David
Tue May 31, 2005 1:23am
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Combat Action Badge
Combat Action Badge
The CAB may be awarded to any Soldier, branch and military occupational specialty immaterial, performing assigned duties in an area where hostile fire pay or imminent danger pay is authorized, who is personally present and actively engaging or being engaged by the enemy, and performing satisfactorily in accordance with the prescribed rules of engagement.
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David
Tue June 14, 2005 7:43am
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MEDIA REACTION 17 JAN OPE
MEDIA REACTION 17 JAN OPER DESERT STORM SPECIAL EDITIONS
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David
Mon July 25, 2005 11:21am
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Henri-Chapelle American C
The World War II Henri-Chapelle American Cemetery and Memorial is located two miles northwest of the village of Henri-Chapelle, Belgium, which is on the main highway from Liege (18 miles) to Aachen, Germany (10 miles). Henri-Chapelle is four and a half miles northwest of the Welkenraedt Exit (seven miles from the German border) on the Aachen-Antwerp Autoroute. Welkenraedt, the nearest railroad station with taxi service to the cemetery, may be reached by train from Paris (Gare du Nord), Brussels and Aachen.
At this cemetery, covering fifty-seven acres, rest 7,992 American military Dead, most of whom gave their lives during the advance of the American Armed Forces into Germany during World War II. Their headstones are arranged in gentle arcs sweeping across a broad green lawn which slopes gently downhill.
A highway passes through the reservation. West of the highway an overlook affords an excellent view of the rolling countryside, once a battlefield. To the east is a long colonnade, which with a chapel and museum at either end, overlooks the burial area. The chapel is simple but richly ornamented. Two maps of military operations, carved in black granite with inscriptions recalling the achievements of the American Armed Forces, are in the museum. The cemetery possesses great military historic significance as it accommodates the fallen Americans of two major efforts - one covering the U.S. First Army's drive in September 1944 through northern France, Belgium, Holland, and Luxembourg into Germany - and the second covering the Battle of the Bulge.
On the rectangular piers of the colonnade are inscribed the names of 450 Americans who gave their lives in the service of their country but whose remains were never recovered or identified. The seals of the states and territories are also carved on these piers.
It was from the temporary cemetery at Henri-Chapelle that the first shipment of remains of American War Dead were returned to the U.S. for permanent burial. The repatriation program began on July 27, 1947 at a special ceremony at Henri-Chapelle American Cemetery when the disinterment began. The first shipment of 5,600 American Dead from Henri-Chapelle left Antwerp, Belgium the first week of October 1947. An impressive ceremony was held with over 30,000 reverent Belgium citizens attending and representatives of the Belgium government and senior Americans presiding.
The cemetery is open daily to the public from 9:00 am to 5:00 pm except December 25 and January 1. It is open on host country holidays. When the cemetery is open to the public, a staff member is on duty in the Visitors? Building to answer questions and escort relatives to grave and memorial sites.
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David
Mon July 25, 2005 12:11pm
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Montfaucon American Monum
The World War I Montfaucon American Monument is located seven miles south of the Meuse-Argonne American Cemetery and Memorial and twenty miles northwest of Verdun. It consists of a massive granite Doric column, surmounted by a statue symbolic of Liberty, which towers more than two hundred feet above the war ruins of the former village. It commemorates the American victory during the Meuse-Argonne Offensive during the period September 26, 1918 to November 11, 1918, when the American First Army forced the enemy to conduct a general retreat on this front.
On the walls of the foyer are an engraved map of the operations with a narrative and a special tribute to the American troops who served here. The observation platform on top of the memorial is reached by two hundred and thirty-four steps and affords magnificent views of this battlefield.
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David
Fri August 5, 2005 5:00am
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Order of May 22, to White
Order of May 22, to Whiteside. Special No. II.
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David
Tue August 9, 2005 12:09pm
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USS Saratoga CV 3 16 Nov
USS Saratoga CV 3 16 Nov 1927 26 Jul 1946
Landing planes on 6 June 1935.
displacement: 33,000 tons
length: 888 feet
beam: 106 feet
draft: 24 feet 1? inches
speed: 33.91 knots
complement: 2,111 crew
armament: 8 eight-inch and 12 five-inch guns, and 4 six-pounders
aircraft: 81
class: Lexington
The fifth Saratoga (CV 3) was laid down on 25 September 1920 as Battle Cruiser #3 by the New York Shipbuilding Co., Camden, N.J.; ordered converted to an aircraft carrier and reclassified CV-3 on 1 July 1922 in accordance with the Washington Treaty limiting naval armaments. The ship was launched on 7 April 1925, sponsored by Mrs. Curtis D. Wilbur, wife of the Secretary of the Navy; and commissioned on 16 November 1927, Capt. Harry E. Yarnell in command.
Saratoga, the first fast carrier in the United States Navy, quickly proved the value of her type. She sailed from Philadelphia on 6 January 1928 for shakedown, and, on 11 January, her air officer, the future World War II hero, Marc A. Mitscher, landed the first aircraft on board. In an experiment on 27 January, the rigid airship Los Angeles (ZR-3) moored to Saratoga's stern and took on fuel and stores. The same day Saratoga sailed for the Pacific via the Panama Canal. She was diverted briefly between 14 and 16 February to carry Marines to Corinto, Nicaragua, and finally joined the Battle Fleet at San Pedro, Calif., on 21 February. The rest of the year was spent in training and final machinery shakedown.
On 15 January 1929, Saratoga sailed from San Diego with the Battle Fleet to participate in her first fleet exercise, Fleet Problem IX. In a daring move Saratoga was detached from the fleet with only a single cruiser as escort to make a wide sweep to the south and "attack" the Panama Canal, which was defended by the Scouting Fleet and Saratoga's sister ship, USS Lexington (CV 2). She successfully launched her strike [340] on 26 January, and despite being "sunk" three times later in the day, proved the versatility of a fast task force centered around a carrier. The idea was incorporated into fleet doctrine and reused the following year in Fleet Problem X in the Caribbean. This time, however, Saratoga and carrier, USS Langley (CV 1), were "disabled" by a surprise attack from Lexington, showing how quickly air power could swing the balance in a naval action.
Following the fleet concentration in the Caribbean Saratoga took part in the Presidential Review at Norfolk in May and returned to San Pedro on 21 June 1930.
During the remaining decade before World War II Saratoga exercised in the San Diego-San Pedro area, except for the annual fleet problems and regular overhauls at the Bremerton Navy Yard. In the fleet problems, Saratoga continued to assist in the development of fast carrier tactics, and her importance was recognized by the fact that she was always a high priority target for the opposing forces. The fleet problem for 1932 was planned for Hawaii, and, by coincidence occurred during the peak of the furor following the "Manchurian incident" in which Japan started on the road to World War II. Saratoga exercised in the Hawaii area from 31 January to 19 March and returned to Hawaii for fleet exercises the following year between 23 January and 28 February 1933. On the return trip to the west coast, she launched a successful air "attack" on the Long Beach area.
Exercises in 1934 took Saratoga to the Caribbean and the Atlantic for an extended period, from 9 April to 9 November, and were followed by equally extensive operations with the United States Fleet in the Pacific the following year. Between 27 April and 6 June 1936, she participated in a fleet problem in the Canal Zone, and she then returned with the fleet to Hawaii for exercises from 16 April to 28 May 1937. On 15 March 1938, Saratoga sailed from San Diego for Fleet Problem XIX, again conducted off Hawaii. During the second phase of the problem, Saratoga launched a surprise air attack on Pearl Harbor from a point 100 miles off Oahu, setting a pattern that the Japanese copied in December 1941. During the return to the west coast, Saratoga and Lexington followed this feat with "strikes" on Mare Island and Alameda. Saratoga was under overhaul during the 1939 fleet concentration, but, between 2 April and 21 June 1940, she participated in Fleet Problem XXI, the last to be held due to the deepening world crisis.
Between 14 and 29 October 1940, Saratoga transported a draft of military personnel from San Pedro to Hawaii, and, on 6 January 1941, she entered the Bremerton Navy Yard for a long deferred modernization, including widening her flight deck forward and fitting a blister on her starboard side and additional small antiaircraft guns. Departing Bremerton on 28 April 1941, the carrier participated in a landing force exercise in May and made two trips to Hawaii between June and October as the diplomatic crisis with Japan came to a head.
When the Japanese struck at Pearl Harbor on 7 December 1941, Saratoga was just entering San Diego after an interim drydocking at Bremerton. She hurriedly got underway the following day as the nucleus of a third carrier force [Lexington and USS Enterprise (CV 6) were already at sea], carrying Marine aircraft intended to reinforce the vulnerable garrison on Wake Island. Presence of these aircraft on board made Saratoga the logical choice for the actual relief effort. She reached Pearl Harbor on 15 December and stopped only long enough to fuel. She then rendezvoused with USS Tangier (AV-8), which had relief troops and supplies on board, while Lexington and Enterprise provided distant cover for the operation. However, the Saratoga force was delayed by the low speed of its oiler and by a decision to refuel destroyers on 21 December. After receiving reports of Japanese carrier aircraft over the island and Japanese landings on it, the relief force was recalled on 22 December. Wake fell the next day.
Saratoga continued operations in the Hawaiian Island region, but on 11 January 1942, when heading towards a rendezvous with Enterprise, 500 miles southwest of Oahu, she was hit without warning by a deep-running torpedo fired by the Japanese submarine, I-16. Although six men were killed and three firerooms were flooded, the carrier reached Oahu under her own power. There, her 8-inch guns, useless against aircraft, were removed for installation in shore defenses, and the carrier proceeded to the Bremerton Navy Yard for permanent repairs and installation of a modern anti-aircraft battery.
Saratoga departed Puget Sound on 22 May for San Diego. She arrived there on 25 May and was training her air group when intelligence was received of an impending Japanese assault on Midway. Due to the need to load planes and stores and to collect escorts, the carrier was unable to sail until 1 June and arrived at Pearl Harbor on the 6th after the Battle of Midway had ended. She departed Pearl Harbor on 7 June after fueling; and, on 11 June, transferred 34 aircraft to USS Hornet (CV 8) and Enterprise to replenish their depleted air groups. The three carriers then turned north to counter Japanese activity reported in the Aleutians, but the operation was canceled and Saratoga returned to Pearl Harbor on 13 June.
Between 22 and 29 June 1942, Saratoga ferried Marine and Army aircraft to the garrison on Midway. On 7 July, she sailed for the southwest Pacific; and, from 28 to 30 July, she provided air cover for landing rehearsals in the Fiji Islands in preparation for landings on Guadalcanal. As flagship of Real Admiral F. J. Fletcher, Saratoga opened the Guadalcanal assault early on 7 August when she turned into the wind to launch aircraft. She provided air cover for the landings for the next two days. On the first day, a Japanese air attack was repelled before it reached the carriers, but since further attacks were expected, the carrier force withdrew on the afternoon of 8 August towards a fueling rendezvous. As a result, it was too far away to retaliate after four Allied cruisers were sunk that night in the Battle of Savo Island. The carrier force continued to operate east of the Solomons, protecting the sea lanes to the beachhead and awaiting a Japanese naval counterattack.
The counterattack began to materialize when a Japanese transport force was detected on 23 August 1942, and Saratoga launched a strike against it. The aircraft were unable to find the enemy, however, and spent the night on Guadalcanal. As they were returning on board the next day, the first contact report on enemy carriers was received. Two hours later, Saratoga launched a strike which sent Japanese carrier Ryujo to the bottom. Later in the afternoon, as an enemy strike from other carriers was detected, Saratoga hastily launched the aircraft on her deck, and these found and damaged the Japanese seaplane tender Chitose. Meanwhile, due to cloud cover, Saratoga escaped detection by the Japanese aircraft, which concentrated their attack on, and damaged, Enterprise. The American force fought back fiercely and weakened enemy air strength so severely that the Japanese recalled their transports before they reached Guadalcanal.
After landing her returning aircraft at night on 24 August, Saratoga refueled on the 25th and resumed her patrols east of the Solomons. A week later, a destroyer reported torpedo wakes heading toward the carrier, but the 888-foot flattop could not turn quickly enough. A minute later, a torpedo from I-26 slammed into the blister on her starboard side. The torpedo killed no one and only flooded one fireroom, but the impact caused short circuits which damaged Saratoga's turbo-electric propulsion system and left her dead in the water. The cruiser USS Minneapolis (CA 36) took the carrier under tow while she flew her aircraft off to shore bases. By early afternoon, Saratoga's engineers had improvised a circuit out of the burned wreckage of her main control board and had given her a speed of 10 knots. After repairs at Tongatabu from 6 to 12 September, Saratoga arrived at Pearl Harbor on 21 September for permanent repairs.
Saratoga sailed from Pearl Harbor on 10 November 1942 and proceeded, via Fiji, to Noumea which she reached on 5 December. She operated in the vicinity of Noumea for the next twelve months, providing air cover for minor operations and protecting American forces in the eastern Solomons. Between 17 May and 31 July 1943, she was reinforced by the British carrier, HMS Victorious, and, on 20 October, she was joined by USS Princeton (CVL 23). As troops stormed ashore on Bougainville on 1 November, Saratoga's aircraft neutralized nearby Japanese airfields on Buka. Then, on 5 November, in response to reports of Japanese cruisers concentrating at Rabaul to counterattack the Allied landing forces, Saratoga conducted perhaps her most brilliant strike of the war. Her aircraft penetrated the heavily defended port and disabled most of the Japanese cruisers, ending the surface threat to Bougainville. Saratoga, herself, escaped unscathed and returned to raid Rabaul again on 11 November.
