and facilitated work building, and now vice admiral, Rickover on design, construction and maintenance also held the role of assistant director of ships. Following the outbreak of World in three areas: for Naval Reactors, the War II he became involved in examining Atomic Energy Commission, and for the battle damage and systems vulnerabilities Bureau of Ships for Nuclear Propulsion. and during the war he remained involved The success of Nautilus’s reactor, both in in this area of work and was promoted to safety and the power produced, garnered captain. the interest of Charles E. Wilson, Secre- At war’s end the navy was looking to tary of Defense, who advised the AEC downsize and Rickover became involved that now was the time to look toward in the oversight of ship deactivation. He placing reactors in large naval ships. was then assigned to Oak Ridge, Tennes- Further, the Chief of Naval Operations, see, in 1946, to the National Laboratory, Adm. Arleigh Burke, proposed that where the “Manhattan Project” involv- nuclear power be used in aircraft carri- ing early atomic research was conducted. ers. As a consequence of the proposals This was to be a significant point in time. put forward, the navy’s fiscal year 1958 He was tasked with studying the basics budget made provision for reactors for an of reactor technology and the viability of aircraft carrier, and this was duly ordered reactors for powering naval vessels. He from Newport News Shipbuilding and made himself the charge officer of a small Drydock Company in November 1957. team of naval officers and so started the Rickover’s vision to harness the naval nuclear program by heading the energy from controlled nuclear fission, team and working tirelessly to under- and his attention to detail, secured his stand and then design and promote the position with the armed services com- reactor program. The construction of mittees and the AEC, as well as with the world’s first nuclear-propelled vessel, numerous congressmen. Although he USS Nautilus (SSN-571), in 1952 was a did strike resistance from some quarters Chapter One: Welcome to the World – A New Star is Born 23 in the navy and the government in the angled landing area with face of shrinking funding, he was seen capacity for a large jet-based air group. as a smart and wise naval engineer and They were a development of the proto- strategist. But he was a complex and dif- type USS United States (CVB-58), which ficult man. He had a menacing side and although never completed paved the way he could be acerbic and downright mean for USS Forrestal (CVA-59). There were to anyone he felt to be incompetent or in later misgivings with Forrestal’s design, his way. Even when he selected officers however: the island superstructure and for training in nuclear operation, includ- the deck-edge aircraft elevator place- ing each prospective skipper of USS ments contributed to a more congested Enterprise, he could be very unpleasant flight deck during flight operations, to deal with (see Chapter 8.) Much of when generally aircraft flow forward to his approach was undoubtedly due to his the bow. There was one elevator forward work ethic – a humble attitude, working of the island, two aft on the starboard side hard, serving, and aspiring to excellence. and one portside on forward end of the Dealing with nuclear fission safely was a angle, which so positioned became less huge responsibility and he took it seri- usable. This was changed subsequently ously, while pushing it to fruition. In this in USS Kitty Hawk (CVA-63), which, job there was no room for failure. An although considered a modified Forrestal, error could mean loss of life and could was in a class of her own. Hull design jeopardize the entire program. Famously and deck layout were attributed to Enter- it is reported he said, “It is necessary for prise’s design, with her island set further us to learn from others’ mistakes. You will aft, allowing for two aircraft elevators not live long enough to make them all (larger than Forrestal’s) forward of the yourself.” He could strike fear into people island and one aft on the starboard side. and he would fight his enemy vocifer- The portside elevator was moved aft, well ously. He was not restrained by the rank clear of the angled deck. The Enterprise of the person he addressed – because deck plan was successfully applied retro- of his unique position, knowledge, and actively to Kitty Hawk and her sister ship standing, he was seemingly immune from USS Constellation (CVA-64). censure. No one could fire him. This was the era of the Cold War. The And so it was that as Big E was being U.S. Navy was not only using fast jets, constructed, her new “boilers” were being but also larger, heavier jets, as the country driven in concept, development, and moved toward nuclear deterrence, relying manufacture by a single-minded, bloody- on larger nuclear bombers. This called for minded perfectionist who did not take no big, wide, steel flight decks, which made for an answer and would get the job done. the ship top heavy. To accommodate this, the carriers’ hulls needed to be wider and The Design and Construction therefore longer – creating a heavier ship of USS Enterprise – The First that required a massive propulsion plant Atomic-powered Carrier to drive it. In addition jets needed addi- USS Enterprise owed much in its design tional wind over the deck to launch and to the first US Fleet supercarriers. The recover at higher speeds than their prop- four carriers of the Forrestal class had driven predecessors. All this amounted designed into them from the start an to the need for more power in the plant 24 USS Enterprise CVA(N) / CVN-65: The World’s First Nuclear-powered Aircraft Carrier

