CVAN-65 USS ENTERPRISE

Enterprise departed Yankee Station on 18 March 1968, arriving at Subic the following day. The ship stood out for carrier qualifications on 25 March, setting course for Yankee Station the next day.

ComCarDiv-1 and Assistant Commander, 1^st Marine Aircraft Wing (MAW) visited the ship, on 29 March 1968, the ship’s company being entertained the next day by a USO show.

Rising popular opinion against the war, meanwhile, had prompted President Johnson to entice the North Vietnamese toward renewing peace talks. In an attempt to express U.S. willingness to make concessions, on 31 March 1968, he announced that the bombing of North Vietnamese targets north of the 20^th parallel would stop on the following day. With the advent of the new bombing restrictions and the breaking up of the monsoon weather, aircrews from Enterprise concentrated their operations against enemy trucks, barges, bridges and storage areas near Vinh, and along the border near the DMZ, particularly targeting the city’s transhipment plant, the southernmost collection point for military supplies before they were dispersed along the Ho Chi Minh Trail west into Laos and south into South Vietnam.  Typical targets near Vinh were large truck convoys moving under cover of darkness. One attempted to slip past the watchful eyes of Enterprise aircrews on the night of 15 April, a pilot describing it as …more trucks than I could count. Headlights stretched as far as you could see and dispersed into the haze.”

The fighting continued without letup, and on 18 April 1968, while flying an armed reconnaissance mission over North Vietnam, a VA-35 A-6A (BuNo 152951) encountered heavy AAA. While flying at around 450 KIAS during its “pullout” over a bridge, 152951 was struck on its left side, just below the canopy, by a probable 37 mm round, fragments exploding into the cockpit, putting powder burns onto the pilot’s flight suit, puncturing his suit and wounding him below the left elbow. Nonetheless, he safely returned to the ship.

Coming about from Yankee Station on 24 April 1968, Enterprise arrived at Cubi Point, the next day. Following a brief period of rest for the crew and maintenance for the ship, she stood out again on 30 April, arriving at Yankee Station on 2 May.

Commanche Trail 102, an RA-5C (BuNo 149278), Lieutenant Giles R. Norrington, pilot, and Lieutenant Richard G. Tangeman, bombardier/navigator, RVAH-1, launched with an F-4B escort on a photographic reconnaissance mission over North Vietnam, on 5 May 1968.  While flying a southerly heading at 5,000 feet, at 1330, the Vigilante was hit by AAA near its bomb bay gas tank and exploded, emitting “a huge fireball.” Commanche Trail 102, “engulfed in flames,” went out of control and “snap rolled,” dropping in two pieces. Both men miraculously ejected, activating their rescue beepers, but upon landing were overwhelmed by enemy troops. Hanoi reported that “The people’s armed forces in Ha Tinh Province shot down an American A-3J plane [sic] at 1330 today capturing the two air pirates who bailed out.” Both men endured captivity until their release and return to their homeland, on 14 March 1973.

Planes from Enterprise flew 121 combat/combat support sorties on 7 May 1968, hitting Vinh airfield, Trai Tranh Xoa, Chu Le, Tho Ngoa, Da Do, Dia Loi, Vinh Luu, Tho Son, Lac Son, Tam Da, Hung Long and Chau Lam highway bridges, Tu Dung and Xom Gia highway ferries and the Nui Moi highway segment. Vehicles on these roads were destroyed or damaged, as were storage areas, where “residual fires were reported.”

At 1454 on that day, U.S. forces in Southeast Asia received startling news: “MIGS (four reported) engaged south of 19 North Repeat 19 North.” During the confusion of the subsequent hours, aircrews flying missions had also to be aware of the possibly increased air threat. Silver Kite 210, an F-4B (BuNo 151485), Lieutenant Commander Ejnar S. Christensen, pilot, and Lieutenant (jg) Worth A. Kramer, RIO, VF-92, was northeast of Vinh, “coasting out” and barely calling “feet wet” (crossing from land–water outbound) when hit by a SAM at about 1844. Initial message traffic indicated that 210 was downed by a MiG. Ejecting using the alternate ejection handle, both men hit the water, using chute risers to drift further out to sea, closer to SAR forces. The pilot lighting smoke flares to give the SAR helo crew wind direction, Kramer was in the water about 16 minutes, and Christensen six minutes more before both men were picked up by the helo.