Saratoga and Princeton were then designated the Relief Carrier Group for the offensive in the Gilberts, and, after striking Nauru on 19 November, they rendezvoused on 23 November 1943 with the transports carrying garrison troops to Makin and Tarawa. The carriers provided air cover until the transports reached their destinations, and then maintained air patrols over Tarawa. By this time, Saratoga had steamed over a year without repairs, and she was detached on 30 November to return to the United States. She underwent overhaul at San Francisco from 9 December 1943 to 3 January 1944, and had her antiaircraft battery augmented for the last time, receiving 60 40-millimeter guns in place of 36 20-millimeter guns.
The carrier arrived at Pearl Harbor on 7 January 1944, and, after a brief period of training, sailed from Pearl Harbor on 19 January with light carriers, USS Langley (CV 27) and USS Princeton (CVL 23), to support the drive in the Marshalls. Her aircraft struck Wotje and Taroa for three days, from 29 to 31 January, and then pounded Engebi, the main island at Eniwetok, the 3d to the 6th and from the 10th to the 12th of February. Her planes delivered final blows to Japanese defenses on the 16th, the day before the landings, and provided close air support and CAP over the island until 28 February.
Saratoga then took leave of the main theaters of the Pacific war for almost a year, to carry out important but less spectacular assignments elsewhere. Her first task was to help the British initiate their carrier offensive in the Far East. On 4 March 1944, Saratoga departed Majuro with an escort of three destroyers, and sailed via Espiritu Santo; Hobart, Tasmania; and Fremantle, Australia, to join the British Eastern Fleet in the Indian Ocean. She rendezvoused at sea on 27 March with the British force, composed of carrier, HMS Illustrious, and four battleships with escorts, and arrived with them at Trincomalee, Ceylon, on 31 March. On 12 April, the French battleship, Richelieu, arrived, adding to the international flavor of the force. During the next two days, the carriers conducted intensive training at sea during which Saratoga's fliers tried to impart some of their experience to the British pilots. On 16 April, the Eastern Fleet, with Saratoga, sailed from Trincomalee, and, on the 19th, the aircraft from the two carriers struck the port of Sabang, off the northwest tip of Sumatra. The Japanese were caught by surprise by the new offensive, and much damage was done to port facilities and oil reserves. The raid was so successful that Saratoga delayed her departure in order to carry out a second. Sailing again from Ceylon on 6 May, the force struck at Soerabaja, Java, on 17 May with equally successful results. Saratoga was detached the following day, and passed down the columns of the Eastern Fleet as the Allied ships rendered honors to and cheered each other.
Saratoga arrived at Bremerton, Wash., on 10 June 1944 and was under repair there through the summer. On 24 September, she arrived at Pearl Harbor and commenced her second special assignment, training night fighter squadrons. Saratoga had experimented with night flying as early as 1931, and many carriers had been forced to land returning aircraft at night during the war; but, only in August 1944, did a carrier, USS Independence (CVL 22), receive an air group specially equipped to operate at night. At the same time, Carrier Division 11, composed of Saratoga and USS Ranger (CV-4), was commissioned at Pearl Harbor to train night pilots and develop night flying doctrine. Saratoga continued this important training duty for almost four months, but as early as October, her division commander was warned that "while employed primarily for training, Saratoga is of great value for combat and is to be kept potentially available for combat duty." The call came in January 1945. Light carriers like Independence had proved too small for safe night operations, and Saratoga was rushed out of Pearl Harbor on 29 January 1945 to form a night fighter task group with Enterprise for the Iwo Jima operation.
Saratoga arrived at Ulithi on 7 February and sailed three days later, with Enterprise and four other carrier task groups. After landing rehearsals with Marines at Tinian on 12 February, the carrier force carried out diversionary strikes on the Japanese home islands on the night of 16 and 17 February before the landings on Iwo Jima. Saratoga was assigned to provide fighter cover while the remaining carriers launched the strikes on Japan, but, in the process, her fighters raided two Japanese airfields. The force fueled on 18 and 19 February; and, on 21 February 1945, Saratoga was detached with an escort of three destroyers to join the amphibious forces and carry out night patrols over Iwo Jima and night heckler missions over nearby Chi-chi Jima. However, as she approached her operating area at 1700 on the 21st, an air attack developed, and taking advantage of low cloud cover and Saratoga's insufficient escort, six Japanese planes scored five hits on the carrier in three minutes. Saratoga's flight deck forward was wrecked, her starboard side was holed twice and large fires were started in her hangar deck, while she lost 123 of her crew dead or missing. Another attack at 1900 scored an additional bomb hit. By 2015, the fires were under control and the carrier was able to recover aircraft, but she was ordered to Eniwetok and then to the west coast for repairs, and arrived at Bremerton on 16 March.
On 22 May, Saratoga departed Puget Sound fully repaired, and she resumed training pilots at Pearl Harbor on 3 June. She ceased training duty on 6 September, after the Japanese surrender, and sailed from Hawaii on 9 September transporting 3,712 returning naval veterans home to the United States under Operation Magic Carpet. By the end of her Magic Carpet service, Saratoga had brought home 29,204 Pacific war veterans, more than any other individual ship. At the time, she also held the record for the greatest number of aircraft landed on a carrier, with a lifetime total of 98,549 landings in 17 years.
With the arrival of large numbers of Essex-class carriers, Saratoga was surplus to postwar requirements, and she was assigned to Operation Crossroads at Bikini Atoll to test the effect of the atomic bomb on naval vessels. She survived the first blast, an air burst on 1 July, with only minor damage, but was mortally wounded by the second on 25 July, an underwater blast which was detonated under a landing craft 500 yards from the carrier. Salvage efforts were prevented by radioactivity, and seven and one-half hours after the blast, with her funnel collapsed across her deck, Saratoga slipped beneath the surface of the lagoon. She was struck from the Navy list on 15 August 1946.
Saratoga received seven battle stars for her World War II service.
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David
Tue August 9, 2005 12:19pm
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USS Enterprise CV 6 12 Ma
USS Enterprise CV 6 12 May 1938 17 Feb 1947
Aerial, underway, aircraft on deck; April 12, 1939.
displacement: 19,800 tons
length: 809? feet
beam: 83 feet 1 inch; extreme width at flight deck: 114 feet
draft: 28 feet
speed: 33 knots
complement: 2,919 crew
armament: 8 five-inch guns, .38-cal. machine guns
class: Yorktown
The seventh Enterprise (CV-6) was launched 3 October 1936 by Newport News Shipbuilding and Drydock Co., Newport News, Va.; sponsored by Mrs. Claude A. Swanson, wife of the Secretary of the Navy; and commissioned 12 May 1938, Captain N. H. White in command.
Enterprise sailed south on a shakedown cruise which took her to Rio de Janeiro, Brazil. After her return she operated along the east coast and in the Caribbean until April of 1939 when she was ordered to duty in the Pacific. Based first out of San Diego and then in Pearl Harbor, the carrier trained herself and her aircraft squadrons for any eventuality, and carried aircraft among the island bases of the Pacific. Enterprise had just completed one such mission, delivering Marine Corps Fighter Squadron 211 to Wake Island on 2 December 1941, and was en route to Hawaii when the Japanese attacked Pearl Harbor.
Enterprise's scout planes arrived over Pearl Harbor during the attack and, though surprised, immediately went into action in defense of the naval base. The carrier, meanwhile, launched her remaining aircraft in a fruitless search for the Japanese striking force. Enterprise put into Pearl Harbor for fuel and supplies on December and sailed early the next morning to patrol against possible additional attacks on the Hawaiian Islands. While the group did not encounter any surface ships, Enterprise aircraft scored a kill by sinking the Japanese submarine 1-170 in 23? 45' N., 155? 35' W., on 10 December 1941.
During the last two weeks of December 1941, Enterprise and her group steamed to the westward of Hawaii to cover those islands while two other carrier groups made a belated attempt to relieve Wake Island. After a brief rest at Pearl Harbor, the Enterprise group sailed on 11 January 1942 to protect convoys reinforcing Samoa. On 1 February the task force dealt a hard blow to Kwajalein, Wotje, and Maloelap in the Marshall Islands, sinking three ships, damaging eight, and destroying numerous airplanes and ground facilities. Enterprise received only minor damage in the Japanese counterattack, as her force retired to Pearl Harbor.
During the next month Enterprise's force swept the central Pacific, blasting enemy installations on Wake and Marcus Islands, then received minor alterations and repairs at Pearl Harbor. On 8 April 1942 she departed to rendezvous with USS Hornet (CV 8) and sail westward to launch 16 Army B-25 bombers in a raid on Tokyo. While Enterprise fighters flew combat air patrol, the B-25s roared into the air on 18 April and raced undetected the 600 miles to their target. The task force, its presence known to the enemy, reversed course and returned to Pearl Harbor on 25 April.
Five days later, the "Big E" was speeding toward the South Pacific to reinforce the U.S. carriers operating in the Coral Sea. Distance proved too great to conquer in time, and the Battle of the Coral Sea was history before Enterprise could reach her destination. Ordered back to Hawaii, the carrier entered Pearl Harbor on 26 May and began intensive preparations to meet the expected Japanese thrust at Midway Island. Two days later she sortied as flagship of Rear Admiral Raymond A. Spruance, Commander Task Force 16 (CTF 16), with orders "to hold Midway and inflict maximum damage on the enemy by strong attrition tactics." With Enterprise in TF 16 were Hornet, 6 cruisers, and 10 destroyers. On 30 May, TF 17, Rear Admiral Frank J. Fletcher in USS Yorktown (CV 5), with two cruisers, and six destroyers, sailed to support TF 16; as senior officer, Rear Admiral Fletcher became "Officer in Tactical Command."
The battle was joined on the morning of 4 June 1942 when four Japanese carriers, unaware of the presence of U.S. forces, launched attacks on Midway Island. Just 3 hours after the first bomb fell on Midway, planes from Hornet struck the enemy force, and 30 minutes later Enterprise and Yorktown aircraft streaked in to join in smashing the Japanese carriers. Each side hurled attacks at the other during the day in one of history's most decisive battles. Though the forces were in contact to 7 June, by the end of the 4th the outcome had been decided and the tide of the war in the Pacific had been turned in the United States' favor. Yorktown and USS Hammann (DD-412) were the only United States ships sunk, but TFs 16 and 17 lost a total of 113 planes, 61 of them in combat, during the battle. Japanese losses, far more severe, consisted of 4 carriers, one cruiser, and 272 carrier aircraft. Enterprise and all other ships of TFs 16 and 17 came through undamaged, returning to Pearl Harbor on 13 June 1942.
After a month of rest and overhaul, Enterprise sailed on 15 July for the South Pacific where she joined TF 61 to support the amphibious landings in the Solomon Islands on 8 August. For the next 2 weeks, the carrier and her planes guarded seaborne communication lines southwest of the Solomons. On 24 August 1942, a strong Japanese force was sighted some 200 miles north of Guadalcanal and TF 61 sent planes to the attack. An enemy light carrier was sent to the bottom and the Japanese troops intended for Guadalcanal were forced back. Enterprise suffered most heavily of the United States ships, 3 direct hits and 4 near misses killed 74, wounded 9S, and inflicted serious damage on the carrier. But well-trained damage control parties, and quick hard work patched her up so that she was able to return to Hawaii under her own power.
Repaired at Pearl Harbor from 10 September to 16 October 1942, Enterprise departed once more for the South Pacific where with Hornet, she formed TF 61. On 26 October, Enterprise scout planes located a Japanese carrier force and the Battle of the Santa Cruz Island was underway. Enterprise aircraft struck carriers, battleships, and cruisers during the struggle, while the "Big E" herself underwent intensive attack. Hit twice by bombs, Enterprise lost 44 killed and had 75 wounded. Despite serious damage, she continued in action and took on board a large number of planes from Hornet when that carrier had to be abandoned. Though the American losses of a carrier and a destroyer were more severe than the Japanese loss of one light cruiser, the battle gained priceless time to reinforce Guadalcanal against the next enemy onslaught.
Enterprise entered Noumea, New Caledonia, on 30 October 1942 for repairs, but a new Japanese thrust at the Solomons demanded her presence and she sailed on 11 November, repair crews from USS Vestal (AR-4) still on board, working vigorously. Two days later, "Big E" planes swarmed down on an enemy force and disabled a battleship which was sunk later by other American aircraft, and on 14 November, aviators from Enterprise helped to despatch a heavy cruiser. When the Naval Battle of Guadalcanal ended on 15 November 1942, Enterprise had shared in sinking 16 ships and damaging 8 more. The carrier returned to Noumea on 16 November to complete her repairs.
Sailing again on 4 December, Enterprise trained out of Espiritu Santo, New Hebrides, until 28 January 1943 when she departed for the Solomons area. On 30 January her fighters flew combat air patrol for a cruiser- destroyer group during the Battle of Rennell Island. Despite the destruction of a large majority of the attacking Japanese bombers by Enterprise planes, USS Chicago (CA-29) was sunk by aerial torpedoes. Detached after the battle, the carrier arrived at Espiritu Santo on 1 February, and for the next 3 months operated out of that base, covering U.S. surface forces up to the Solomons. Enterprise then steamed to Pearl Harbor where on 27 May 1943, Admiral Chester W. Nimitz presented the ship with the first Presidential Unit Citation won by an aircraft carrier. On 20 July 1943 she entered Puget Sound Navy Yard, Bremerton, Wash., for a much needed overhaul.
Back in action waters by mid-November, Enterprise joined in providing close air support to the Marines landing on Makin Island, from 19 to 21 November. On the night of 26 November 1943, the "Big E" introduced carrier-based night fighter operations in the Pacific when a three-plane team from the ship broke up a large group of land-based bombers attacking TG 50.2. After heavy strike by aircraft of TF 50 against Kwajalein on 4 December, Enterprise returned to Pearl Harbor six days later. The carrier's next operation was with TF 58 in softening up the Marshall Islands and supporting the landings on Kwajalein, from 29 January to 3 February 1944. Then Enterprise sailed, still with TF 58, to strike the Japanese naval base at Truk in the Caroline Islands, on 7 February. Again the "Big E" made aviation history when she launched the first night radar bombing attack from any U.S. carrier. The 12 torpedo bombers in this strike achieved excellent results, accounting for nearly one-third of the 200,000 tons of shipping destroyed by the aircraft of the task force.