below. It was decided the necessary and USS Truxtun (DLG(N)-35), and amount was 280,000 shaft horsepower C2W in the USS Long Beach (shp), which all carrier propulsion plants (CG(N)-9), which were later to be loyal subsequent to Forrestal provided. The episodic team mates of Enterprise.) Each layout of the machinery was eight steam A1W was able to produce 35,000 shp, boilers driving four geared turbines, spin- which was just right for the 280,000 shp ning four shafts. This arrangement was required for the full eight-reactor, four- employed in Enterprise, however the two shaft system. The building and operation boilers for each shaft were replaced by of A1W was instrumental in the success two steam-producing nuclear reactors. of Enterprise’s reactor plant construction. So in design terms Enterprise’s propul- The keel for the test bed “land ship” at sion system machinery layout was not the Naval Reactors Facility in the NRTS much different from that of Kitty Hawk at Idaho was laid on June 26, 1956. The and Forrestal. first of the two reactors went critical on There were two facets to Enterprise’s October 21, 1958, and the second on July development. Firstly the design, construc- 10, 1959. The prototype reactor plant, tion, testing, operation, and installation one quarter Enterprise’s complete instal- of this new propulsion technology, of lation, was a huge success. All that had to which there had been no prior experience be done now was to build four of these in a large surface ship. Secondly there plants and install them deep in the hull was the design and construction of the of the new carrier. ship to accommodate the nuclear plant. The whole project was on a tight sched- The Ship – Design and Concept ule because the reactor plant was being The plans drawn for the first nuclear car- developed in tandem to the shipbuilding, rier, authorized by the Chief of the Bureau with only a little lead-in time. assigned to the Bureau of Ships in Wash- ington, DC, were known as SCB-160. Big E’s Core – The Reactors The preliminary SCB-160 design was The supplier of the reactors was West- completed in September 1956. Initially it inghouse. In Enterprise they were to be was thought that the ship would be too designated A2W. I have touched on large, however reducing her size would be the A1W land-based prototype plant at the expense of side protection in the in Idaho. Although the program com- hull. The design incorporated a radical menced in 1950 with the first land-based new radar set that led to the block-shaped prototype large-ship reactor to be com- island superstructure, which incorporated pleted by 1953, the cost of $150 million to the eight panels of the extremely-long- build a new carrier led to cancellation in range, electronically-scanning, fixed-array 1953. Rickover then, defiantly, proposed antennas of the Hughes SCANFAR a five-reactor prototype program, from system (AN/SPS-32 and AN/SPS-33). submarine to , frigate, cruiser, To support this radar the newly conceived and carrier, which was accepted. By 1955 Naval Tactical Data System (NTDS) the A1W project was up and running, as was to be installed to facilitate rapid well as the frigate F1W and cruiser C1W. data processing and automatic data-link (These were to be installed as D2W in the with other units. SCB-160 was also to “frigates” USS Bainbridge (DLG(N)-25) incorporate two terrier defensive guided Chapter One: Welcome to the World – A New Star is Born 25

The first activity in building USS Enterprise CVA(N)-65, hull no. 546, was the laying of the keel plate of the hull, in Graving Dock No. 11, on February 4, 1958. This was at Newport News Shipbuilding and Dry Dock Company, Virginia. Five of these bottom shell plates were placed in the centre of the dock.