In addition, at 1623 that day, Battle Cry 302, an A-4F (BuNo 154214), Lieutenant Commander Paul W. Paine, CVW-9, was returning to Enterprise, following both a strike mission over North Vietnam and the SAR effort for Silver Kite 210.  Paine’s Skyhawk apparently was hit by AAA somewhere during the mission, although the pilot may not have been aware of the extent of the damage while making his approach to the carrier. Suddenly 302 slanted toward the water from low altitude. Paine ejected but was so low that his parachute did not deploy in time before he struck the water. Guided missile destroyer Cochrane (DDG-21) and the UH-2C Seasprite plane guard from Enterprise, Lieutenant (jg) John F. McMinn, pilot, Ensign Jack L. Berg, co-pilot, and AZ3 Allen J. Fox and Airman Frank J. Foreback, HC-1 Det 65, both raced to the scene, two nautical miles away, the former lowering her motor whaleboat to assist the helo crew.  Arriving at the scene at 1625, the rescuers discovered the pilot unconscious 30 feet beneath the surface, entangled in shroud lines and without any flotation gear. Two rescue swimmers dropped from the helo attempted to cut Paine lose and bring him to the surface. Cochrane’s motor whaleboat arrived and its crew joined the swimmers in recovering Paine, administering artificial respiration. Efforts to revive him proving unsuccessful, they took him back to the destroyer, where a pair of medical officers were flown out from the carrier, but Paine failed to recover.

A massive Alpha strike from carriers steaming in the Gulf of Tonkin, including Enterprise, struck the Xom Trung Hoa storage area, northwest of Vinh, on 8 May 1968. Described as one of the largest enemy POL and ammunition facilities south of the 20^th Parallel, three days of bombing devastated the site, triggering “hundreds” of secondary explosions.  

At 1050 on 8 May 1968, Champion 406, an A-4E (BuNo 152005), Lieutenant Dennis A. Lawrence, VA-56, launched from Enterprise as part of a flight of four Skyhawks on an armed reconnaissance mission against North Vietnamese communications targets, including Highway 151B, a storage area and a truck park. Arriving over the highway at 1102, the four A-4Es began their attacks from dive angles averaging 45º, at release altitudes of 5.5 miles, cutting the road with four MK 82s and eight MK 83s. Continuing on to the storage area, which received addition attention from the Skyhawks in the form of four MK 82s, they then blasted the truck park with no less than 152 LAU 60 rockets. Pulling off, Lawrence was hit by AAA. It “was apparent” that he would not make it to the sea, so he ejected at about 1215, watching his Skyhawk spin and burn as he descended toward the enemy-infested jungle. After his descent, he ran almost a mile to the top of a hill before being picked up by an SH-3A from carrier Yorktown (CVS-10) after about 32 minutes.

Five days later, on 13 May 1968, Ray Gun 510, an A-6A (BuNo. 152951), Lieutenant Bruce B. Bremner, pilot, and Lieutenant John T. Fardy, bombardier/navigator, VA-35, launched from Enterprise on a night mission against Vinh airfield.  Over the target at 2124, 510 dropped 18 Destructor (DST) MK 36 bottom mines from 1,400 feet, encountering AAA. The Intruder was struck by a 57 mm round, however, while over “the northern right end of runway,” the shell slamming into the left wing fold, which caught fire, the impact also blowing out of the panel the aircraft instruments. Bremner flew back to Enterprise, where “the whole ship was treated to a spectacular air show as the plane flew by…looking like a flying Zippo…” Both men “punched out” two miles aft of the carrier, from an altitude of approximately 2,500 feet, but upon hitting the water did not experience additional difficulties, thanks to gentle swells. Bremner was in the water for 8–10 minutes but did not inflate his raft, both he and Fardy being located due to the guard beeper, floodlights and Bremner’s strobe light, by Lieutenant (jg) Thomas A. Matthews, Lieutenant (jg) Harlan W. Woodward, Airman Richard L. Wilson and AE3 Barry E. Puckett, HC-1 Det 65 Riding’s Hoods, in a UH-2C, bringing both men back on board the carrier within 15–20 minutes of ejecting.

Throughout the spring of 1968, meanwhile, diplomatic efforts toward a cessation of hostilities in Vietnam produced rumors of an early return. However, the ship was directed to remain on station in the event of a possible “last push” by the communists to improve the latter’s position at the Paris peace talks, as the enemy’s Tet offensive lost momentum.

Enterprise came about from Yankee Station on 20 May 1968, conducting a memorial service en route, and entered NAS Cubi Point, 22–23 May. She then steamed to Hong Kong, where both the British Commodore, and Commander, Hong Kong, were guests. Her visit, however, triggered a Communist Chinese protest that the colony was being used as a 7^th Fleet base for operations in the Vietnam War. The British quickly repudiated the obvious ploy and the ship stood out as scheduled on the 30^th.  

Operations continued with increasing ferocity across South Vietnam as Allied forces attempted to regain much of the ground lost during the opening communist attacks in Tet. Enterprise returned to the line, sailing from Hong Kong on 30 May 1968.  Arriving at Yankee Station on 1 June, she launched primarily interdiction strikes, also hosting a Spanish delegation led by Chief, Army Central Staff, Director General, Military Academy, Director, Air University, and Director, School of Advanced Studies.