Detached from TF 58, Enterprise launched raids on Jaluit Atoll on 20 February, then steamed to Majuro and Espiritu Santo. Sailing 15 March 1944 in TG 36.1, she provided air cover and close support for the landings on Emirau Island (19-25 March). The carrier rejoined CF 58 on 26 March and for the next 12 days joined in the series of hard-hitting strikes against the Yap, Ulithi, Woleai, and the Palau Islands. After a week's rest and replenishment at Majuro, Enterprise sailed 14 April to support landings in the Hollandia area of few Guinea, and then hit Truk again (29-30 April).
On 6 June 1944, the "Big E" and her companions of TG 58.3 sortied from Majuro to strike with the rest of TF 58, the Mariana Islands. Blasting Saipan, Rota, and Guam between 11 and 14 June, Enterprise pilots gave direct support to the landings on Saipan on 15 June, and covered the troops ashore for the next two days. Aware of a major Japanese attempt to break up the invasion of Saipan, Admiral Raymond A. Spruance, Commander 6th Fleet, positioned TF 58 to meet the thrust. On 19 June 1944 took place the greatest carrier aircraft battle in history. For over eight hours airmen of the United States and Imperial Japanese navies fought in the skies over TF 58 and the Marianas. By the end of the day, a United States victory was apparent, and at the conclusion of the strikes against the Japanese fleet on 20 June, the triumph became complete. Six American ships had been damaged, and 130 planes and a total of 76 pilots and aircrewmen had been lost. But with a major assist from U.S. submarines, 3 Japanese carriers were sunk, and 426 ship-based aircraft were destroyed. Japanese naval aviation never recovered from this blow.
The Battle of the Philippine Sea over, Enterprise and her companions continued to support the Saipan campaign through 5 July 1944. Enterprise then sailed for Pearl Harbor and a month of rest and overhaul. Back in action waters on 24 August, the carrier sailed with TF 38 in that force's aerial assault on the Volcano and Bonin Islands from 31 August to 2 September, and Yap, Ulithi, and the Palaus from 6 to 8 September. After operating west of the Palau Islands, the "Big E" joined other units of TF 38 on 7 October, and shaped course to the northward. From 10 to 20 October her aviators roared over Okinawa, Formosa, and the Philippines, blasting enemy airfields, shore installations, and shipping in preparation for the assault on Leyte. After supporting the Leyte landings on 20 October, Enterprise headed for Ulithi to replenish but the approach of the Japanese fleet on 23 October, brought her racing back into action. In the Battle for Leyte Gulf (23-26 October), Enterprise planes struck all three groups of enemy forces, battering battleships and destroyers before the action ended. The carrier remained on patrol east of Samar and Leyte until the end of October, then retired to Ulithi for supplies. During November, her aircraft struck targets in the Manila area, and the island of Yap. The "Big E" returned to Pearl Harbor on 6 December 1944.
Sailing 24 December for the Philippine area, Enterprise carried on board an air group specially trained in night carrier operations. She joined TG 38.5 and swept the waters north of Luzon and of the China Sea during January of 1945, striking shore targets and shipping from Formosa to Indochina. After a brief visit to Ulithi, the "Big E" joined TG 58.5 on 10 February 1945 and provided day and night combat air patrol for TF 58 as it struck Tokyo on 16 and 17 February. She then supported the Marines on Iwo Jima from the day of the landings, 19 February 1945, until 9 March when she sailed for Ulithi. During one part of that period, Enterprise kept aircraft aloft continuously over Iwo Jima for 174 hours. Departing Ulithi 15 March, the carrier continued her night work in raids against Kyushu, Honshu, and shipping in the Inland Sea of Japan. Damaged slightly by an enemy bomb on 18 March, Enterprise entered Ulithi six days later for repairs. Back in action on 5 April, she supported the Okinawa operation until again damaged (11 April), this time by a suicide plane, and forced back to Ulithi. Off Okinawa once more on 6 May 1945, Enterprise flew patrols around the clock as the menace of the kamikaze increased. On 14 May 1945, the "Big E" suffered her last wound of World War II when a suicide plane destroyed her forward elevator, killing 14 and wounding 34 men. The carrier sailed for repairs at the Puget Sound Navy Yard, arriving 7 June 1945.
Restored to peak condition, Enterprise voyaged to Pearl Harbor, returning to the States with some 1,100 servicemen due for discharge, then sailed on to New York, arriving 17 October 1945. Two weeks later she proceeded to Boston for installation of additional berthing facilities, then began a series of "Magic Carpet" voyages to Europe, bringing more than 10,000 veterans home in her final service to her country.
Enterprise entered the New York Naval Shipyard on 18 January 1946 for inactivation, and was decommissioned on 17 February 1947. The "Big E" was sold on 1 July 1958.
In addition to her Presidential Unit Citation, Enterprise received the Navy Unit Commendation and 20 battle stars for World War II service.
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David
Tue August 9, 2005 12:21pm
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USS Wasp CV 7 25 Apr 1940
USS Wasp CV 7 25 Apr 1940 15 Sep 1942
USS Wasp (CV-7) entering Hampton Roads, Virginia, on 26 May 1942. An escorting destroyer is in the background.
displacement: 14,700 tons
length: 741 feet 4 inches
beam: 80 feet 8 inch; extreme width at flight deck: 109 feet
draft: 19 feet 11 inches
speed: 29? knots
complement: 2,367 crew
armament: 8 five-inch guns, 16 1.1-inch guns, 16 .50-cal. machine guns
aircraft: 80
class: Wasp
The eighth Wasp(CV-7) was laid down on 1 April 1936 at Quincy, Mass., by the Bethlehem Shipbuilding Co., launched on 4 April 1939; sponsored by Mrs. Charles Edison, the wife of the Assistant Secretary of the Navy Charles Edison; and commissioned on 25 April 1940 at the Army Quartermaster Base, South Boston, Mass., Capt. John W. Reeves, Jr., in command.
Wasp remained at Boston through May, fitting out, before she got underway on 5 June 1940 for calibration tests on her radio direction finder gear. After further fitting out while anchored in Boston harbor, the new aircraft carrier steamed independently to Hampton Roads, Va., anchoring there on 24 June. Four days later, she sailed for the Caribbean in company with USS Morris (DD-417).
En route, she conducted the first of many carrier qualification tests. Among the earliest of the qualifiers was Lt. (jg.) David T. McCampbell, who later became the Navy's top-scoring "ace" in World War II. Wasp arrived at Guantanamo Bay in time to "dress ship" in honor of Independence Day.
Tragedy marred the carrier's shakedown. On 9 July, one of her Vought SB2U-2 Vindicators crashed two miles from the ship. Wasp bent on flank speed to close, as did the plane-guarding destroyer Morris. The latter's boats recovered items from the plane's baggage compartment, but the plane itself had gone down with its crew of two.
Wasp departed Guantanamo Bay on 11 July and arrived at Hampton Roads four days later. There, she embarked planes from the 1st Marine Air Group and took them to sea for qualification trials. Operating off the southern drill grounds, the ship and her planes honed their skills for a week before the Marines and their planes were disembarked at Norfolk, and the carrier moved north to Boston for post-shakedown repairs.
While civilian workmen from the Bethlehem Steel Co. came on board the ship to check their workmanship and to learn how it had stood up under the rigors of shakedown, Wasp lay alongside the same pier at which she had been commissioned. While at Boston, she fired a 21-gun salute and rendered honors to President Franklin D. Roosevelt, whose yacht, USS Potomac (AG-25), stopped briefly at the Boston Navy Yard on 10 August.
Wasp departed the Army Quartermaster Base on the 21st to conduct steering drills and full-power trials. Late the following morning, she got underway for Norfolk. For the next few days, while USS Ellis (DD-164) operated as plane guard, Wasp launched and recovered her aircraft: fighters from Fighter Squadron (VF) 7 and scout-bombers from Scouting Squadron (VS) 72. The carrier put into the Norfolk Navy Yard on 28 August for repair work on her turbines ? alterations which kept the ship in dockyard hands into the following month. Drydocked during the period from 12 to 18 September, Wasp ran her final sea trials in Hampton Roads on 26 September 1940.
Ready now to join the fleet and assigned to Carrier Division (CarDiv) 3, Patrol Force, Wasp shifted to Naval Operating Base (NOB), Norfolk from the Norfolk Navy Yard on 11 October. There she loaded 24 P-40s from the 8th Army Pursuit Group and nine O-47As from the 2d Observation Squadron, as well as her own spares and utility unit Grumman J2Fs on the 12th. Proceeding to sea for maneuvering room, Wasp flew off the Army planes in a test designed to compare the take-off runs of standard Navy and Army aircraft. That experiment, the first time that Army planes had flown from a Navy carrier, foreshadowed the use of the ship in the ferry role that she performed so well in World War II.
Wasp then proceeded on toward Cuba in company with USS Plunkett (DD-431) and USS Niblack (DD-424). The carrier's planes flew routine training flights, including dive-bombing and machine gun practices, over the ensuing four days. Upon arrival at Guantanamo, Wasp's saluting batteries barked out a 13-gun salute to Rear Admiral Hayne Ellis, Commander, Atlantic Squadron, embarked in USS Texas (BB-35), on 19 October.
For the remainder of October 1940 and into November, Wasp trained in the Guantanamo Bay area. Her planes flew carrier qualification and refresher training flights while her gunners sharpened up their skills in short-range battle practices at targets towed by the new fleet tug USS Seminole (AT-65). While operating in the Culebra, Virgin Islands, area, Wasp again teamed with the aviators of the 1st Marine Air Wing, giving the flying Leathernecks practice in carrier take-offs and landings.
Her work in the Caribbean finished, Wasp sailed for Norfolk and arrived shortly after noon on 26 November. She remained at the Norfolk Navy Yard through Christmas of 1940. Then, after first conducting degaussing experiments with USS Hannibal (AG-1), she steamed independently to Cuba.
Arriving at Guantanamo Bay on 27 January 1941, Wasp conducted a regular routine of flight operations into February. With USS Walke (DD-416) as her plane guard, Wasp operated out of Guantanamo and Culebra, conducting her maneuvers with an impressive array of warships ? Texas, USS Ranger (CV-4), USS Tuscaloosa (CA-37), USS Wichita (CA-45) and a host of destroyers. Wasp ran gunnery drills and exercises, as well as routine flight training evolutions, into March. Underway for Hampton Roads on 4 March, the aircraft carrier conducted a night battle practice into the early morning hours of the 5th.
During the passage to Norfolk, heavy weather sprang up on the evening of 7 March. Waspwas steaming at standard speed, 17 knots, a pace that she had been maintaining all day. Off Cape Hatteras, a lookout in the carrier spotted a red flare arcing into the stormy black night skies at 2245. The big ship swung around to head in the direction of the distress signal while a messenger notified the captain, who reached the bridge in an instant. Capt. Reeves himself took the conn, as a second set of flares was seen at 2259.
Finally, at 2329, with the aid of her searchlights probing the wet night, Wasp located the stranger in trouble. She proved to be the lumber schooner George E. Klinck, bound from Jacksonville, Fla., to Southwest Harbor, Maine.
The sea, in the meantime, worsened from a state 5 to a state 7. Wasplay to, maneuvering alongside at 0007 on 8 March 1941. At that time, four men from the schooner clambered up a swaying jacob's ladder buffeted by gusts of wind. Then, despite the raging tempest, Wasp lowered a boat, at 0016, and brought the remaining four men aboard from the foundering 152-foot schooner.
Later that day, Wasp disembarked her rescued mariners and immediately went into drydock at the Norfolk Navy Yard. The ship received vital repairs to her turbines. Port holes on the third deck were welded over to provide better watertight integrity, and steel splinter shielding around her 5-inch and 1.1-inch batteries was added. After those repairs and alterations were finished, Wasp got underway for the Virgin Islands on 22 March, arriving at St. Thomas three days later. She soon shifted to Guantanamo Bay and loaded marine stores for transportation to Norfolk.
Returning to Norfolk on 30 March, Waspconducted routine flight operations out of Hampton Roads over the ensuing days and into April. In company with USS Sampson (DD-394), the carrier conducted an abortive search for a downed patrol plane in her vicinity on 8 April. For the remainder of the month, Wasp operated off the eastern seaboard between Newport, R.I., and Norfolk conducting extensive flight and patrol operations with her embarked air group. She shifted to Bermuda in mid-May, anchoring at Grassy Bay on the 12th. Eight days later, the ship got underway in company with USS Quincy (CA-39), USS Livermore (DD-429), and USS Kearny (DD-432) for exercises at sea before returning to Grassy Bay on 3 June. Wasp sailed for Norfolk three days later with USS Edison (DD-439) as her antisubmarine screen.
After a brief stay in the Tidewater area, Wasp headed back toward Bermuda on 20 June 1941. Waspand her escorts patrolled the stretch of the Atlantic between Bermuda and Hampton Roads until 5 July, as the Atlantic Fleet's neutrality patrol zones were extended eastward. Reaching Grassy Bay on that day, she remained in port a week before returning to Norfolk sailing on 12 July in company with USS Tuscaloosa (CA-37), USS Grayson (DD-435), USS Anderson (DD-411), and USS Rowan (DD-405).