USN (from Naval Aviation News, April 1958)

missile systems, however these were not exploding. The navy’s Bureau of Weap- added due to cost. ons overseeing catapult installation It was initially felt that the reactors nonetheless insisted on the combustion would not be capable of producing super- catapult and it was not until September heated steam for the now fleet-standard 26, 1961, two days after launching, that catapults and it was argued that her cata- both Bureau of Weapons and Bureau of pults should be an internal combustion Ships agreed to install the steam catapult type, the C-14, instead of the steam type system on Enterprise. Rickover was right introduced in the 1950s. Rickover had – Enterprise’s reactors were more than the insight to argue against this, suggest- capable of powering conventional C-13 ing Enterprise should not be jeopardized catapults, and they were duly fitted. by experimental technology. He insisted The 915 designers who worked on that the reactors would supply plenty of SCB-160 produced some 16,000 indi- steam at correct pressure and supply to vidual drawings. Authorization for the simultaneously propel Big E and pro- construction of the ship was given in vide her with all necessary electricity the 1958 fiscal year “new construction and enough steam for safe and effec- program” and the contract was signed to tive on-demand operation of four steam Newport News Shipbuilding and Dry- catapults. He redesigned the reactors dock Company on August 16, 1957, to provide the required steam for flight whereupon the project was designated operations simultaneous with full steam “Newport’s 546.” The ahead in the propulsion plant. Really projected cost for the carrier was $451 only one valve needed to be altered to million. The keel was laid in dry dock no. bleed steam off for the catapult opera- 11 on February 4, 1958, and was ceremo- tion. As it was, the internal combustion nially officiated by Secretary of the Navy catapult proved unreliable, the prototype William B. Franke, who announced that 26 USS Enterprise CVA(N) / CVN-65: The World’s First Nuclear-powered Aircraft Carrier

Construction proceeded quickly on hull no. 546. This photo was taken on June 23, 1958.

USN, USNI collection Chapter One: Welcome to the World – A New Star is Born 27 the world’s first nuclear-powered aircraft controversy enough to end plans for carrier would be named USS Enterprise another nuclear carrier in the near future. (CVA(N)-65). Secretary of Defense Robert McNamara At the outset this was going to be was a fierce opponent of any further car- a big ship. Her dimensions were 1,123 riers in the class. feet length overall, with a beam of 133 feet (this is maximum hull width at the The Construction main, or hangar, deck). At the widest The Newport News shipyard was famil- point on her flight deck she measured iar with carrier construction, and much of 252 feet. Her depth at the centerline the hull work was similar to the Forrestal from keel to flight deck was 99 feet 4 and USS Ranger (CVA-61) previously inches and height from keel to masthead built there. However, due to the increased was quoted as the height of a 23-storey length of Enterprise (1,040 feet at per- building – 230 feet. Her initial full load pendiculars – stem to stern) the largest displacement was quoted as 85,350 tons. dry dock had to have a notch cut into it to Determinants of Big E’s massive size accommodate the bow of this new carrier, were, as discussed, the heavy reactor com- longer than any ship built to that date. plex, and the need for a ship with capacity At the outset of construction procuring to operate fast and large jet aircraft. The materials and equipment from suppliers landing area minimum length had been was coordinated by the yard. A total of calculated on Forrestal as 740 feet, allow- 60,000 tons of steel and 1,500 tons of ing for a plane on a 3-degree guide slope aluminium were ordered. at 150 knots indicated air speed (IAS) to The first milestone of construction land on the deck 250 feet down the land- was February 4, 1958, the laying of the ing area, with a 350-foot run-out and 100 first keel plate. This was laid transversely feet to turn off. The angled landing area over the keel blocks that would support and flight deck extending over the hull Big E during her build, until dry dock no. width make a ship inherently unstable, 11 was flooded two and a half years later at thus the ship grew in beam and so too in her christening and launching. Five more length. Big E had a streamlined hull and keel plates were placed shortly thereafter. was the only carrier at the time to sport a The steel parts were pieced together and modest bulbous bow protruding forward shaped, then moved to an assembly area of her stem (where her bow cuts into the where they were joined together to form sea at the waterline), which improved her subassemblies. These were then moved hydrodynamics and ultimately increased by crane to the building dock for assem- her speed. bly. There were a staggering number of The initial budget for Enterprise was subassemblies to be lifted into place by estimated at $314 million but the atomic shipfitters and many box structures went furnaces were costly and the budget rose into making up the 3,200 compartments. to $472 million. This was a massive jump Some subassemblies proved too large – in price over the conventional carriers – for example, the aircraft elevators had to Forrestal had cost $218 million and USS be cut in two to fit through the doors of Independence (CVA-62) $189 million. The the shed they were made in. Fitting the intention was to build six more Enter- elevators to the ship was also made dif- prise-class ships, but these costs caused ficult due to the overhang of the flight 28 USS Enterprise CVA(N) / CVN-65: The World’s First Nuclear-powered Aircraft Carrier

While building of the starboard flight deck sponson proceeded, construction of the island occurred in the middle of the flight deck. Upon completion, the island was moved on tracks laterally to the starboard side of the flight deck.