Silver Kite 215, an F-4B (BuNo 150453), Lieutenant Commander Peter A. Carroll, pilot, and Lieutenant Commander Edward P. Sierra, RIO, VF-92, launched on a ForceCAP mission, at 1825 on 2 June 1968. After completing the mission they were returning to Enterprise when the Phantom II unexplicably lost altitude, its nose dropping slowly. Applying more power, back stick and trim, Carroll attempted to correct the situation, but the aircraft continued to drop, forcing the pilot to shout “Eject!” Sierra asked “Eject?” but looking forward toward Carroll could see water through the windshield as they approached the sea and ejected, noting 800 feet on the altimeter as he did so, at 1953, followed by Carroll.  Fortunately, both men were spotted thanks to their flares and the pilot’s strobe light and recovered by the UH-2C plane guard helot, Lieutenant (jg) Edward E. Rea, pilot, Lieutenant (jg) Jack L. Turner, co-pilot, ADJ3 Paul L. Swartz, crewman, and AE3 Barry H. Puckett, swimmer, HC-1 Det 65, at 2004–2005. 

At 1458 on 7 June 1968, Lieutenant (jg) Roderick J. Edens, Jr., pilot, and Lieutenant (jg) William R. McClendon, III, RIO, VF-92, launched from No. 4 catapult on a BarCAP in an F-4B (BuNo 150994). Immediately after the aircraft left the flight deck, however, Edens attempted to lower the left wing and started to initiate a climbing attitude and a left clearing turn, but experienced “difficulty in moving the stick.” Using both hands in a final desperate attempt to save the Phantom II, which was not responding, Edens told McClendon to eject and then followed suit. At this point, the aircraft was level with the flight deck and just starting to cross the bow of Enterprise. The F-4B impacted the water nose down and still in a right bank about one mile off the starboard beam of the carrier after completing a 180º–200º turn from its original launch course.  Lieutenant (j.g.) Rea and his crew again responded, having both men in sight and already hovering in their SAR, ready to recover as the men had barely hit the water, having them both back on board in approximately 10 minutes.

Rear Admiral Cagle relieved Rear Admiral Epes as ComCarDiv-1, on 8 June 1968, and while en route to Washington, DC, to assume his new post as Chief of Staff of the U.S.  Army, General William Westmoreland arrived on board on 9 June. The general chose Enterprise as the setting for his farewell address to the 7^th Fleet. 

Numerous guests who visited Enterprise during this time included Com7thFlt, ComCarDivs-2 and 7, and Lieutenant General Robert E. Cushman, Jr., Commanding General, III Marine Amphibious Force (MAF); on 12 June 1968, Enterprise welcomed a midshipmen indoctrination class.

Interdiction strikes over the “panhandle” of North Vietnam continued without pause. Shortly after arriving over his targets, Trang Mao POL storage area and Nghia Dong truck park, as part of a three plane strike, Champion 414, an A-4E (BuNo 149665), Lieutenant Julian M. Wright, VA-56, experienced two thumps, on 15 June 1968. Noticing fluctuating oil pressure, Wright tried to make it back to Enterprise, but when the oil pressure dropped to zero the A-4E lost altitude and the engine flamed out. Wright managed to restart the engine and climb to 4,500 feet where he ejected at 1057. An Angel UH-2C from HC-2, from America (CVA-66), recovered Wright.

A flight of four A-4Fs from Enterprise hit the Vinh Storage area on 23 June, encountering scattered and broken clouds, a ceiling of 8,000 feet and visibility of 10 nautical miles. One after the other, the Skyhawks swept over the target, maintaining 1,500 yard spacing between then and releasing from 6,000 feet. Although smoke and dust obscured the target area, the pilots expressed confidence that they had hit it hard with 28 MK 82s, a Raygun flight noting secondary explosions, though the strike received 37 mm AAA over the target area. Battle Cry 301, one of the A-4Fs (BuNo 154216), Lieutenant Ernest E. Christensen, VA-113, coasted out, joining up with the others at 10,000 feet. However, 301, probably hit by flak, experienced power problems during join-up, culminating in a flame out just after he went “feet wet.” Attempts to restart failed and Christensen was forced to eject from 5,000 feet. Christensen was in the water approximately 10–15 minutes before rescue by Big Mother 71.

Enterprise aircraft flew 130 combat/combat support sorties on 24 June 1968, “to impede the flow of war material and men to the south.” Intruders “seeded” the Song Ca water interdiction point, Trai Trang and Nui Ngoc choke points, Vinh transshipment point (southeast) and the Linh Cam highway ferry. A-6s blasted the Vinh Railroad and Highway Bridges, the Thanh Dam highway ferry, and “waterborne traffic” on Waterways 9 and 11, as well, claiming damage to as many as 33 vessels.

CVW-9’s Skyhawks destroyed the Xom Trot highway bridge, and hit several other bridges, while at least 10 secondary explosions were noted at the Dia Linh truck park and ammunition storage. Two AAA sites near Ben Thuy Ferry were pummeled, and two–three secondary fires were observed at the Vinh Flat Face radar installation.