Following her return to Norfolk on the 13th, Wasp and her embarked air group conducted refresher training off the Virginia capes. Meanwhile, the situation in the Atlantic had taken on a new complexion, with American participation in the Battle of the Atlantic only a matter of time, when the United States took another step toward involvement on the side of the British. To protect American security and to free British forces needed elsewhere, the United States made plans to occupy Iceland. Wasp played an important role in the move.
Late on the afternoon of 23 July, while the carrier lay alongside Pier 7, NOB Norfolk, 32 Army Air Force (AAF) pilots reported on board "for temporary duty." At 0630 the following day, Wasp's crew watched an interesting cargo come on board, hoisted on deck by the ship's cranes: 30 Curtiss P-40s and three PT-17 trainers from the AAF 33d Pursuit Squadron, 8th Air Group, Air Force Combat Command, home-based at Mitchell Field, N.Y. Three days later, four newspaper correspondents ? including the noted journalist Fletcher Pratt ? came on board.
The carrier had drawn the assignment of ferrying those vital Army planes to Iceland because of a lack of British aircraft to cover the American landings. The American P-40s would provide the defensive fighter cover necessary to watch over the initial increment of American occupying forces. Wasp consequently cast off from Pier 7 and slipped out to sea through the swept channel at 0932 on 28 July, with USS O'Brien (DD-415) and USS Walke as plane guards. USS Vincennes (CA-44) later joined the formation at sea.
Within a few days, Wasp's group joined the larger Task Force (TF) 16 ? consisting of USS Mississippi (BB-41), Quincy, Wichita, five destroyers, USS Semmes (AG-24), USS American Legion (AP-35), USS Mizar (AF-12), and USS Almaack (AK-27). Those ships, too, were bound for Iceland with the first occupation troops embarked. On the morning of 6 August 1941, Wasp, Vincennes, Walke, and O'Brien parted company from TF 16. Soon thereafter, the carrier turned into the wind and commenced launching the planes from the 33d Pursuit Squadron. As the P-40s and the trio of trainers droned on to Iceland, Wasp headed home for Norfolk, her three escorts in company. After another week at sea, the group arrived back at Norfolk on 14 August.
Underway again on 22 August, however, Wasp put to sea for carrier qualifications and refresher landings off the Virginia capes. Two days later, Rear Admiral H. Kent Hewitt, Commander Cruisers, Atlantic Fleet, shifted his flag from USS Savannah (CL-42) to Wasp, while the ships lay anchored in Hampton Roads. Underway on the 25th, in company with Savannah, USS Monssen (DD-436) and Kearny, the aircraft carrier conducted flight operations over the ensuing days. Scuttlebutt on board the carrier had her steaming out in search of a German heavy cruiser, Admiral Hipper, which was reportedly roaming the western Atlantic in search of prey. Suspicions were confirmed for many on the 30th when the British battleship HMS Rodney was sighted some 20 miles away, on the same course as the Americans.
In any event, if they had been in search of a German raider, they did not make contact with her. Wasp and her escorts anchored in the Gulf of Paria, Trinidad, on 2 September, where Admiral Hewitt shifted his flag back to Savannah. The carrier remained in port until 6 September, when she again put to sea on patrol "to enforce the neutrality of the United States in the Atlantic."
While at sea, the ship received the news of a German U-boat unsuccessfully attempting to attack the destroyer USS Greer (DD-146). The United States had been getting more and more involved in the war; American warships were now convoying British merchantmen halfway across the Atlantic to the "mid-ocean meeting point" (MOMP).
Wasp's crew looked forward to returning to Bermuda on 18 September, but the new situation in the Atlantic meant a change in plans. Shifted to the colder climes of Newfoundland, the carrier arrived at Placentia Bay on 22 September and fueled from USS Salinas (AO-19) the following day. The respite in port was a brief one, however, as the ship got underway again, late on the 23d, for Iceland. In company with Wichita, four destroyers, and the repair ship USS Vulcan (AR-6), Wasp arrived at Hvalfjordur, Iceland, on the 28th. Two days earlier, Admiral Harold R. Stark, the Chief of Naval Operations had ordered American warships to do their utmost to destroy whatever German or Italian warships they found. The "short-of-war" operations were drawing frightfully close to the real thing!
With the accelerated activity entailed in the United States Navy's conducting convoy escort missions, Wasp put to sea on 6 October in company with Vincennes and four destroyers. Those ships patrolled the foggy, cold, North Atlantic until returning to Little Placentia Bay, Newfoundland, on the 11th, anchoring during a fierce gale that lashed the bay with high winds and stinging spray. On 17 October, Wasp set out for Norfolk, patrolling en route, and arrived at her destination on the 20th. The carrier soon sailed for Bermuda and conducted qualifications and refresher training flights en route. Anchoring in Grassy Bay on 1 November 1941, Wasp operated on patrols out of Bermuda for the remainder of the month.
October had seen the incidents involving American and German warships multiplying on the high seas. Kearny was torpedoed on 17 October, Salinas took a "fish" on the 28th, and in the most tragic incident that autumn, USS Reuben James (DD-246) was torpedoed and sunk with heavy loss of life on 30 October. Meanwhile, in the Pacific, tension between the United States and Japan increased almost with each passing day.
Wasp slipped out to sea from Grassy Bay on 3 December and rendezvoused with USS Wilson (DD-408). While the destroyer operated as plane guard, Wasp's air group flew day and night refresher training missions. In addition, the two ships conducted gunnery drills before returning to Grassy Bay two days later.
Wasp lay at anchor on 7 December 1941, observing "holiday routine" since it was a Sunday. In the Pacific, the Japanese broke the Sunday morning peace in a devastating surprise attack on the Pacific Fleet at Pearl Harbor. Their daring attack plunged the United States into World War II in both oceans. On 11 December, Germany and Italy followed Japan into war against the United States.
Meanwhile, naval authorities felt considerable anxiety that French warships in the Caribbean and West Indies were prepared to make a breakout and attempt to get back to France. Accordingly, Wasp, USS Brooklyn (CL-40), and two destroyers, USS Sterett (DD-407) and USS Wilson, departed Grassy Bay and headed for Martinique. Faulty intelligence gave American authorities in Washington the impression that the Vichy French armed merchant cruiser Barfleur had gotten underway for sea. The French were accordingly warned that the auxiliary cruiser would be sunk or captured unless she returned to port and resumed her internment. As it turned out, Barfleur had not departed after all, but had remained in harbor. The tense situation at Martinique eventually dissipated, and the crisis abated.
With tensions in the West Indies lessened considerably, Wasp departed Grassy Bay and headed for Hampton Roads three days before Christmas, in company with USS Long Island (AVG-1), and escorted by USS Stack (DD-406) and Sterett. Two days later, the carrier moored at the Norfolk Navy Yard to commence an overhaul that would last into 1942. After departing Norfolk on 14 January 1942, Wasp headed north and touched at Argentia, Newfoundland, and Casco Bay, Maine, while operating in those northern climes. On 16 March, as part of Task Group (TG) 22.6, she headed back toward Norfolk. During the morning watch the next day, visibility lessened considerably; and, at 0650, Wasp's bow plunged into Stack's starboard side, punching a hole and completely flooding the destroyer's number one fireroom. Stack was detached and proceeded to the Philadelphia Navy Yard, where her damage was repaired.
Wasp, meanwhile, made port at Norfolk on the 21st without further incident. Shifting back to Casco Bay three days later, she sailed for the British Isles on 26 March, with Task Force (TF) 39 under the command of Rear Admiral John W. Wilcox, Jr., in USS Washington (BB-56). That force was to reinforce the Home Fleet of the Royal Navy. While en route, Rear Admiral Wilcox was swept overboard from the battleship and drowned. Although hampered by poor visibility conditions, Wasp planes took part in the search. Wilcox' body was spotted an hour later, face down in the raging seas, but it was not recovered.
Rear Admiral Robert C. Giffen, who flew his flag in USS Wichita, assumed command of TF-39. The American ships were met by a force based around the light cruiser HMS Edinburgh on 3 April 1942. Those ships escorted them to Scapa Flow in the Orkney Islands.
While the majority of TF 39 joined the British Home Fleet ? being renumbered to TF 99 in the process ? to cover convoys routed to North Russia, Wasp departed Scapa Flow on 9 April, bound for the Clyde estuary and Greenock, Scotland. On the following day, the carrier sailed up the Clyde River, past the John Brown Clydebank shipbuilding facilities. There, shipyard workers paused long enough from their labors to accord Wasp a tumultuous reception as she passed. Wasp's impending mission was an important one ? one upon which the fate of the island bastion of Malta hung. That key isle was then being pounded daily by German and Italian planes. The British, faced with the loss of air superiority over the island, requested the use of a carrier to transport planes that could wrest air superiority from the Axis aircraft. Wasp drew ferry duty once again. Having landed her torpedo planes and dive bombers, Wasp loaded 47 Supermarine Spitfire Mk. V fighter planes at the King George Dock, Glasgow, on 13 April 1942, before she departed the Clyde estuary on the 14th. Her screen consisted of Force "W" of the Home Fleet ? a group that included the battlecruiser HMS Renown and antiaircraft cruisers HMS Cairo and HMS Charbydis. USS Madison (DD-425) and USS Lang (DD-399) also served in Wasp's screen.
Wasp and her consorts passed through the Straits of Gibraltar under cover of the pre-dawn darkness on 19 April, avoiding the possibility of being discovered by Spanish or Axis agents. At 0400 on 20 April, Wasp spotted 11 Grumman F4F-4 Wildcat fighters on her deck and quickly launched them to form a combat air patrol (CAP) over Force "W".
Meanwhile, the Spitfires were warming up their engines in the hangar deck spaces below. With the Wildcats patrolling overhead, the Spitfires were brought up singly on the after elevator, spotted for launch, and then given the go-ahead to take off. One by one, they roared down the deck and over the forward rounddown, until each Spitfire was aloft and winging toward Malta.
When the launch was complete, Wasp retired toward England, having safely delivered her charges. Unfortunately, those Spitfires, which flew in to augment the dwindling numbers of Gladiator and Hurricane fighters, were tracked by efficient Axis intelligence and their arrival pinpointed. The unfortunate Spitfires were decimated by heavy German air raids which caught many planes on the ground.
As a result, it looked as if the acute situation required a second ferry run to Malta. Accordingly, Prime Minister Winston Churchill, fearing that Malta would be "pounded to bits," asked President Roosevelt to allow Wasp to have "another good sting." Roosevelt responded in the affirmative. Rising to the occasion, Wasp loaded another contingent of Spitfire Vs and sailed for the Mediterranean on 3 May 1942. Again, especially vigilant for submarines, Wasp proceeded unmolested. This time, the British aircraft carrier HMS Eagle accompanied Wasp, and she, too, carried a contingent of Spitfires bound for the "unsinkable aircraft carrier," Malta.
The two Allied flattops reached their launching points early on Saturday, 9 May, with Wasp steaming in column ahead of Eagle at a distance of 1,000 yards. At 0630, Wasp commenced launching planes ? 11 F4F4s of VF-71 to serve as CAP over the task force. The first Spitfire roared down the deck at 0643, piloted by Sergeant-Pilot Herrington, but lost power soon after takeoff and plunged into the sea. Both pilot and plane were lost.
Undaunted by the loss of Herrington, the other planes flew off safely and formed up to fly to Malta. Misfortune, however, again seemed to dog the flight when one pilot accidentally released his auxiliary fuel tank as he climbed to 2,000 feet. He obviously could not make Malta, as the slippery tank fitted beneath the belly of the plane had increased the range of the plane markedly. With that gone, he had no chance of making the island. His only alternatives were to land back on board Wasp or to ditch and take his chances in the water.
Sergeant-Pilot Smith chose the former. Wasp bent on full speed and recovered the plane at 0743. The Spitfire came to a stop just 15 feet from the forward edge of the flight deck, making what one Wasp sailor observed to be a "one wire" landing. With her vital errand completed, the carrier set sail for the British Isles while a German radio station broadcast the startling news that the American carrier had been sunk! Most in the Allied camp knew better, however; and, on 11 May, Prime Minister Churchill sent a witty message to the captain and ship's company of Wasp: "Many thanks to you all for the timely help. Who said a Wasp couldn't sting twice?"
While Wasp was conducting those two important missions to Malta, a train of events far to the westward beckoned the carrier to the Pacific theater. Early in May, almost simultaneously with Wasp's second Malta run ? Operation Bowery ? the Battle of the Coral Sea had been fought. That action turned back the Japanese thrust at Port Moresby. One month later from 4 to 6 June 1942, an American carrier force smashed its Japanese counterpart in the pivotal Battle of Midway. These two victories cost the United States two precious carriers: USS Lexington (CV-2) at Coral Sea and USS Yorktown (CV-5) at Midway. While the Japanese had suffered the damaging of two at Coral Sea and the loss of four carriers at Midway, the United States could scarcely afford to be left with only two operational carriers in the western and central Pacific ? USS Enterprise (CV-6) and USS Hornet (CV-8). USS Saratoga (CV-3) was still undergoing repairs and modernization after being torpedoed off Oahu in early January 1942.
To prepare to strengthen the American Navy in the Pacific, Waspwas hurried back to the United States for alterations and repairs at the Norfolk Navy Yard. During the carrier's stay in the Tidewater region, Capt. Reeves ? who had been promoted to flag rank ? was relieved by Capt. Forrest P. Sherman on 31 May 1942. Departing Norfolk on 6 June, the last day of the critical Battle of Midway, Wasp sailed with TF 37 which was built around the carrier and the new battleship USS North Carolina (BB-55) and escorted by USS Quincy (CA-39) and USS San Juan (CL-54) and a half-dozen destroyers. The group transited the Panama Canal on 10 June, at which time Wasp and her consorts became TF 18, the carrier flying the two-starred flag of Rear Admiral Leigh Noyes. Arriving at San Diego on 19 June, Wasp embarked the remainder of her complement of aircraft, Grumman TBF-1s and Douglas SBD-3s-10 of the former and 12 of the latter conducting their carrier qualification on 22 and 23 June, respectively, the latter replacing the old Vindicators. On 1 July, she sailed for the Tonga Islands as part of the convoy for the five transports that had embarked the 2d Marine Regiment.