USN

deck, which hampered access by dock- The point of difference from Enterprise’s yard cranes. A floating crane was used in conventional cousins was the propul- the adjacent dock to position them. sion plant construction and installation. The island was constructed up on Installation of the eight reactors in four the flight deck in the midline. When dual plants was more challenging than the large starboard sponson was com- the usual boiler plants, although helped plete, the entire island was moved by valuable experience gained from the laterally on rails to its position outboard construction of the prototype A1W in on the sponson overhang. Placement Idaho. The reactors required sensitive of the 30-foot aluminium “beehive” shipyard skills and the crane operators tower and the mast on top of the island had to apply extreme care and accuracy. posed another difficulty, as being 160 To prepare them, special test loads were feet above the keel the cranes could not made to represent the reactors in weight extend high enough. In order to lift the and size. Despite the various challenges beehive and mast an entire caterpillar the construction proceeded briskly. The crawler crane had to be disassembled, four dual reactor compartments were itself craned up onto the flight deck, placed deep in the ship, below the 3rd and reassembled to complete the task. deck. Being very heavy they had to be Chapter One: Welcome to the World – A New Star is Born 29

The layout of Enterprise’s reactor compartments (RC) and associated main machinery rooms (MMR). The four dual reactor plants are numbered in association with the drive shaft supplied, RC 1A1B forward, next RC4A4B, then RC2A2B and the very aft plant is RC3A3B.

Source Knott, J. A. and Allen, J. R.

With the island in its final resting place on the starboard side of the flight deck, Big E’s aluminium “beehive” was lifted in one piece to 011 level, in September 1960. The ship’s height was too great for the shipyard gantry cranes so a mobile crane was moved to the flight deck to complete the job.

USN, USNI collection 30 USS Enterprise CVA(N) / CVN-65: The World’s First Nuclear-powered Aircraft Carrier

Propulsion plant elements placed near the keel, and were arranged 1A1B was RC 4A4B offset to the star- are carefully lifted in to Big E’s hull for installation in a staggered formation, either side board side with its propulsion plant on its and connection with the if the midline axis of her hull, close to port side with the second longest travers- engineering, electrical, the center of the ship (between bow and ing shaft. Aft of reactor plant 4 and now and machinery systems astern). From bow moving aft the reactor again offset to port side was RC 2A2B. that will power and propel plants were arranged as follows: Reactor The aft most plant was RC 3A3B, offset the ship for half a century. Compartment (RC) 1A and 1B, supply- to starboard, with the shortest propulsion USN ing main propulsion plant 1 and shaft 1 shaft out of the four plants. (the shafts were numbered 1 to 4 from Enterprise was to be the most elec- starboard to port), were offset to the port tronically sophisticated ship ever built. side most forward. Associated propulsion She would embody contemporary plant was offset to starboard and the systems but would incorporate very number 1 propulsion shaft was therefore advanced, never-tried-before electronics the longest one of the four. Aft of RC and sensors. Firstly the new computer- ized data and communications system, the NTDS, was designed into the ship from new, the first carrier to utilize this from the start. NTDS was also installed on USS Long Beach (CG(N)- 9). This system, yet to be tested at sea, was installed on the Pacific Fleet carrier USS Oriskany (CVA-34) from March to August 1961, and on Enterprise was to be the first operational-carrier NTDS installation (see the section on electron- ics and sensors in Chapter 4, p. X). The system was developed to assist with the huge amount of information required to be processed and passed on quickly when dealing with high-speed threats. The electronics on board would require 625 miles of wire and cable and there were more than 1,500 pieces of equipment installed. Electronics technology was still relatively primitive and there were over a million tubes, transistors, and diodes making up the components. They were so sensitive that they required a constant cool temperature, making air condition- ing essential in the compartments where they were installed. Radar and naviga- tion systems were supported by over 500 antennas. At the time, the communica- tions equipment was the largest suite ever installed on one ship. It included Chapter One: Welcome to the World – A New Star is Born 31