As usual, such operations did not occur without cost. Ray Gun 503, an A-6A (BuNo 152949), Lieutenant Nicholas M. Carpenter, pilot, and Lieutenant (jg) Joseph S. Mobley, bombardier/navigator, VA-35, launched at 1931 on 24 June 1968, in company with Ray Guns 511, 513 and 521, for independent strikes against North Vietnam. 503’s target was the Kim Ma water interdiction point near Vinh. Carpenter and Mobley’s “coast-in” should have occurred at 1955, but at 1956, 503 reported sighting “numerous trucks” at 18º33’N, 105º44’E, vectoring a flight of Skyhawks toward the trucks and then proceeding on its mission. At about 1959, Champion 401, an A-4E, VA-56, and Ray Gun 521, both sighted a “fireball” in the vicinity of 18º37’N, 105º39’E, the former also spotting AAA bursts in the sky over Vinh just moments before. That position coincided with an IFF “squawk” from 503 received by Knicknack 701, an E-2A. Six minutes later, Champion 401 and “other aircraft” received a “beeper” distress signal in the same area. 401 homed in on the signal and established its location to be approximately where the fireball was observed. Subsequently, a momentary beeper signal was received, but was “interrupted frequently” by several “excited” voices talking simultaneously in what was tentatively identified as Vietnamese. Listeners noted no further transmissions. Carpenter did not survive the war, and his remains were only returned to the U.S. on 13 September 1990, and identified on 27 March of the following year. Mobley was captured and did not return home until 14 March 1973.

A ship’s Skyhawk was lost at sea due to a flame out, though the pilot survived and was recovered, on 23 June 1968. Another A-4 crashed on the flight deck on this busy day, due to its nose wheel collapsing, but the pilot emerged uninjured.

On 26 June 1968, Enterprise finally completed her third WestPac tour and came about for home, arriving at Subic two days later. The ship’s company celebrated Independence Day in full dress, while a gun salute honoring the Republic was fired by Naval Station, Subic Bay. The next day a joint U.S.-Australian delegation led by AirPac visited Enterprise, the ship standing out for home, on 6 July.  Enterprise returned to NAS Alameda on 18 July 1968, having completed 12,839 catapult launches, with 12,246 sorties -- 9,182 of them combat.

After conducting post-deployment conferences, Enterprise sailed for Operation Northwest Passage, the voyage to Puget Sound Naval Shipyard, Bremerton, Washington, on 27 July 1968, with dependents embarked. The ship entered the yard on 29 July. During her stay there, various guests, including AirPac, and the Assistant Secretary of Defense for Atomic Energy, visited. On 22 September, the ship held an open house for shipyard workers and their families, conducting a fast cruise on the 26^th.  Completing the “much needed” but limited overhaul, she stood out for her home port on 28 September, arriving home on the 30^th, during which the ship and CVW-9 each received the Navy Unit Commendation, and Captain Lee received the Legion of Merit.  

Enterprise then alternated in-port periods with carrier qualifications, refresher training and combat readiness exercises in the southern California operating area, 9–25 October, off northern California operations area, 2–10 November, and again off southern California, 12–22 November. Knowing they would eventually be returning to Vietnamese waters, however, the crew pushed themselves hard getting ready during the intervening period -- sometimes dangerously so.

On 5 November 1968, a KA-3B (BuNo 138906) (NJ 311), Lieutenant (jg) Frank J. Carson, pilot, and AMH2 Charles E. Collett, plane captain, launched for carrier qualifications.  Completing two touch and go landings, the men came around for their third, commencing their approach with a slight overshoot. As the plane passed over the stern of the ship the wings were level and the landing signal officer (LSO) was anticipating a “good three wire arrangement.” Suddenly, the right wing dropped and the aircraft contacted the deck with the right wing tip and the starboard main landing gear. Carson immediately turned downwind for another approach, attempting to regain control, boltering. The aircraft was directed to NAS Alameda, and though experiencing lateral control problems during acceleration, landed ashore without further incident. Both men escaped uninjured, but the KA-3B received damage, including the wing tip torn from the aircraft.

Later that evening, Drake 305, an RA-5C (BuNo 147850), Lieutenant Commander James K. Thompson, pilot, and TD1 Carl D. Noto, reconnaissance attack navigator, RVAH-3, launched to make three night carrier landings, at 1918. Thompson completed two but on the third landed “extremely hard,” the hook skipping all four wires. An arrested landing was accomplished upon the fourth attempt. The Vigilante suffered extensive damage, however, requiring it to be off loaded to Naval Air Rework Facility (NARF) Alameda.

Angel 73, a UH-2C (BuNo 150177) (073), Lieutenant Ronald R. Bradley, pilot, Lieutenant (jg) George G. Kirsten, co-pilot, AMH2 Kenneth S. Carpenter and Airman Brian S. Mullen, crewmen, HC-1 Det 65, lifted off forward on the angled flight deck for plane guard, at 2232 on 16 November 1968.  Kirsten made the take-off and climbed straight ahead up to about 500 feet. Approximately one mile ahead and to port of Enterprise, Bradley took control, the tower instructing him to drop down to 250 feet. As Angel 73 began a descending left turn, Kirsten noted that he was unable to see the carrier, which was almost directly aft. Dropping rapidly, the helo impacted the water hard, but fixed wing recovery continued as the carrier attempted to regain radio communication with Angel 73. About 25 minutes after 73 launched, there was a single A-3 remaining to be recovered, and at that time it was determined that no one held visual or radar contact with the Seasprite. After three bolters the A-3 arrested on deck, approximately 41 minutes after Angel 73 had launched. Search helo No. 83, Lieutenant (jg) Jack L. Berg, HC-1 Det 65, pilot, launched from Enterprise at 2255, shortly joined by No. 80, a SAR helo from Kitty Hawk, 45 minutes later.  Surface fog and haze impeded rescue efforts to locate the survivors, who fired “numerous” flares. In addition, Berg’s doppler gear became inoperative, his radar altimeter failed in hover, and “gusty winds” and high swells complicating the rescue. At about 2355, No. 80 picked up Kirsten and Carpenter, 83 recovering Bradley, who was unconscious, a few minutes later. Bradley died of his injuries at 0055, and no trace of Mullen was ever found. 