While TF 18 and the transports were en route to Tongatabu, Wasp received another congratulatory message, this time from Admiral Noyes, embarked in the ship. "During the two weeks my flag has been in Wasp I have been very favorably impressed by the fine spirit of her ship's company and the way that all hands have handled their many problems. Since we have been at sea, every day has shown marked improvement in operations. I am sure that when our opportunity comes to strike the enemy in this ocean, Wasp and her squadrons will add more glory to the name she bears." Noyes' hopes were to be realized, but for all too brief a time.
Four days out of Nukualofa harbor, Wasp developed serious engine trouble. The ship's "black gang," however, worked diligently to do the preliminary work in lifting, repairing, and replacing the ship's starboard high-pressure turbine. The work done en route substantially helped enough to allow speedy completion of the repairs after the ship dropped her hook at Tongatabu on 18 July 1942.
Meanwhile, preparations to invade the Solomon Islands were proceeding apace. Up to that point, the Japanese had been on the offensive, establishing their defensive perimeter around the edge of their "Greater East Asia Co-Prosperity Sphere."
On 4 July, while Waspwas en route to the South Pacific, the Japanese landed on Guadalcanal. Allied planners realized that if the enemy operated land-based aircraft from that key island, then it immediately imperiled Allied control of the New Hebrides and New Caledonia area. Rather than wait until the Japanese were firmly entrenched, they proposed to evict the Japanese before they got too deeply settled. Vice Admiral Robert L. Ghormley, who had attained a sterling record in London as Special Naval Observer, was detailed to take command of the operation, and he established his headquarters at Auckland, New Zealand. Since the Japanese had gotten a foothold on Guadalcanal, time was of the essence. Preparations for the invasion proceeded apace with the utmost secrecy and speed.
Wasp, together with the carriers Saratoga and Enterprise, was assigned to the Support Force under Vice Admiral Frank Jack Fletcher. Under the tactical command of Rear Admiral Noyes, embarked in Wasp, the carriers were to provide air support for the invasion.
Wasp and her airmen worked intensively practicing day and night operations to hone their skills to a high degree. Pilot qualification and training, necessitated by the ship's recent operations in the Atlantic and by the re-equipment of her air group and newer types of planes, proceeded at an intensive pace and, by the time the operations against Guadalcanal were pushed into high gear, Capt. Sherman was confident that his airmen could perform their mission. "D-day" had originally been set for 1 August, but the late arrival of some of the transports carrying Marines pushed the date to 7 August.
Wasp, screened by USS San Francisco (CA-38), USS Salt Lake City (CA-25), and four destroyers, steamed westward toward Guadalcanal on the evening of 6 August until midnight. Then, she changed course to the eastward to reach her launch position 84 miles from Tulagi one hour before the first rays of sunlight crept over the horizon. A fresh breeze whipped across the carrier's darkened flight deck as the first planes were brought up to prepare for launch. The night offshore was bright, but clouds hung heavily over the assigned objective. So far, so good. No Japanese patrols had been spotted.
At 0530, the first planes from Wasp's air group barreled down the deck: 16 F4F-4s under Lt. Comdr. Courtney Shands. Then, 15 SBD-3s under Lt. Comdr. John Eldridge, Jr. and the TBF-1 flown by the air group commander, Lt. Comdr. Wallace M. Beakley, fitted with a larger gasoline tank in its bomb bay to lengthen its time in the air, followed seven minutes later. At 0557, the first combat air patrol fighter took off.
The early flights of F4Fs and SBDs were assigned specific targets: Tulagi, Gavutu, Tanambogo, Halavo, Port Purvis, Haleta, Bungana, and the radio station dubbed "Asses' Ears." After taking off, the 16 Wildcats split up into sections and raced off to their respective hunting areas. At about 0600, the planes passed over the transport area off Lunga Point, as the ships were preparing to disembark their troops. In the pre-dawn darkness, the ships were almost invisible until the fighters passed directly over them. Soon, the fourth division of Shands' flight climbed to 5,000 feet above Tulagi to serve as CAP for the strafers. The third division broke off and headed for their target ? Haleta ? before Shands took three planes around the northwest tip of Tulagi.
Shands and his wingman, Ensign S. W. Forrer, then swung down the north coast toward Gavatu. The other two headed for Tanambogo, to work over the seaplane facilities there. The Japanese appeared to be caught flat-footed, and the Grummans, arriving simultaneously at daybreak, shot up all of the patrol planes and fighter-seaplanes that were in the area. Fifteen Kawanishi flying boats and seven Nakajima floatplane fighters ? the seaplane derivative of the Mitsubishi Zero ? were destroyed by Shands' fighters that flew almost "on the deck." Shands himself bagged at least four Nakajima single-float fighter seaplanes and one four-engined flying boat. His wingman, Forrer, bagged three floatplane fighters and one patrol plane. Lt. Wright and Ens. Kenton bagged three patrol planes apiece and destroyed a motorboat apparently attempting to tend the flying boats; Ensigns Reeves and Conklin each bagged two and shared a fifth patrol plane between them. In addition, the strafing F4Fs destroyed an aviation fuel truck and a truck loaded with spare parts.
The SBDs, too, laid their bombs "on the money." Post-attack assessment estimated that the antiaircraft and shore battery sites pinpointed by intelligence had been destroyed by the dive bombers in their first attack. So complete was the enemy's unpreparedness that none of Wasp's planes was shot down. Only one plane from the 16 Grummans failed to return, and, in that case, its pilot, Ensign Reeves, put her down on board Enterprise after having run low on fuel.
That was not all, however. At 0704, 12 Grumman TBF-1s, led by Lt. H. A. Romberg, rolled ponderously down the deck, loaded with bombs for use against land targets. Having encountered resistance, the initial landing forces called for help. Romberg's dozen Avengers blasted enemy troop concentrations east of the nob of land known as Hill 281, in the Makambo-Sasapi sector, and the prison on Tulagi Island. "All enemy resistance," the official report later stated, was "apparently effectively silenced by this flight."
The first day's operations against Guadalcanal had proved successful. Some 10,000 men had been put ashore there and met only slight resistance. On Tulagi, however, the Japanese resisted stoutly, retaining about one-fifth of the island by nightfall. Wasp, Saratoga, and Enterprise, with their screens, retired to the southward at nightfall.
Wasp returned the next morning, 8 August 1942, to maintain a continuous CAP over the transport area until noon. These fighters were led by Lt. C. S. Moffett. Meanwhile, she also launched a scouting flight of 12 SBD-3s led by Lt. Comdr. E. M. Snowden. The Dauntlesses searched a sector to a radius of 220 miles from their carrier, extending it to include all of the Santa Isabel Island and the New Georgia group.
The Dauntless pilots sighted nothing that morning and made no contact with the enemy during their two hours in the air. But that was soon to change for the flight leader. At 0815, Snowden sighted a Rufe some 40 miles from Rekata Bay and gave chase. The Japanese airman, seeing that he had been spotted, had no stomach for a fight. He pulled up and attempted to use the clouds for cover. Each time the dogged dive bomber pilot gunned the SBD-3 after him. Twice the Rufe headed for the clouds. Snowden finally pulled within close range, and, using his two fixed .50-caliber guns, fired a short burst that hit home, causing the Rufe to spin into the Solomon Sea.
Meanwhile, a large group of Japanese planes approached from Bougainville, apparently bent upon attacking the transports off Lunga Point. Upon learning of their approach, Rear Admiral Richmond K. Turner ordered all transports to get underway and to assume cruising disposition. The Americans accordingly cleared the decks for action. Wasp's planes took part in the melee that followed, some planes by accident.
Lt. Comdr. Eldridge, again leading a formation of SDB-3s from VS-71, had led his planes against Mbangi Island, off Tulagi, the site of some still fierce Japanese resistance. Eldridge's rear seat gunner, Aviation Chief Radioman L. A. Powers, suddenly spotted a formation of planes coming in from the northeast, but thinking them to be a relief flight, Eldridge continued on his present course. The Americans did a double-take, however, and discovered that the planes were, in fact, enemy. At that instant, six Zeroes showed up and bounced the first section, but showed remarkably little skill in the attack, for they made 12 firing passes but could not down any of the Dauntlesses.
Meanwhile, the leader of the last section of VS-71, Lt. (jg.) Robert L. Howard, spotted a cluster of twin-engined G4M1 Betty bombers heading for the American transports. Howard dove to the attack, but, in his excitement, failed to flip his armament switch to "on." After two runs during which his guns had failed to fire ? thinking that the guns needed to be recharged ? he discovered his error, but too late to do anything about the Mitsubishi bombers. At that moment, four Zeroes, escorts for the bombers, attacked the single SBD.
Howard's rear gunner, Seaman 2d Class Lawrence P. Lupo, handled his twin 30-caliber mount magnificently and kept the enemy fighters at arm's length, his bullets scoring several hits on them as well. After about eight passes, one Zero veered up sharply and made a head-on run that Howard met with simultaneous fire from his fixed .50s. The Zero caught fire like a flying tinder box, passed close aboard the Dauntless' left wing, and crashed in flames amidst the American landing craft far below. At the same time Howard was downing the Zero ahead, Seaman Lupo was firing on another Zero making an attack from the stern. Lupo kept the enemy away, but he had to shoot through his own plane's vertical stabilizer to do it. Eventually the enemy tired of sporting with the SBD and retired to leave Howard and his squadron mates in VS-71 to return safely to their carrier.
At 1807 on 8 August 1942, Vice Admiral Frank Jack Fletcher recommended to Ghormley, at Noumea, that the air support force be withdrawn. Fletcher, concerned by the large numbers of enemy planes that had attacked on the 8th, reported that he had only 78 fighters left (he had started with 99) and that fuel for the carriers was running low. Ghormley approved the recommendation, and Wasp joined Enterprise and Saratoga in retiring from Guadalcanal. By midnight on 8 August, the landing had been a success, having attained its immediate objectives. All Japanese resistance, except for a few snipers, on Gavutu and Tanombogo had been overcome. Early on 9 August, a Japanese surface force engaged an American one off Savo Island and retired at very little cost to themselves. The Allied force suffered loss of four heavy cruisers off Savo Island, including two that had served with Wasp in the Atlantic: Vincennes and Quincy. The early and unexpected withdrawal of the support force, including Wasp, when coupled with Allied losses in the Battle of Savo Island, jeopardized the success of the operation in the Solomons.
After the initial day's action in the Solomons campaign, the carrier spent the next month engaged in patrol and covering operations for convoys and resupply units headed for Guadalcanal. The Japanese, while reacting sluggishly to the initial thrust at Guadalcanal, soon began pouring reinforcements down to contest the Allied forces.
Wasp was ordered south by Vice Admiral Fletcher to refuel and did not participate in the Battle of Eastern Solomons on 24 August 1942. That engagement cost the American force the use of the valuable Enterprise. Saratoga was torpedoed a week later and departed the South Pacific war zone for repairs as well. That left only two carriers in the southwest Pacific: Hornet, which had been in commission for only a year, and Wasp.
On Tuesday, 16 September 1942, those two carriers and North Carolina ? with 10 other warships ? were escorting the transports carrying the 7th Marine Regiment to Guadalcanal as reinforcements. Wasp had drawn the job of ready-duty carrier and was operating some 150 miles southeast of San Cristobal Island. Her gasoline system was in use, as planes were being refueled and rearmed for antisubmarine patrol missions; and Wasp had been at general quarters from an hour before sunrise until the time when the morning search returned to the ship at 1000. Thereafter, the ship was in condition 2, with the air department at flight quarters. There was no contact with the enemy during the day, with the exception of a Japanese four-engined flying boat downed by a Wasp Wildcat at 1215.
About 1420, the carrier turned into the wind to launch eight fighters and 18 SBD-3s and to recover eight F4F-3s and three SBDs that had been airborne since before noon. The ship rapidly completed the recovery of the 11 planes, she then turned easily to starboard, the ship heeling slightly as the course change was made. The air department at flight quarters, as they had done in earlier operations, worked coolly at refueling and respotting the ship's planes for the afternoon mission. Suddenly, at 1444, a lookout called out, "three torpedoes . . . three points forward of the starboard beam!"
A spread of four torpedoes, fired from the tubes of the Japanese submarine I-19, churned inexorably closer. Wasp put over her rudder hard-a-starboard, but it was too late. Two torpedoes smashed home in quick succession while a fourth passed ahead. Both hit in the vicinity of gasoline tanks and magazines.
In quick succession, fiery blasts ripped through the forward part of the ship. Aircraft on the flight and hangar decks were thrown about as if they were toys and dropped on the deck with such force that landing gears snapped. Planes triced up in the hangar overheads fell and landed upon those on the hangar deck. Fires broke out almost simultaneously in the hangar and below decks. Soon, the heat of the intense gasoline fires detonated the ready ammunition at the forward antiaircraft guns on the starboard side, and fragments showered the forward part of the ship. The number two 1.1-inch mount was blown overboard and the corpse of the gun captain was thrown onto the bridge where it landed next to Capt. Sherman.
Water mains in the forward part of the ship proved useless, since they had been broken by the force of the explosions. There was no water available to fight the conflagration forward; and the fires continued to set off ammunition, bombs, and gasoline. As the ship listed to starboard between 10 and 15 degrees, oil and gasoline, released from the tanks by the torpedo hit, caught fire on the water.