1,800 telephones and many radio circuits, teletypes, loudspeakers, and pneumatic tube messaging for sending documents between offices and workspaces. There were also the old voice tubes for verbal communication. Other vital equipment requiring electricity included lighting, pumps, and motors for air-conditioning the elevators. To support all of her elec- tronics Big E was built with an extensive power grid, the electricity supplied by steam from her reactors.1 At her completion Big E’s dimen- sions and vastness leant an air of power and invulnerability to her. She was the biggest ship in the world at that time. Her 4.47-acre deck was large enough to comfortably and safely operate up to 100 aircraft of varying types and sizes. Her 3,200 compartments housed all the required workspaces, command centers, storage holds, and equipment rooms, as well as staterooms and bunkrooms for a projected total crew of 4,600, includ- ing the air wing. This was the largest number of crew ever assigned to one ship at that time. Although not yet complete, Enterprise was ready for christening and USS Enterprise (CVA(N)- launching in September 1960. time flooding of the dry dock occurred, 65) is christened and eventually floating Enterprise free of her launched on September The Launch, Christening, Sea keel blocks, breaking the bonds to terra 24, 1960 by Mrs Bertha I. Trials and Commissioning of firma. As she launched, circuits inlaid in R. Franke, the wife of the CVA(N)-65 her keel automatically activated lights Secretary of Navy. Ceremonies commenced at 0945 on on her bow outlining her name. Shortly USN, USNI collection September 24, 1960. The carrier still thereafter the newly built submarine sat on keel blocks and a multitude of USS Robert E. Lee (SSB(N)-601) in the guests gathered around the dock, ranging adjacent dock fired a blank salute from from naval personnel and governmental one of her missile tubes. officials to shipyard workers and their And so it was: the christening and families. At 1030 an over-flight of 16 launching of the first nuclear-powered navy jets initiated proceedings and Mrs attack aircraft carrier, the first carrier dis- Bertha Franke, wife of Secretary of Navy placing over 85,000 tons, the first ship William B. Franke, who had presided with more than two nuclear reactors, the over the keel laying ceremony, broke the longest and largest ship in the world. champagne over the bow. At the same Following the ceremony Enterprise was 32 USS Enterprise CVA(N) / CVN-65: The World’s First Nuclear-powered Aircraft Carrier

The launching of USS Enterprise (CVA(N)-65) on September 24, 1961. Just prior to flooding the graving dock, 16 aircraft from Air Task Group 8 flew over in salute. Non-essential cribbing and blocking beneath the ship were removed and the dry dock was flooded. As the ship floated, lights automatically came on spelling her name. The submarine adjacent, USS Robert E. Lee (SSB(N)- 601) fired a test salvo from one of her Polaris tubes in salute.

USN, USNI collection

Opposite page: Launched floated out of dry dock no. 11 and towed never operated a nuclear ship, and was to and afloat, CVA(N)-65 was moved from dry to a pier for ongoing on-board construc- go aboard USS Long Beach in July 1961 dock to pier for ongoing tion and installation of vital systems, for her sea trials. At this stage Enterprise construction and systems which would take a further year. had successfully undergone reactor plant fitting. The flight deck was testing, with criticality achieved in all bare, with visible welds During 1961 the Enterprise’s first cap- eight reactors and dockside testing of all between the armoured tain, Vincent de Poix, and his plankowner propulsion systems. Ironically what was deck plates. The island was structurally complete, crew witnessed the completion of Big potentially holding up the proceedings but the “SCANFAR” E’s construction and fitting-out and was the catapult conversion from com- panels and Andrew Alford commenced vital systems boot-ups and bustion to steam. dipoles were yet to be checks, well ahead of ever going to sea. On October 29, 1961 Enterprise went added. In the future Enterprise would be a par- to sea for the first time, completing pre- USN, USNI collection ticipant in many similar preparatory acceptance sea trials. Normally a new “in-port cruises”, also known as “fast ship would embark first on a shipbuilder’s cruises.” Before this grand ship was to trial, going through a series of runs and taste the briny deep, the designers, build- maneuvers so as to ensure the engineer- ers, engineers, and the navy had to be 100 ing was seated in and operating smoothly, % sure that she was in shape, with safe and the ship as a whole was in shape to and effective propulsion system opera- hand over to the navy. Following success- tion, and that the crew could competently ful shipbuilder’s trials a ship would then operate the reactor plants. Capt. de Poix, run through a set of pre-commissioning himself nuclear trained by Rickover, had navy sea trials. The first to do so in U.S. Chapter One: Welcome to the World – A New Star is Born 33 34 USS Enterprise CVA(N) / CVN-65: The World’s First Nuclear-powered Aircraft Carrier

