1973 To 1977
From January through July 1973, Kitty Hawk changed homeports from San Diego to Hunter's Point. Kitty Hawk moved into dry dock on 14 January 1973, and work began to convert the ship from an attack (CVA) to a multi-mission carrier (CV). The "CV" designation indicated that Hawk was no longer strictly an attack carrier, in that anti-submarine warfare would also become a major role. Kitty Hawk became the first Pacific Fleet carrier to carry the multi-purpose "CV" designation. The conversion consisted of adding 10 new helicopter calibrating stations, installing sonar/sonobuoy readout and analysis center and associated equipment, and changing a large portion of the ship's operating procedures. One of the major equipment/space changes in the conversion was the addition of the Anti-Submarine Classification and Analysis Center (ASCAC) in the CIC area. ASCAC worked in close conjunction with the ASW aircraft assigned aboard Carrier Air Wing 11. During the yard period, the Engineering Department underwent a major change in its propulsion plant. The Navy Standard Oil (black oil) fuel system was completely converted to Navy Distillate Fuel. The Air Department added several major changes to the flight deck, including enlarging the jet blast deflectors (JBD) and installing more powerful catapults in order to handle the new Grumman F-14 Tomcat, which Kitty Hawk was standing by to receive for its next deployment. Enlarging JBD#1 meant the No. 1 Aircraft Elevator had to be redesigned, making Kitty Hawk the only carrier at the time having an aircraft elevator which tracked from the hangar deck to the flight deck angling out 6°. Kitty Hawk moved out of dry dock on 28 April 1973, and the next day, on her 12th birthday, was named a Multi-Purpose Aircraft Carrier (CV).
Fire aboard Kitty Hawk 11 December 1973 1800 hours: − After much needed upgrades and modifications to the Kitty Hawk's systems she departed Hunters Point navy shipyards in San Francisco to begin "Sea trial" exercises and than made a short 3 day layover in Pearl Harbor for some crew R&R and than departed for the China Sea and Southeast Asia for additional maneuvers. However while en-route, during repairs to the ships fuel oil systems in the No. 1 machinery room, the Kitty Hawk experienced a failure of a flange gasket in one of the fuel transfer tubes of JP5 that pass through Number 1 engine room. Jet fuel was sprayed, atomized and ignited and the ship went to GQ for nearly 38 hours; and due to the massive amounts of thick black smoke the crew was ordered topside to flight deck until the fire could be controlled and smoke cleared. Because two and then three of the four ships propulsion systems had to be shut down during the fire the fire, the Kitty Hawk began list to about 7 degrees Portside and as a result many of the Kitty Hawk's aircraft were moved starboard in an attempt to balance ship until the fire was finally brought under control and two propulsion systems restored. The Kitty Hawk was forced off her course and maneuvers and then headed toward the Philippines where she ported in Subic Bay until the ships damages could be assessed and repairs could be made but there would be three days of waiting before reaching port. Six enlisted sailors died in the fire: FR Michael Deverich, FR Linn Schambers, FR Kevin Johnson, FA Alan Champine, Samuel Cardenas and FA Joseph Tulipana. Thirty four sailors were treated for smoke inhalation and several minor injures and one sailor for a broken wrist reported. The bodies of those men who died in the fire were escorted home to the U.S.A. by members of their perspective divisions and it was reported that no official honor guards or military precessions were provided for during their memorial services.
As a result of the deaths of the six crew members, on Jan 10, 1974 an investigation was ordered by Rear Admiral Donald C. Davis, Commander of Carrier Group-1 and Senior Officer onboard Kitty Hawk designated as his Flag ship. Although initial reports lay blame to one of the six men who perished in the tragic fire, upon conclusion of the investigation filed by the Department of the Navy, Commander Seventh Fleet, several opinions on causes were noted within the investigation which included but not limited to the Fourth Endorsement on Captain Kenneth L. Shugart, USN in the 1310 investigative report of 10 January 1974, section 3, paragraph 3 stated "The replacement of the defective gasket in the strainer cover assembly by Fireman Apprentice Kevin W. Johnson (deceased) reflected, the words of the investigating officer, poor judgment and unsound maintenance practices." Further "Fireman Apprentice Johnson was therefore negligent in the performance of his duties." However, in consonance with the investigating officer, the opinion is expressed that under the circumstances, the maintenance deficiencies noted herein constitute simple, rather than culpable, negligence."
In closing, in light of the efforts made by all six navy personnel, FA Cardenas, Champine and Tulipana, and FR Deverich, Schambers and Johnson assigned to the number on machinery room on 11 December 1973it who all died during the suppression efforts, "It has administratively been determined were each posthumously awarded the Navy and Marine Corps Medal for their heroic devotion to duty in fighting the fire which is the subject of this investigative report." Reference: Department of the Navy investigative report by: Captain Kenneth L. Shugart, U.S. Navy. First hand accounts by BTFN ET Rieth-USS Kitty Hawk 1973-1974 and Kitty Hawk Flyer News article Thursday 13 December 1973 Vol. 12, Number 28 JO3 Jeff Starke, PAO
Kitty Hawk stayed busy throughout the mid-1970s with numerous deployments to the Western Pacific and involvement in a large number of exercises, including RIMPAC in 1973 and 1975.
Kitty Hawk departed San Diego on 8 March 1976, and on 12 March entered dry dock at Puget Sound Naval Shipyard in Bremerton, Washington, to commence a US$100 million complex overhaul, scheduled to last just more than 12 months. This overhaul configured Kitty Hawk to operate with the F-14 and S-3A "Viking" aircraft in a total CV sea control mode. This included adding spaces for storage, ordnance handling and maintenance facilities for the two aircraft. Also included in the work package were more efficient work areas for airframes and a repair facility for ground support equipment and the addition of avionics support capability for the S-3. The ship also replaced the Terrier Surface-to-Air missile system with the NATO Sea Sparrow system, and added elevators and modified weapons magazines to provide an increased capability for handling and stowing the newer, larger air-launched weapons. Kitty Hawk completed the overhaul in March 1977, and departed the shipyard 1 April of that year to return to San Diego. After a six month pre-deployment workup, Kitty Hawk departed NAS North Island 25 September 1977 for another WESTPAC and returned 15 May 1978.
Read more about this topic: USS Kitty Hawk (CV-63)