Sherman slowed to 10 knots, ordering the rudder put to port to try to get the wind on the starboard bow. He then went astern with right rudder until the wind was on the starboard quarter, in an attempt to keep the fire forward. At that point, some flames made central station untenable, and communication circuits went dead. Soon, a serious gasoline fire broke out in the forward portion of the hanger, within 24 minutes of the initial attack, three additional major gasoline vapor explosions occurred. Ten minutes later, Capt. Sherman consulted with his executive officer, Comdr. Fred C. Dickey. The two men saw no course but to abandon, as all fire-fighting was proving ineffectual. The survivors would have to be gotten off quickly if unnecessary loss of life was not to be incurred.
Reluctantly, after consulting with Rear Admiral Noyes, Capt. Sherman ordered "abandon ship" at 1520. All badly injured men were lowered into rafts or rubber boats. Many unwounded men had to abandon from aft because the forward fires were burning with such intensity. The departure, as Capt. Sherman observed it, looked "orderly," and there was no panic. The only delays occurred when many men showed reluctance to leave until all the wounded had been taken off. The abandonment took nearly 40 minutes, and, at 1600 ? satisfied that no one was left on deck, in the galleries, or in the hangar aft ? Capt. Sherman swung over the lifeline on the fantail and slid into the sea.
Although the submarine hazard caused the accompanying destroyers to lie well clear or to shift position, the "tin cans" carried out the rescue efforts with persistence and determination until USS Laffey (DD-459), USS Lansdowne (DD-486), USS Helena (CL-50), and USS Salt Lake City had 1,946 men embarked. The abandoned ship drifted with her crew of remaining dead. The fires greedily traveled aft; four more violent explosions boomed as night began to fall. Lansdowne drew the duty of destruction, and she fired five torpedoes into the dying ship's fire-gutted hull. Three hit, but she remained afloat. By now, the orange flames had enveloped the stern. The carrier literally floated in a burning pool of gasoline and oil. She sank at 2100 by the bow.
Wasp received two battle stars for her World War II service.
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David
Tue August 9, 2005 12:25pm
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USS Essex CV 9 31 Dec 194
USS Essex CV 9 31 Dec 1942 20 Jun 1969
Underway at 1615 hrs. during May 1943, in position 37 05'N, 74 15'E, as photographed from a blimp from squadron ZP-14. Among the aircraft parked on her flight deck are 24 SBD scout bombers (parked aft), about 11 F6F fighters (parked in after part of the midships area) and about 18 TBF/TBM torpedo planes (parked amidships).
displacement: 27,100 tons
length: 872 feet
beam: 93 feet; extreme width at flight deck: 147? feet
draft: 28 feet 7 inches
speed: 33 knots
complement: 3,448 crew
armament: 12 five-inch guns
class: Essex
The fourth Essex (CV-9) was launched 31 July 1942 by Newport News Shipbuilding and Dry Dock Co. sponsored by Mrs. Artemus L. Gates, wife of the Assistant Secretary of the Navy for Air; and commissioned 31 December 1942, Captain D. B. Duncan command ing. She was reclassified (CVA-9) on 1 October 1952, and (CVS-9) on 8 March 1960.
Following her shakedown cruise Essex sailed to the Pacific in May 1943 to begin a succession of victories which would bring her to Tokyo Bay. Departing Pearl Harbor, she participated with Task Force 16 (TF 16) in carrier operations against Marcus Island (31 Aug ust 1943); was designated flagship of TF 14 and struck Wake Island (5-6 October); launched an attack with Task Group 50.3 (TG 50.3) against the Gilbert Islands where she also took part in her first amphibious assault, the landing on Tarawa (18-23 November). Refueling at se a, she cruised as flagship of TG 50.3 to attack Kwajalein (4 December). Her second amphibious assault delivered in company with TG 58.2 was against the Marshalls (29 January-2 February 1944).
Essex in TG 68.2 now joined with TG 58.1 and 58.3, to constitute the most formidable carrier striking force to date, in launching an attack against Truk (17-18 February 1944) during which eight Japanese ships weresunk. En route to the Marianas to sever Japanese supply lines, the carrier force was detected and received a prolonged aerial attack which it repelled in a businesslike manner and then continued with the scheduled attack upon Saipan, Tinian and Guam (23 February).
After this operation Essex proceeded to San Francisco for her single wartime overhaul. She then joined carriers USS Wasp (CV-18) and USS San Jacinto (CVL-30) in TG 12.1 to strike Marcus Island (19-20 May 1944) and Wake (23 May). She deployed with TF 58 to support the occupation of the Marianas (12 June-10 August); sortied with TG 38.3 to lead an attack against the Palau Islands (6-8 September), and Mindanao (9-10 September) with enemy shipping as the main target, and remained in the area to supp ort landings on Peleliu. On 2 October 1944, she weathered a typhoon and 4 days later departed with TF 38 for the Ryukyus.
For the remainder of 1944 she continued her frontline action, participating in strikes against Okinawa (10 October), and Formosa (12-14 October), covering the Leyte landings, taking part in the battle for Leyte Gulf (24-25 October), and continuing the search for enemy fleet units until 30 October when she returned to Ulithi, Caroline Islands, for replenishment. She resumed the offensive and delivered attacks on Manila and the northern Philippine Islands during November. On 25 November, for the first time in her far-ranging operations and destruction to the enemy, Essex received injury. A kamikaze hit the port edge of her flight deck landing among planes gassed for takeoff, causing extensive damage, killing 15, and wounding 44.
This "cramped her style" very little. Following quick repairs we find her with 3d Fleet off Luzon supporting the occupation of Mindoro (14-16 December). She rode out the typhoon of 18 December 1944 and made special search for survivors afterwards. With TG 3 8.3 she participated in the Lingayen Gulf operations, launched strikes against Formosa, Sakishima, Okinawa, and Luzon. Entering the South China Sea in search of enemy surface forces, the task force pounded shipping and conducted strikes on Formosa, the China coast, Hainan, and Hong Kong. Essex withstood the onslaught of the third typhoon in four months (20-21 January 1945) before striking again at Formosa, Miyako Shima and Okinawa (26-27 January).
During the remainder of the war she operated with TF 58, conducting attacks against the Tokyo area (16-17, and 25 February) both to neutralize the enemy's airpower before the landings on Iwo Jima and to cripple the aircraft manufacturing industry. She sent support missions against Iwo Jima and neighboring islands, but from 23 March to 28 May 1945 was employed primarily to support the conquest of Okinawa.
In the closing days of the war, Essex took part in the final telling raids against the Japanese home islands (10 July-15 August 1945). Following the surrender, she continued defensive combat air patrols until 3 September when she was ordered to Bremerton, Wash., for inactivation. On 9 January 1947, she was placed out of commission in reserve.
Modernization endowed Essex with a new flight deck, and a streamlined island superstructure, on 16 January 1951 when recommissioned, Captain A. W. Wheelock commanding.
After a brief cruise in Hawaiian waters she began the first of three tours in Far Eastern waters during the Korean war. She served as flagship for Carrier Division 1 and TF 77. She was the first carrier to launch F2H Banshee twinjet fighters on combat missions; on 16 September 1951 one of these planes, damaged in combat, crashed into aircraft parked on the forward flight deck causing an explosion and fire which killed seven. After repairs at Yokosuka she returned to frontline action on 3 October to launch strikes up to the Yalu River and provide close air support for U.N. troops.
On 1 December 1953 she started her final tour of the war, sailing the China Sea with the Peace Patrol. From November 1954 to June 1955 she engaged in training exercises, operated for three months with the 7th Fleet, assisted in the Tachen Islands evacuation, and engaged in air operations and fleet manuevers off Okinawa.
In July 1955 Essex entered Puget Sound Naval Shipyard for repairs and extensive alterations, including installation of an angled flight deck. Modernization completed, she rejoined the Pacific Fleet in March 1956. For the next 14 months the carrier operated off the west coast, except for a six-months cruise with the 7th Fleet in the Far East. Ordered to join the Atlantic Fleet for the first time in her long career, she sailed from San Diego on 21 June 1957, rounded Cape Horn, and arrived in Mayport, Fla., on 1 August.
In the fall of 1957 Essex participated as an anti-submarine carrier in the NATO exercises, Strike Back, and in February 1968 deployed with the 6th Fleet until May when she shifted to the eastern Mediterranean. Alerted to the Middle East crisis on 14 July 1958 she sped to support the U.S. Peace Force landing in Beirut, Lebanon, launching reconnaissance and patrol missions until 20 August. Once again she was ordered to proceed to Asian waters, and transitted the Suez Canal to arrive in the Taiwan operational area where she joined TF 77 in conducting flight operations before rounding the Horn and proceeding back to Mayport.
Essex joined with the 2d Fleet and British ships in Atlantic exercises and with NATO forces in the eastern Mediterranean during the fall of 1959. In December she aided victims of a disastrous flood at Frejus, France.
In the spring of 1960 she was converted into an ASW Support Carrier and was thereafter homeported at Quonset Point, R.I. She operated as flagship of Carrier Division 18 and Antisubmarine Carrier Group Three. She conducted rescue and salvage operations off the New Jersey coast for a downed blimp; cruised with midshipmen, and was deployed on NATO and CENTO exercises. In November 1960, she joined the French navy in Operation Jet Stream.
Essex was decommissioned 30 Jun 1969. She was stricken from the Navy List on 1 Jun 1973, and sold by the Defense Reutilization and Marketing Service (DRMS) for scrapping 1 Jun 1975.
Essex received the Presidential Unit Citation, and 13 battle stars for World War II service; four battle stars and the Navy Unit Commendation for Korean war service.
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David
Tue August 9, 2005 12:28pm
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USS Yorktown CV 10 15 Apr
USS Yorktown CV 10 15 Apr 1943 27 Jun 1970
Underway in July 1953, after completion of her SCB-27A modernization.
displacement: 27,100 tons
length: 872 feet
beam: 93 feet; extreme width at flight deck: 147? feet
draft: 28 feet 7 inches
speed: 32.7 knots
complement: 3,448 crew
armament: 12 five-inch guns, 32 40mm.guns, 46 20mm. guns
aircraft: 80+
class: Essex
The fourth Yorktown (CV-10) was laid down on 1 December 1941 at Newport News, Va., by the Newport News Shipbuilding & Drydock Co. as Bon Homme Richard; renamed Yorktown on 26 September 1942; launched on 21 January 1943, sponsored by Mrs. Eleanor Roosevelt; and commissioned on 15 April 1943 at the Norfolk Navy Yard, Capt. Joseph J. ("Jocko") Clark in command.
Yorktown remained in the Norfolk area until 21 May 1943 at which time she got underway for shakedown training in the vicinity of Trinidad. She returned to Norfolk on 17 June and began post-shakedown availability. The aircraft carrier completed repairs on 1 July and began air operations out of Norfolk until the 6th. On the latter day, she exited Chesapeake Bay on her way to the Pacific Ocean.
She transited the Panama Canal on 11 July and departed Balboa on the 12th. The warship arrived in Pearl Harbor on 24 July 1943 and began a month of exercises in the Hawaiian Islands. On 22 August, she stood out of Pearl Harbor, bound for her first combat of the war. Her task force, TF 15, arrived at the launching point about 128 miles from Marcus Island early on the morning of 31 August. She spent most of that day launching fighter and bomber strikes on Marcus Island before beginning the retirement to Hawaii that evening. The aircraft carrier reentered Pearl Harbor on 7 September and remained there for two days.
On the 9th, she stood out to sea, bound for the west coast of the United States. She arrived in San Francisco on 13 September, loaded aircraft and supplies, and returned to sea on the 15th. Four days later, the aircraft carrier reentered Pearl Harbor. After 10 days in the Hawaiian Islands, Yorktown returned to sea to conduct combat operations on the 29th. Early on the morning of 5 October 1943, she began two days of air strikes on Japanese installations on Wake Island. After retiring to the east for the night, she resumed those air raids early on the morning of the 6th and continued them through most of the day. That evening, the task group began its retirement to Hawaii.Yorktown arrived at Oahu on 11 October and, for the next month, conducted air training operations out of Pearl Harbor.
On 10 November, Yorktown departed Pearl Harbor in company with Task Force (TF) 50 ? the Fast Carrier Forces, Pacific Fleet ? to participate in her first major assault operation, the occupation of certain of the Gilbert Islands. On the 19th, she arrived at the launch point near Jaluit and Mili and, early that morning, launched the first of a series of raids to suppress enemy air-power during the amphibious assaults on Tarawa, Abemama, and Makin. On the 20th, she not only sent raids back to the airfield at Jaluit but some of her planes also supported the troops wresting Makin from the Japanese. On 22 November, her air group concentrated upon installations and planes at Mili once again. Before returning to Pearl Harbor, the aircraft carrier made passing raids on the installations at Wotje and Kwajalein Atolls on 4 December 1943. The warship reentered Pearl Harbor on 9 December and began a month of air training operations in the Hawaiian Islands.
On 16 January 1944, the warship exited Pearl Harbor once again to support an amphibious assault, Operation Flintlock, the Marshall Islands operation. Her task group, Task Group (TG) 58.1, arrived at its launching point early on the morning of 29 January, and its carriers ? Yorktown, USS Lexington (CV-16), and USS Cowpens (CVL-25) ? began sending air strikes aloft at about 0520 for attacks on Taroa airfield located on Maloelap Atoll. Throughout the day, her aircraft hit Maloelap in preparation for the assaults on Majuro and Kwajalein scheduled for the 31st. On the 30th,Yorktown and her sister carriers shifted targets to Kwajalein to begin softening up one of the targets itself. When the troops stormed ashore on January 31st, Yorktown aviators continued their strikes on Kwajalein in support of the troops attacking that atoll. The same employment occupied the Yorktown air group during the first three days in February. On the 4th, however, the task group retired to the Fleet anchorage at recently secured Majuro Atoll.