Sea trials begin. At 0915 hours on October 29, 1961 Big E left port for shipbuilder’s and navy acceptance sea trials. Note the three C-1A Traders from VRC-40 aboard, to fly off the “guests.” These were the first planes to launch from Big E’s flight deck, and used a traditional take-off without catapults.

USN, USNI collection

The large slabs of the Hughes “SCANFAR” long-range, electronically scanned, phased array or agile beam “billboard” air search radar included four horizontal “billboards” – AN/ SPS-32, measuring 40 feet wide x 20 feet high, providing 2D long-range search – and four vertical AN/SPS-33, providing the 3D elevation, or height finding search. The beehive on 011 level contained Big E’s unique electronic warfare suite, consisting of AA 8200 ESM dipole antennas. Apart from the AN/ SPN-6 aircraft marshal radar used for air traffic control, just visible on the right of the beehive, and the surface search AN/ SPS-10 on the roof of the beehive, there were no conventional radars aboard at this time.

USN, USNI collection Chapter One: Welcome to the World – A New Star is Born 35

Navy shipbuilding history, Enterprise conducted combined shipbuilder’s and navy pre-acceptance trials. At 0914 on this day deck crew on Enterprise and docksiders on the pier prepared to cast off the huge mooring lines that bonded the carrier to the land. As was the normal practice, the harbor pilot in the navigation bridge gave orders to Big E’s engine room prior to casting the lines, so that there would be time for the engines to respond and reverse the ship out of her berth; convention- ally powered ships need time to build up enough energy in their propulsion sys- tems. Apparently Rickover had warned that there would be immediate propul- sion-plant response, unlike the usual lag of oil-fired ships, but there had been no experience of this previously and Enter- with the 1944 veteran oil-fired escort The C-1As from VRC-40 preparing for take-off in prise’s reactor-driven propulsion plant USS Laffey (DD-724). Big E was greeted October 1961. VRC-40 did indeed respond immediately, almost by her escort with the message “Welcome had the honor of being snapping one of the large hawser lines. to the Briney Deep.” During the initial the first squadron to fly It was considered an auspicious start. phase of the sea trials she steamed slowly off Enterprise, with Lt. With a number of Newport News and as the navy command observers, includ- Cmdr. Oscar Folsom Jr. navy distinguished visitors on board to ing Bureau of Ships and Naval Reactors, becoming the first naval aviator to launch from Big witness the first at-sea period, Enterprise as well as civilian contractors, experts, and E. They did so under their left Norfolk, sailing via the James River specialists, observed, measured, calcu- own power, unassisted. into Chesapeake Bay, many people lining lated, and tested all of Big E’s propulsion The large radar aft of the the shore to witness the spectacle. system components, with special interest beehive on its own mast The flight deck was bare apart from in the reactor performance. As the sea was CATCC-65’s aircraft three C-1A Traders from fixed wing fleet trials proceeded Capt. de Poix ordered marshal AN/SPN-6. logistics Squadron 40 (VRC-40). This incremental revolution increases, bring- USN, USNI collection was not to be a flight deck qualification, ing Enterprise to speeds above 35 knots but a focus on the ship’s readiness for (40 miles per hour). High-speed turns acceptance into the fleet. Nevertheless were then thrown in to test her maneu- these were the first aircraft aboard, pres- verability, causing her to heel sharply ent to fly VIPs back to Norfolk during out of turns – using the rudder behind the sea trials. The three Traders made each of her four propellers. Laffey was deck runs and were not assisted by the outperformed by Enterprise. In a further new steam catapults on this occasion. Lt. message, this time with a humble tone, Cmdr. Oscar Folsom Jr. from VRC-40 Laffey passed on: “Fuel gone, topside took the honors as the first naval aviator salted, crew wet and engines tired. Nev- to fly off Big E, on October 30, 1961. ertheless honored to be the first small boy Out at sea Enterprise rendezvoused with world’s newest and greatest.”2 36 USS Enterprise CVA(N) / CVN-65: The World’s First Nuclear-powered Aircraft Carrier

Big E returned from extremely successful sea trials on November 3, 1961.