On 3 December 1968, Enterprise joined 27 other ships and 31 Naval Aviation squadrons for Operation Beeftrust. This was a seven day 1^st Fleet combat training exercise designed to prepare commands not only for potential Vietnam deployment, but also for situations they might encounter “anywhere in the Western Pacific,” held off the southern California operating area, Enterprise returning to NAS Alameda on the 9^th.

Early in that period of training, Folder One, a KA-3B (BuNo 138909), Lieutenant (jg) Tommy L. Masten, pilot, ADJ2 Walter H. Kaess, crewman/navigator and ATC Richard H. Edwards, crewman/navigator, VAQ-132, launched from the No. 1 catapult during the morning watch, at 0946 on 4 December 1968.  All preflight and prelaunch checks were normal, the turnup signal was given, the final checks were completed and the salute given. However, at approximately one third the stroke, the nosewheel rose perhaps one foot above the deck. Suddenly, the nose tire and “possibly” the wheel exploded, unidentified “pieces” being observed falling from the underside of the nose of the aircraft.  The rate of acceleration decreased, part of the nose gear collapsed, and a length of the bridle arrester flew off to starboard and into the water. The shuttle detached from the KA-3B, which left the bow in a nose down attitude with the right wing slightly low. The aircraft rotated to a somewhat nose high attitude before hitting the water. Just prior to the crash many small splashes were seen ahead of the ship.  

“Plane in the water” announced the Officer of the Deck (OOD), the captain ordering “Left full rudder,” followed by “Right full rudder,” in addition to coming to all stop. The crash alarm was sounded, and the plane guard, her old consort  Bainbridge, was notified by radio, launching her motor whaleboat. Once the spray cleared, the right wing could be seen intact separated from the fuselage, leaving the upper part of the latter open.  ADJ2 Kaess, the only survivor, broke the surface almost immediately, without his helmet. Two life rings were thrown to him, but fell short. However, the plane guard UH-2C, Lieutenant (jg) Harlan W. Woodward, pilot, Ensign Alan W. Jacka, co-pilot, Airman S.B. Griffith and AMH2 J.A. Zils, crewmen, HC-1 Det 65, soon arrived on the scene. Lowering a swimmer once the ship was clear, the shocked survivor, who had injuries to both his arms, was hoisted into the helo, his “rescue characterized by excellent crew coordination and outstanding performances by the swimmer and the efficient calm manner of the first crewman.” Although the men of the SAR team did everything they could to find Masten and Edwards, no trace of either was seen. 

NG (Busy Bee) 305, an A-7B (BuNo 154459), Lieutenant Commander Robert J. Simonic, VA-146, launched as the scheduled flight leader of a two-plane night rocket mission assigned a target on San Clemente Island, Calif., at 1856 on 7 December 1968.  Rendezvousing with Lieutenant Humphreys, the second man in the flight, the two proceeded on their runs, expending all ordnance, before coming about for Enterprise, Humphreys taking the lead. At 2035, Simonic reported to the ship that he had experienced a PC-2 hydraulic failure, asking to “come aboard as soon as possible or be diverted to Miramar or some other shore base.”

Enterprise granted 305 almost immediate clearance, the pilot responding that he could commence in about 90 seconds. As he descended toward the ship, still over 20 miles out and at about 8,000 feet, Simonic told the ship he was experiencing trouble holding his nose up. Within barely a minute, he requested that they dispatch the SAR helo, transmitting “Passing 35, punching out,” approximately five miles aft of the ship. The HC-1 Det 65 crew arrived overhead in about seven minutes, guided by the pilot’s strobe light. The helo crewman entered the water, but discovered Simonic badly entangled in his parachute and shroud lines. Unable to free him, the swimmer requested help from destroyer Higbee (DD-806), which launched a whaleboat, and did everything possible for the pilot, including keeping his head above water until he could be pulled into the boat and taken to the ship. Artificial respiration, however, proved unavailing, and Simonic was pronounced dead on board Higbee at 2215.

Enterprise deployed from Alameda on 6 January 1969. Embarked was CVW-9, comprising VFs-92 and 96, VAs-145, 146 and 215, VAW-112, RVAH-6, VAQ-132 and HC-1 Det 65. She conducted flight operations on 9 January, prior to arrival in Hawaiian waters the following day. These air operations continued until the ship pulled into Pearl on the 12^th.  