Over the next four months, Yorktown participated in a series of raids in which she ranged from the Marianas in the north to New Guinea in the south. After eight days at Majuro, she sortied with her task group on 12 February 1944 to conduct air strikes on the main Japanese anchorage at Truk Atoll. Those highly successful raids occurred on 16 and 17 February. On the 18th, the carrier set a course for the Marianas and, on the 22d, conducted a single day of raids on enemy airfields and installations on Saipan. That same day, she cleared the area on her way back to Majuro. The warship arrived in Majuro lagoon on 26 February and remained there, resting and replenishing until 8 March. On the latter day, the carrier stood out of Majuro, rendezvoused with the rest of TF 58, and shaped a course for Espiritu Santo in the New Hebrides. She reached her destination on 13 March and remained there for 10 days before getting underway for another series of raids on the Japanese middle defense line. On 30 and 31 March, she launched air strikes on enemy installations located in the Palau Islands; and, on 1 April, her aviators went after the island of Woleai. Five days later, she returned to her base at Majuro for a week of replenishment and recreation.
On 13 April 1944, Yorktown returned to sea once more. On this occasion however, she laid in a course for the northern coast of New Guinea. On 21 April, she began launching raids in support of General Douglas MacArthur's assault on the Hollandia area. That day, her aviators attacked installations in the Wakde-Sarmi area of northern New Guinea. On the 22d and 23d, they shifted to the landing areas at Hollandia themselves and began providing direct support for the assault troops. After those attacks, she retired from the New Guinea coast for another raid on Truk lagoon, which her aircraft carried out on 29 and 30 April. The aircraft carrier returned to Majuro on 4 May; however, two days later she got underway again, bound for Oahu. The warship entered Pearl Harbor on 11 May and, for the next 18 days, conducted training operations in the Hawaiian Islands. On 29 May, she headed back to the central Pacific. Yorktown entered Majuro lagoon again on 3 June and began preparations for her next major amphibious support operation-the assault on the Marianas.
On 6 June 1944, the aircraft carrier stood out of Majuro with TF 58 and set a course for the Mariana Islands. After five days steaming, she reached the launch point and began sending planes aloft for the preliminary softening up of targets in preparation for the invasion of Saipan. Yorktown aircrews concentrated primarily upon airfields located on Guam. Those raids continued until the 13th when Yorktown, with two of the task groups of TF 58, steamed north to hit targets in the Bonin Islands. That movement resulted in a one-day raid on the 16th before the two task groups headed back to the Marianas to join in the Battle of the Philippine Sea. Task Force 58 reunited on 18 June and began a short wait for the approaching Japanese Fleet and its aircraft.
On the morning of 19 June 1944, Yorktown aircraft began strikes on Japanese air bases on Guam in order to deny them to their approaching carrier-based air and to keep the land-based planes out of the fray. Duels with Guam-based aircraft continued until mid-morning. At about 1017, however, she got her first indication of the carrier plane attacks when a large bogey appeared on her radar screen. At that point she divided her attention, sending part of her air group back to Guam and another portion of it out to meet the raid closing from the west. Throughout the battle, Yorktown's planes continued both to strike the Guam airfields and intercept the carrier raids. During the first day of the Battle of the Philippine Sea, Yorktown aircraft claimed 37 enemy planes destroyed and dropped 21 tons of bombs on the Guam air bases.
On the morning of the 20th Yorktown steamed generally west with TF 58 while search planes groped for the fleeing enemy task force. Contact was not made with the enemy until about 1540 that afternoon when a USS Hornet (CV-12) pilot spotted the retiring Combined Fleet units. Yorktown launched a 40-plane strike between 1623 and 1643 and sent it winging after the Japanese. Her planes found Admiral Ozawa's force at about 1840 and began a 20-minute attack during which they went after Zuikaku on whom they succeeded in scoring some hits. They, however, failed to sink that carrier. They also attacked several other ships in the Japanese force though no records show a confirmed sinking to the credit of the Yorktown air group. On 21 June, the carrier joined in the futile stern chase on the enemy carried out by TF 58 but gave up that evening when air searches failed to contact the Japanese. Yorktown returned to the Marianas area and resumed air strikes on Pagan on June 22 and 23. On the 24th, she launched another series of raids on Iwo Jima. On 25 June, she laid in a course for Eniwetok and arrived there two days later. On the 30th, the aircraft carrier headed back to the Marianas and the Bonins. She renewed combat operations on 3 and 4 July with a series of attacks on Iwo Jima and Chichi Jima. On the 6th the warship resumed strikes in the Marianas and continued them for the next 17 days. On 23 July, she headed off to the west for a series of raids on Yap, Ulithi, and the Palaus. She carried out those attacks on 25 July and arrived back in the Marianas on the 29th.
On July 31, 1944, she cleared the Mariana Islands and headed, via Eniwetok and Pearl Harbor, back to the United States. Yorktown arrived in the Puget Sound Navy Yard on 17 August and began a two-month overhaul. She completed repairs on 6 October and departed Puget Sound on the 9th. She stopped at the Alameda Naval Air Station from 11 to 13 October to load planes and supplies and then set a course back to the western Pacific. After a stop at Pearl Harbor from the 18th to the 24th, Yorktown arrived back in Eniwetok on 31 October 1944. She departed the lagoon on 1 November and arrived at Ulithi on the 3d. There, she reported for duty with TG 38.4. That task group left Ulithi on 6 November, and Yorktown departed with it.
On 7 November, the aircraft carrier changed operational control to TG 38.1 and, for the next two weeks, launched air strikes on targets in the Philippines in support of the Leyte invasion. Detached from the task force on 23 November, Yorktown arrived back in Ulithi on the 24th. She remained there until 10 December at which time she put to sea to rejoin TF 38. She rendezvoused with the other carriers on 13 December and began launching air strikes on targets on the island of Luzon in preparation for the invasion of that island scheduled for the second week in January 1945. On December 17, the task force began its retirement from the Luzon strikes. During that retirement, TF 38 steamed through the center of the famous typhoon of December 1944. That storm sank three destroyers, USS Spence (DD-512), USS Hull (DD-350), and USS Monaghan (DD-354), and Yorktown participated in some of the rescue operations for the survivors of those three destroyers. She did not finally clear the vicinity of Luzon until the 23d. The warship arrived back in Ulithi on 24 December.
The aircraft carrier fueled and provisioned at Ulithi until 30 December 1944 at which time she returned to sea to join TF 38 on strikes at targets in the Philippines in support of the landings at Lingayen. The carriers opened the show on 3 January 1945 with raids on airfields on the island of Formosa. Those raids continued on the 4th, but a fueling rendezvous occupied Yorktown's time on the 5th. She sent her planes against Luzon targets and on antishipping strikes on the 6th and 7th. The 8th brought another fueling rendezvous; and, on the 9th, she conducted her last attack ? on Formosa ? in direct support of the Lingayen operation. On 10 January, Yorktown and the rest of TF 38 entered the South China Sea via Bashi Channel to begin a series of raids on Japan's inner defenses. On 12 January, her planes visited the vicinity of Saigon and Tourane Bay, Indochina, in hopes of catching major units of the Japanese fleet. Though foiled in their primary desire, TF 38 aviators still managed to rack up a stupendous score, 44 enemy ships of which 15 were combatants. She fueled on the 13th and, on the 15th, launched raids on Formosa and Canton in China. The following day, her aviators struck at Canton again and paid a visit to Hong Kong. Fueling took up her time on 17, 18, and 19 January; and, on the 20th, she exited the South China Sea with TF 38 via Balintang Channel. She participated in a raid on Formosa on the 21st and another on Okinawa on the 22d before clearing the area for Ulithi. On the morning of 26 January. she reentered Ulithi lagoon with TF 38.
Yorktown remained at Ulithi arming, provisioning, and conducting upkeep until 10 February 1945. At that time, she sortied with TF 58, the 3d Fleet becoming the 5th Fleet when Adm. Spruance relieved Adm. Halsey, on a series of raids on the Japanese and thence to support the assault on and occupation of Iwo Jima. On the morning of 16 February, the aircraft carrier began launching strikes on the Tokyo area of Honshu. On the 17th, she repeated those strikes before heading toward the Bonins. Her aviators bombed and strafed installations on Chichi Jima on the 18th. The landings on Iwo Jima went forward on 19 February, and Yorktown aircraft began support missions over the island on the 20th. Those missions continued until the 23d at which time Yorktown cleared the Bonins to resume strikes on Japan proper. She arrived at the launch point on the 25th and sent two raids aloft to bomb and strafe airfields in the vicinity of Tokyo. On the 26th, Yorktown aircrewmen conducted a single sweep of installations on Kyushu before TG 58.4 began its retirement to Ulithi. Yorktown reentered the anchorage at Ulithi on 1 March.
She remained in the anchorage for about two weeks. On 14 March 1945, the aircraft carrier departed the lagoon on her way to resume raids on Japan and to begin preliminary support work for the Okinawa operations scheduled for 1 April. On 18 March, she arrived in the operating area off Japan and began launching strikes on airfields on Kyushu, Honshu, and Shikoku. The task group came under air attack almost as soon as operations began. At about 0800, a twin-engine bomber, probably a Frances, attacked from her port side. The ship opened fire almost immediately and began scoring hits quickly. The plane began to burn but continued his run passing over Yorktown's bow and splashing in the water on her starboard side. Just seven minutes later, another Frances tried his luck; but he, too went down, a victim of the combined fire of the formation. No further attacks developed until that afternoon; and, in the meantime, Yorktown continued air operations. That afternoon, three Judys launched attacks on the carrier. The first two failed in their attacks and were shot down for their trouble. The third succeeded in planting his bomb on the signal bridge. It passed through the first deck and exploded near the ship's hull. It punched two large holes through her side, killed five men, and wounded another 26. Yorktown, however, remained fully operational, and her antiaircraft gunners brought the offender down. She continued air operations against the three southernmost islands of Japan on the 19th but retired for fueling operations on the 20th.
On March 21, 1945, she headed for Okinawa, on which island she began softening-up strikes on the 23d. Those attacks continued until the 28th when she started back to Japanese waters for an additional strike on the home islands. On the 29th, the carrier put two raids and one photographic reconnaissance mission into the air over Kyushu. That afternoon, at about 1410, a single Judy made an apparent suicide dive on Yorktown. Her antiaircraft gunners opened up on him and scored numerous hits. He passed over the ship, very near to her island, and splashed about 60 feet from her portside.
On 30 March, Yorktown and the other carriers of her task group began to concentrate solely on the island of Okinawa and its surrounding islets. For two days the 30th and 31st, they pounded the island in softening-up strikes. On 1 April, the assault troops stormed ashore; and, for almost six weeks, she sent her planes to the island to provide direct support for the troops operating ashore. About every three days, she retired to the east to conduct fueling rendezvous or to rearm and reprovision. The only exception to that routine came on 7 April when it was discovered that a Japanese task force built around the elusive battleship, Yamato, was steaming south for one last, desperate, offensive. Yorktown and the other carriers quickly launched strikes to attack that valued target. Air Group 9 aviators claimed several torpedo hits on Yamato herself just before the battleship exploded and sank as well as at least three 500-pound bomb hits on light cruiser Yahagi before that warship followed her big sister to the bottom. The pilots also made strafing runs on the escorting destroyers and claimed to have left one afire in a sinking condition. At the conclusion of that action, Yorktown and her planes resumed their support for the troops on Okinawa.
On 11 April, she came under air attack again when a single-engine plane sped in on her. Yorktown's antiaircraft gunners proved equal to the test, however, and splashed him just inside 2,000 yards' range. Sporadic air attacks continued until her 11 May departure from the Ruykyus, but Yorktown sustained no additional damage and claimed only one further kill with her antiaircraft battery. On 11 May, TG 58.4 was detached to proceed to Ulithi for upkeep, rest, and relaxation.
Yorktown entered the lagoon at Ulithi on 14 May 1945 and remained there until 24 May at which time she sortied with TG 58.4 to rejoin the forces off Okinawa. On 28 May, TG 58.4 became TG 38.4 when Adm. Halsey relieved Adm. Spruance and 5th Fleet again became 3d Fleet. That same day, the carrier resumed air support missions over Okinawa. That routine lasted until the beginning of June when she moved off with TF 38 to resume strikes on the Japanese homeland. On 3 June, her aircraft made four different sweeps of airfields. The following day, she returned to Okinawa for a day of additional support missions before steaming off to evade a typhoon. On the 6th and 7th, she resumed Okinawa strikes. She sent her aviators back to the Kyushu airfields and, on the 9th, launched them on the first of two days of raids on Minami Daito Shima. After the second day's strikes on June 10, Yorktown began retirement with TG 38.4 toward Leyte. She arrived in San Pedro Bay at Leyte on 13 June and began replenishment, upkeep, rest, and relaxation.
The warship remained at Leyte until 1 July when she and TG 38.4 got underway to join the rest of the fast carriers in the final series of raids on the Japanese home islands. By 10 July, she was off the coast of Japan launching air strikes on the Tokyo area of Honshu. After a fueling rendezvous on the 11th and 12th, she resumed strikes on Japan, this on the southern portion of the northernmost island of Hokkaido. Those strikes lasted from the 13th to the 15th. A fueling retirement and heavy weather precluded air operations until the 18th at which time her aviators returned to the Tokyo area. From the 19th to the 22d, she made a fueling and underway replenishment retirement and then, on the 24th, resumed air attacks on Japan. For two days, planes of her air group pounded installations around the Kure naval base. Another fueling retirement came on the 26th, but the 27th and 28th found her planes in the air above Kure again. On the 29th and 30th, she shifted targets back to the Tokyo area before another fueling retirement and another typhoon took her out of action until the beginning of the first week in August. On 8 and 9 August, the carrier launched her planes at northern Honshu and southern Hokkaido. On the 10th, she sent them back to Tokyo. The 11th and 12th brought another fueling retirement and a typhoon evasion, but, on the 13th, her aircraft hit Tokyo for the last time. On the 14th, she retired to fuel destroyers again; and, on the 15th, Japan agreed to capitulate so that all strikes planned for that day were canceled.