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After six days of sea trials Big E returned to Norfolk, steaming down the James River with a huge broom hoisted up and lashed to the mast, indicating a “clean sweep” and very successful trials. In fact, although only lightly loaded, the ship had exceeded all the expectations of her builders and the navy. She had achieved 35 knots on speed runs and CNO Adm. George W. Anderson Jr. declared: “Her maneuverability is reported as nothing less than spectacular, for any ship, regard- less of tonnage. Her quick reverse from ahead and vice versa must be seen to be believed.” He added: “ENTERPRISE has exceeded 40 miles per hour in her initial trials. I think we hit the jackpot.” Vice Adm. Rickover was very impressed. All the reactor plant operators success- fully passed their underway examinations during the trials, and he noted that during a 30-hour period Enterprise had steamed 629 miles (at an average speed of 20 knots).3 With successful trials behind her, Enterprise went back to the shipbuilder’s yards for the completion of outfitting and adjustments prior to her commissioning, a little under a month later. Commis- carrier would be a worthy successor to After 30 hours underway for the sea trials, having sioning of USS Enterprise (CVA(N)-65) CV-6 and that: “She will reign a long, 4 traveled 629 miles, Big E took place on November 25, 1961, just long time as the Queen of the Seas.” In steamed up the James three months shy of four years after the Capt. de Poix’s commissioning address to River with a large broom keel was laid. Thirteen thousand people, the crew and guests he linked the presti- lashed to her mast, including 3,000 crew – Big E’s first crew, gious name Enterprise with a prestigious indicating a “clean sweep.” the “plankowners” – crammed into the ship and a prestigious crew with much USN hangar bay of the ship and observed Capt. to live up to: Vincent de Poix formally take command as Big E’s first skipper. The last national We have inherited probably the ensign and jack flags to fly on her pre- most illustrious name in the decessor, USS Enterprise (CV-6) – from history of our country’s Navy, which Capt. de Poix had flown in VF-6 that of ENTERPRISE. This during World War II – were flown from name carries with it glory and CVA(N)-65 during the ceremony, and prestige…it also carries with it Secretary of the Navy, Hon. John B. responsibility to keep the name Conelly Jr. declared in a speech that the untarnished. It must be our 38 USS Enterprise CVA(N) / CVN-65: The World’s First Nuclear-powered Aircraft Carrier

Back in the yards for further systems additions. In the adjacent dock is the cruise liner SS United States, which at the time rivaled Enterprise as the fastest surface ship afloat. The buildings in the background give a sense of scale to the massive presence of the two ships.

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Capt. Vincent de Poix, Big E’s first skipper, in the captain’s chair on the portside navigation bridge, 010 level, on November 25, 1961, Big E’s commissioning day. Capt. de Poix ran a well organized ship that worked at a high operational tempo. She was a showboat, an incubator of new technologies, and an operational unit of the US Atlantic Fleet (2nd Fleet) and Mediterranean Fleet (6th Fleet). Capt. de Poix led the plankowner crew with class through busy trials, cruises, and deployments, winning all imaginable awards for excellence.

Capt. William H. Cracknell collection, source WWHAM

intention to do this and more… We have every means with our to add to its lustre… this latest air group, to be a significant ENTERPRISE has the potential instrument of national policy… a to make its own great name in strong force for peace or mighty naval history. But we are the ones implement of war. I would like who must bring it to life. We must it known to all that we, the first control the reactors… operate the crew of ENTERPRISE, realize radars, run the flight deck, man and assume these responsibilities the lines and handle the wheel. with all our minds and hearts.5 Only through our skill, our intel- ligence, and our dedication will So began the life of USS Enterprise this ship become a worthy suc- (CVA(N)-65) – the Big E. cessor to her famous namesakes.