Tragedy struck Enterpriseas she stood out for her operational readiness inspection on 13 January 1969 during the morning watch, on 14 January 1969. At 0819, the ship was at 20º27’7”N, 158º27’5”W, steaming on a 090º course at 11 knots. Visibility was 10 miles with no obstructions to vision, ceiling was 3,000 feet, and there was a gentle breeze with eight foot swells.

Following the 0700 launch of Event 1, there were 41 aircraft on the flight deck. Fifteen aircraft were respotted and loaded for Event 2: four F-4Js, VF-96, CAS; two F-4Js, VF-92, CAP; two A-7Bs, VA-146, CAS; four A-7Bs, VA-215, Strike; one RA-5C, reconnaissance; one EKA-3B Tanker/ECM; and an A-7B Test Flight. There were also two F-4J Alert 5 CAP, an A-7B CAS “spare” and a KA-3B Alert 30 tanker. Twenty-two other aircraft were on the flight deck “in various states of readiness,” maintenance and servicing. Pilots manned their aircraft about 0800, commencing preflight preparations, the order to start them being given 10 minutes later.

During the start sequence No. 6 MD3A Aircraft Starter Unit, known as a Huffer, driven by Airman John R. Webster, was connected to the starboard side of Phantom II No. 105, (BuNo 155785), Lieutenant (jg) James H. Berry, pilot, and Lieutenant (jg) Buddy D. Pyeatt, RIO, VF-96. 105 was configured with full fuel, both internally and tanks, 18,500 lb of JP-5. It is believed that the Huffer’s gas turbine exhaust fumes were pouring directly onto the Zuni rockets loaded onto 105 for two to three minutes, heating them to dangerously high levels.  

Suddenly, at 0819, an explosion erupted near the starboard wing of 105, most probably caused by the detonation of a Mk 32 Zuni warhead. Fragments from the warhead ruptured the Phantom II’s fuel tanks, igniting spilled fuel into a “catastrophic” fire spreading “quickly” to adjacent planes. “Within minutes” flames engulfed the entire after end of the  flight deck, and exploding ordnance prevented adequate fire-fighting measures, the intensity of the flames and flying fragments preventing many men from even approaching the endangered aircraft.

The primary damage to the ship was caused by explosions of weapons penetrating the flight deck, “sending large, high velocity fragments into compartments below.” Five large holes in the flight deck were made by Mk 82 bombs that “cooked off in the fire.” A series of four explosions occurred between 0822–0826, and four more from 0830–0835. Making desperate efforts to clear the area of potential hazards, the crew had jettisoned all unexploded ordnance into the sea seven minutes later.

Just as the fire began the ship was starting a port turn to facilitate launching aircraft. Captain Lee took the helm seconds after the initial blast, ordering a continuation of the port turn to her head “into the wind,” the maneuver keeping the 18-knot wind blowing the flames toward the fantail, away from the aircraft and the island. 

Holes in the flight deck, however, allowed burning fuel to enter lower deck compartments, starting Class A, B and C fires. Burning fuel spilling over the sides damaged equipment in and around the catwalks and the BPDMS launchers. Fortunately, the holes in the flight deck also provided access for fire fighting water by the damage control parties. Damage to the SPS-33 antenna required heavy repairs during overhaul later in the year.  

Destroyers Rogers (DD-876) and Stoddard (DD-566), meanwhile, wasted no time in laying alongside to assist Enterprise’s deck hose teams in battling the blaze, often as close as 50 feet to the carrier, the destroyers being enveloped by smoke. Once the fires above deck were under control, at about 0900, they joined Bainbridge searching for men in the water.

One of the HC-1 Seasprites on deck at the time of the catastrophe had been damaged, but the other, piloted by Lieutenant Commander J. M. Harris, rescued men blown over the side of the ship, his crewman, AMH2 J.A. Zils, making four jumps into the water retrieving shipmates. A flight of planes on a bombing run over the range at Kahoolawe, southwest of Maui, diverted to Barbers Point, the 14 pilots “waiting on the pier” as the ship moored eight hours later.

Enterprise lost 25 men, including Lieutenant (jg) Pyeatt and Airman Webster, that day, and listed two as missing, presumed dead, not recovered. She sustained a total of 371 casualties during the fire; 62 required transfer to the U.S. Army’s Tripler General Hospital, Honolulu, which ordered a “mass casualty” alert, for additional treatment and/or aeromedical evacuation to mainland government hospitals. Among the latter were 10 burn victims airlifted to Brooke Army Medical Center, San Antonio, Texas, a hospital specializing in burn treatment. Damage to aircraft, ground support equipment, aircraft-installed equipment and air-launched weapons due to fire, explosions and salt water proved extensive. Fifteen aircraft were lost: 17 damaged.

Enterprise terminatied her ORI and returned to Pearl on the same date; CinCPac came on board to inspect the damage. ComCarDiv-1 began a preliminary investigation of the fire the next day, the formal investigation board convened by AirPac, with Rear Admiral F.A. Bardshar, ComCarDiv-7, as the senior member, on the 16^th, the same day that the SAR for missing crewmembers was reluctantly ended.

The report released by the board, that completed its investigation on 11 February 1969, indicated that “…sound damage control organization, training and execution minimized casualties and prevented the initial fire from spreading beyond the Fly Three area of the flight deck to any significant degree.” Though Enterprise was stricken by the intensity of the conflagration, her crew responded with dogged and selfless determination to save their ship, something reflected in many men receiving citations and commendations for heroism. Enterprise could have commenced operating aircraft again if necessary by noon on the 14^th, eloquent testimonial to her damage control parties. Her catapults, arresting system and landing area remained intact throughout the ordeal.

Nonetheless, Enterprise required repairs exceeding $10 million to restore her to “pre-fire conditions,” and replacement costs for the aircraft lost totaled $44,109,442. The crew and workers at Pearl Harbor Naval Shipyard began immediate repairs to the ship. Pushing themselves hard, these men had Enterprise ready for sea in half the projected time, a point noted on 27 February 1969 by William D. Bennett, President, Pearl Harbor Association, who presented the crew with a plaque commemorating the rapport developed between the crew and shipyard workers.

After conducting a fast cruise on 3 March 1969, and pre-deployment briefings, 3–4 March, Enterprise and her crew were once again prepared for their interrupted WestPac deployment. She stood out of Pearl Harbor on the morning of 5 March, but as she passed the southeast corner of Ford Island, mud and silt injected into her condensers caused her to lose power. She moored on the northwest side of the island to address the condition, and was underway again before the end of the day.

Refresher training in Hawaiian waters (5–9 March 1969) prepared the crew for continuing westward, beginning with their departure from Pearl Harbor on the 11^th. Assigned to CVW-9 were 87 aircraft: 26 Phantom IIs, five Vigilantes, 14 Intruders, 30 LTD A-7E Corsair IIs, five Skywarriors, four Hawkeyes and three Seasprites. Crossing the IDL two days later, Enterprise completed five days of operations in Philippine waters designed “to familiarize pilots and crews with specific procedures that would be used in the Yankee Station environment,” 22–26 March.

Enterprise then spent two “brief, busy” days moored at Cubi Point (27–28 March 1969), for refueling, briefings and preparations, ComCarDiv-1 breaking his flag on the 27^th. Standing out from Subic Bay on the 29^th, the ship arrived at Yankee Station two days later, commencing combat flight operations a little over two hours into the morning watch on 31 March 1969.  

Field Goal 604, an RA-5C (BuNo 150842), Commander Danforth E. White, pilot, and Lieutenant Ramey L. Carpenter, bombardier/navigator, RVAH-6, launched with Silver Kite 213, an F-4J escort for a reconnaissance mission, at 1004 on the 31^st. They were to cover Route 8 in Laos from Muang Gnommarat to Nape Pass. Both aircraft penetrated the coast at Hué, proceeding toward Laos at 18,000 feet. At about 20 miles south of the assigned rroute, the flight began a descent to about 5,000 feet. After leveling off, they made a 360º turn “apparently to verify starting position of the run.” Turning hard to starboard, probably to line up over the road, Field Goal 604 was making an 80º bank pulling “about 3 G’s” when the aft section exploded “in a large black and orange ball,” at approximately 1055. The Vigilante broke up into several pieces with the forward part of the fuselage and part of the wings forming the largest piece, which seemed to enter into a flat spin. Silver Kite 213 transmitted “eject” several times over UHF radio before this portion of the Vigilante impacted at the base of a nearby ridge and burned. Observers neither saw parachutes nor heard beepers. The escort orbited overhead until relieved by A-1s. Though no AAA fire was observed by the F-4J prior to the explosion, “moderate” automatic weapons fire was noted while orbiting the scene. Speculation focused upon the prospect that a fuel cell was hit by small arms or AAA fire, triggering the explosion. Both men’s remains were not returned until 11 March 1997, being identified on 9 July 1998.

Operations continued until 16 April 1969 with one stand down day on the 9^th, being interrupted by unforeseen events to the north. An unarmed VQ-1 Lockheed EC-121M Constellation (BuNo 135749) was on a routine reconnaissance patrol over the Sea of Japan from its base at NAF Atsugi, Japan, on 14 April. North Korean aircraft shot down the Constellation about 90 miles off the coast of Korea, killing all 31 crewmen.

Task Force 71 was activated on the 16^th, and dispatched to conduct SAR missions and to protect ongoing U.S. reconnaissance flights, such being conducted over international waters. While steaming on station, Enterprise came about to reinforce TF 71, at 1239 on 19 April 1969. That same day, while en route to Korean waters, planes from Enterprise intercepted two Soviet Bears in the “vicinity of the task force.” The ships of the force entered the Sea of Japan on 21 April, where they were again threatened by a pair of Bears. Phantom IIs from the “Big E” again saw off the Tu-95s.

Joining with carriers Hornet (CVS-12), Ranger and Ticonderoga and their screens and support ships, Enterprise was subsequently designated as the flagship of TF 71. Transiting the Tsushima Strait en route to Defender Station in the Yellow Sea, on 26 April 1969, Enterprise was visited by Admiral Hyland, CinCPac, on 1 May. After moving south into the East China Sea, on 3 May, the “Big E” was relieved on station by Kitty Hawk on 12 May. Although Enterprise launched no combat sorties during the crisis, she carried out valuable training operations. She remained on station after the departure of the other carriers until tensions between North Korea and the U.S. subsided enough to free her to proceed to Cubi Point where she arrived on 14 May after an “arduous” 47 consecutive days at sea.

Enterprise stood out for Singapore on 21 May 1969, and conducted a port visit from 24 to 28 May. Underway on the 29^th, Enterprise reached Yankee Station, beginning her second line period of the cruise with a strike, launched at 0630 on 31 May. The ship’s single operational loss of the deployment occurred during this second line period, a VA-215 A-7B, near Chu Lai, South Vietnam, on 1 June. The pilot, however, was recovered.

“Combat support operations” concluded on 16 June 1969, Enterprise coming about for Philippine waters. During this WestPac deployment, the ship launched 1,699 strike sorties, and her aircraft dropped 4,351 tons of ordnance, a daily average of 84 and 131.8, respectively. Ordnance delivered included 14,437 high explosive (HE) bombs, 327 cluster bombs and five air-to-ground missiles. In addition to her own 42 underway replenishments, Enterprise “topped off” destroyers 27 times.  

Enterprise visited Cubi Point (18–19 June 1969), disembarking ComCarDiv-1 and offloading stores. Standing out on the morning of 20 June 1969, she headed home, crossing the IDL on the 27^th, and arriving at Alameda on 2 July.  

Due to the carrier’s overhaul, scheduled for at least 50 weeks, Enterprise’s homeport was changed to Norfolk, effective on 10 July 1969. With her air wing ashore, the ship loaded crewmen’s automobiles, setting forth for her new homeport on 14 July. Her mammoth dimensions precluded a transit of the Panama Canal and forced her to “round the Horn.” Enterprise crossed the equator at 108º08’W, on 18 July 1969, “Neptunus Rex” inducting 2,380 “lowly pollywogs into the brotherhood of Trusty Shellbacks.” A little less than a week later, the crew saw land for the first time in 10 days “as the sunrise silhouetted Terra del Fuego,” at 0857 on 24 July 1969. Uncommonly for the region, the ship encountered calm seas, partly cloudy skies and air temperatures of 40º F.

Rio de Janeiro “welcomed” Enterprise, 29 July–2 August 1969, and she held public visiting daily, limiting passes to people who had obtained them from the U.S. Embassy. Following her Brazilian visit, Enterprise continued on, and ultimately arrived at her new home port on 12 August, proceeding up the Elizabeth River to her berth at the Norfolk Naval Shipyard to commence overhaul. 

Enterprise entered Dry Dock No. 8, on 22 August 1969, and on 11 October, she made a “deadplant transit” to her builders’ yard. Other than a small fire destroying the flag bag on the starboard side of the bridge on 14 May 1970 (the damaged bag was replaced), the work proceeded uneventfully, and the ship remained in yard hands through the end of 1970. During that time, an administrative detachment traveled to Alameda to provide “…logistical, transportation and administrative coordination, primarily for families in the area, including new families reporting in” for the change in homeport that would follow.

During the overhaul, an Improved Rearming Rate Program (IRRP) was initiated on board; a “total systems approach” for faster weapons handling and loading, including strikedown/strikeup rates, together with enlarged elevators and power operated doors and ready service magazines.  Communications improvements included modernizing UHF facilities.  In addition, retrofitting the IOIC and the Naval Intelligence Processing System (NIPS) improved the reliability of “Multi-sensor interpretation,” enhancing intelligence processing. However, regarding modifications to NTDS, delays were incurred due to the age of some parts, some of which were no longer available and had to be manufactured by the shipyard.  The Mk 2 Mod 1A Ships Inertial Navigation System (SINS) was replaced by the Mk 3 Mod 7 SINS, providing data on ship’s position, velocity and attitude to ship’s systems such as Aircraft Inertial Navigation Systems (AINS). A satellite navigation system and Loran C were installed. The AN/URN-20 TACAN dual system replaced the single transceiver system, and AN/SPN-10 radar was upgraded by the addition of AN/SPN-42.  

The flight deck, gallery walkway and fantail washdown system was modified from sea water to a sea water/”light water” foam fire fighting system. The high capacity protein foam system was modified into a high capacity light water foam system. The ship’s eight reactor plants were refueled, and a distilling plant capable of handling 70,000 gallons per day was installed. This second nuclear refueling gave Enterprise the ability to steam unrefueled for 10–13 years of combat operations.  Enterprise was repainted, a laborious process requiring the chipping and preservation of her “skin,” together with refurbishment of all major spaces and equipment. A complete resurfacing of the hanger and flight decks with non-skid was accomplished. All 12 of the ship’s boats were overhauled and “re-outfitted.”