From 16 to 23 August 1945, Yorktown and the other carriers of TF 58 steamed around more or less aimlessly in waters to the east of Japan awaiting instructions while peace negotiations continued. Then, on the 23d, she received orders to head for waters east of Honshu where her aircraft were to provide cover for the forces occupying Japan. She began providing that air cover on the 25th and continued to do so until mid-September. After the formal surrender on board USS Missouri (BB-63) on 2 September, the aircraft carrier also began air-dropping supplies to Allied prisoners of war still living in their prison camps. On 16 September, Yorktown entered Tokyo Bay with TG 38.1. She remained there, engaged in upkeep and crew recreation through the end of the month. On 1 October, the carrier stood out of Tokyo Bay on her way to Okinawa. She arrived in Buckner Bay on 4 October, loaded passengers on the 5th, and got underway for the United States on the 6th.
After a non-stop voyage, Yorktown entered San Francisco Bay on 20 October 1945, moored at the Alameda Naval Air Station, and began discharging passengers. She remained at the air station until 31 October at which time she shifted to Hunters Point Navy Yard to complete minor repairs. On 2 November, while still at the navy yard, she reported to the Service Force, Pacific Fleet, for duty in conjunction with the return of American servicemen to the United States. That same day, she stood out of San Francisco Bay, bound for Guam on just such a mission. She arrived in Apra Harbor on 15 November and, two days later, got underway with a load of passengers. She arrived back in San Francisco on 30 November and remained there until 8 December. On the latter day, the warship headed back to the Far East. Initially routed to Samar in the Philippines, she was diverted to Manila en route. She arrived in Manila on 26 December and departed there on the 29th. She reached San Francisco again on 13 January 1946. Later that month, she moved north to Bremerton, Wash., where she was placed in commission, in reserve, on 21 June. She remained there in that status through the end of the year. On 9 January 1947,Yorktown was placed out of commission and was berthed with the Bremerton Group, Pacific Reserve Fleet.
Yorktown remained in reserve for almost five years. In June of 1952, she was ordered reactivated, and work began on her at Puget Sound. On 15 December 1952, she was placed in commission, in reserve, at Bremerton. Her conversion continued into 1953 and she conducted post-conversion trials late in January. On 20 February 1953, Yorktown was placed in full commission, Capt. William M. Nation in command. The aircraft carrier conducted normal operations along the west coast through most of the summer of 1953. On 3 August, she departed San Francisco on her way to the Far East. She arrived in Pearl Harbor and remained there until the 27th at which time she continued her voyage west. On 5 September, the carrier arrived in Yokosuka Japan. She put to sea again on the 11th to join TF 77 in the Sea of Japan. The Korean War armistice had been signed two months earlier; and, therefore, the carrier conducted training operations rather than combat missions. She served with TF 77 until 18 February 1954 at which time she stood out of Yokosuka on her way home. She made a stop at Pearl Harbor along the way and then moored at Alameda once more on 3 March. After a brief repair period at Hunters Point Naval Shipyard, Yorktown put to sea to serve as a platform for the filming of the movie Jet Carrier. She conducted further, more routine, operations along the west coast until 1 July at which time she headed back to the Orient. She stopped at Pearl Harbor from 8 to 28 July before continuing on to Manila, where she arrived on 4 August 1954.
Yorktown operated out of the Manila-Subic Bay area, conducting 7th Fleet maneuvers, for the duration of the deployment. She did, however, take periodic breaks from that schedule to make frequent port visits to Yokosuka; and, during the Christmas holidays, she made a liberty call at Hong Kong on the Chinese coast. In January of 1955, she was called upon to help cover the evacuation of Nationalist Chinese from the Tachen Islands located near the communist-controlled mainland.
Yorktown entered Yokosuka for the last time on 16 February 1955 and departed again on the 18th to return home. After an overnight stop at Pearl Harbor on 23 and 24 February, she resumed her voyage east and arrived in Alameda on 28 February. On 21 March 1955, she was placed in commission, in reserve, at the Puget Sound Naval Shipyard where she was to receive extensive modifications ? most significantly, an angled flight deck to increase her jet aircraft launching capability. She completed her conversion that fall and, on 14 October 1955, was placed back in full commission.
The aircraft carrier resumed normal operations along the west coast soon after recommissioning. That assignment lasted until mid-March 1956. On the 19th, she stood out of San Francisco Bay on her way to her third tour of duty with the 7th Fleet since her reactivation in 1953. Yorktown stopped at Pearl Harbor from 24 March to 9 April and then continued her voyage west. She arrived in Yokosuka, Japan, on 18 April and departed again on the 29th. The warship operated with the 7th Fleet for the next five months. During that time, she conducted operations in the Sea of Japan, the East China Sea, and the South China Sea. She also visited such places as Sasebo, Manila, Subic Bay, and Buckner Bay at Okinawa. On 7 September, the aircraft carrier stood out of Yokosuka and pointed her bow to the east. After a non-stop voyage, she arrived back at Alameda on 13 September. She resumed west coast operations for about two months. On 13 November, she embarked upon a round-trip to Pearl Harbor, from which she returned to Alameda on 11 December 1956.
Yorktown resumed normal operations out of Alameda upon her return and remained so employed until March of 1957. On 9 March, she departed Alameda for yet another tour of duty in the Far East. She made stops at Oahu and Guam along the way and arrived at Yokosuka on 19 April. She put to sea to join TF 77 on 25 April and served with that task force for the next three months. On 13 August, the warship departed Yokosuka for the last time, made a brief pause at Pearl Harbor, and arrived in Alameda on the 25th.
On 1 September 1957, her home port was changed from Alameda to Long Beach, and she was reclassified an antisubmarine warfare (ASW) aircraft carrier with the new designation CVS-10. On the 23d, she departed Alameda and, four days later, entered the Puget Sound Naval Shipyard for overhaul and for modification to an ASW carrier. That yard period lasted until the beginning of February 1958. She departed the naval ammunition depot at Bangor, Wash., on 7 February and entered Long Beach five days later. For the next eight months, Yorktown conducted normal operations along the west coast. On 1 November, she departed San Diego to return to the western Pacific. After a stop at Pearl Harbor from the 8th to the 17th, Yorktown continued her voyage west and arrived in Yokosuka on the 25th. During that deployment, the aircraft carrier qualified for the Armed Forces Expeditionary Medal on three occasions. The first time came on 31 December and 1 January 1959 when she participated in an American show of strength in response to the communist Chinese shelling of the offshore islands, Quemoy and Matsu, held by Nationalist Chinese forces. During January she also joined contingency forces off Vietnam during internal disorders caused by communist guerrillas in the southern portion of that country. That month also saw her earn the expeditionary medal for service in the Taiwan Strait. The remainder of the deployment ? save for another visit to Vietnamese waters late in March ? consisted of a normal round of training evolutions and port visits. She concluded that tour of duty at San Diego on 21 May. The warship resumed normal operations along the west coast, and that duty consumed the remainder of 1959.
In January of 1960, Yorktown headed back to the Far East via Pearl Harbor. During that deployment, she earned additional stars for her Armed Forces Expeditionary Medal for duty in Vietnamese waters at various times in March, April, May, and June. She returned to the west coast late in the summer and, late in September, began a four-month overhaul at the Puget Sound Naval Shipyard.
Yorktown emerged from the shipyard in January 1961 and returned to Long Beach on the 27th. She conducted refresher training and then resumed normal west coast operations until late July. On 29 July, the aircraft carrier stood out of Long Beach, bound once again for the Orient. She made an extended stopover in the Hawaiian Islands in August and, consequently, did not arrive in Yokosuka until 4 September. That tour of duty in the Far East consisted of a normal schedule of antiair and antisubmarine warfare exercises as well as the usual round of port visits. She concluded the deployment at Long Beach on 2 March 1962. Normal west coast operations occupied her time through the summer and into the fall. On 26 October, the warship left Long Beach in her wake and set a course for the Far East. During that deployment, she served as flagship for Carrier Division (CarDiv) 19. She participated in a number of ASW and AAW exercises, including the SEATO ASW exercise, Operation Sea Serpent. The deployment lasted until 6 June 1963 at which time the carrier set a course back to Long Beach.
Yorktown arrived back in her home port on 18 June 1963 and resumed normal operations for the remainder of the year. Those operations continued throughout most of 1964 as well. However, on 22 October, she pointed her bow westward again and set out for a tour of duty with the 7th Fleet. Another period of operations in the Hawaiian Islands delayed her arrival in Japan until 3 December. The 1964 and 1965 deployment brought Yorktown her first real involvement in the Vietnamese civil war. In February, March, and April, she conducted a series of special operations in the South China Sea in waters near Vietnam ? presumably ASW services for the fast carriers conducting air strikes against targets in Vietnam in support of the increased American involvement in the civil war in that country. She concluded her tour of duty in the Far East on 7 May 1965 when she departed Yokosuka to return to the United States. The carrier arrived in Long Beach on 17 May.
For the remainder of her active career, Yorktown's involvement in combat operations in Vietnam proved a dominant feature of her activities. After seven months of normal operations out of Long Beach, she got underway for the western Pacific again on 5 January 1966. She arrived in Yokosuka on 17 February and joined TF 77 on Yankee Station later that month. Over the next five months, the aircraft carrier spent three extended tours of duty on Yankee Station providing ASW and sea-air rescue services for the carriers of TF 77. She also participated in several ASW exercises, including the major SEATO exercise, Operation Sea Imp. The warship concluded her last tour of duty on Yankee Station early in July 1966, and, after a stop at Yokosuka, headed home on the 15th. She disembarked her air group at San Diego on 27 July and reentered Long Beach that same day. She resumed normal operations ? carrier qualifications and ASW exercises ? for the remainder of the year and during the first two months of 1967.
On 24 February 1967, Yorktown entered the Long Beach Naval Shipyard for a seven-month overhaul. She completed repairs early in October and, after refresher training, resumed normal west coast operations for most of what remained of 1967. On 28 December, she stood out of Long Beach, bound for her last tour of duty in the western Pacific. After a stop at Pearl Harbor, she arrived in the Far East late in January. Instead of putting in at a Japanese port for turnover Yorktown headed directly to the Sea of Japan to provide ASW and search and rescue (SAR) support for the contingency force assembled in the wake of the North Korean capture of USS Pueblo (AGER-2). She remained on that assignment for 30 days. On 1 March, she was released from that duty, and the warship headed for Subic Bay in the Philippines. During the remainder of the deployment, the aircraft carrier did another three tours of duty with TF 77 on Yankee Station. In each instance, she provided ASW and SAR support for the fast carriers launching air strikes on targets in Vietnam. She concluded her last tour of duty in Vietnamese waters on 16 June and set a course for Yokosuka where she stopped from 19 to 21 June 1967 before heading back to the United States.
Yorktown arrived back in Long Beach on 5 July and entered the Long Beach Naval Shipyard that same day for almost three months of repairs. She completed repairs on 30 September 1967 and resumed normal operations. Late in November and early in December, she served as a platform for the filming of another movie, Tora! Tora! Tora!, which recreated the Japanese attack on Pearl Harbor. In December she served as one of the recovery ships for the Apollo 8 space shot. The two unique missions mentioned above were conducted out of Pearl Harbor. She departed Pearl Harbor of 2 January 1969 and, after a two-week stop in Long Beach, continued her voyage to join the Atlantic Fleet.
Steaming all the way around South America, the aircraft carrier arrived in her new home port of Norfolk Va., on 28 February 1969. She conducted operations along the east coast and in the West Indies until late summer. On 2 September, Yorktown departed Norfolk for a northern European cruise and participation in the major fleet exercise Operation Peacekeeper. During the exercise, she provided ASW and SAR support for the task force. The exercise ended on 23 September and Yorktown began a series of visits to northern European ports. After a visit each to Brest, France, and Rotterdam in the Netherlands, Yorktown put to sea for a series of hunter/killer ASW exercises between 18 October and 11 November. She resumed her itinerary of port visits on 11 November 1969 at Kiel, Germany. After that, she stopped at Copenhagen, Denmark, and at Portsmouth, England, before getting underway for home on 1 December. She reentered Norfolk on 11 December and began her holiday leave period.
In February 1970, Yorktown transferred to Quonset Point, R.I., and was relieved by USS Intrepid (CVS 11) as the flagship for Commander Carrier Group 16. On 27 June 1970, Yorktown was decommissioned at Philadelphia, Pa., and was berthed with the Philadelphia Group, Atlantic Reserve Fleet. She remained there almost three years before her name was struck from the Navy list on 1 June 1973. During 1974, the Navy Department approved the donation of Yorktown to the Patriot's Point Development Authority, Charleston, S.C. She was towed from Bayonne, N.J., to Charleston S.C., in June of 1975. She was formally dedicated as a memorial on the 200th anniversary of the Navy, 13 October 1975.
Yorktown (CV-10) earned 11 battle stars and the Presidential Unit Citation during World War II and five battle stars for Vietnam service.
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David
Tue August 30, 2005 12:50pm
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Federalist Papers, No. 10
Federalist Papers, No. 10 & No. 51 (1787-1788)
The Federalist Papers, were a series of 85 essays written by Alexander Hamilton, John Jay, and James Madison between October 1787 and May 1788. The essays were published anonymously, under the pen name "Publius," primarily in two New York state newspapers of the time: The New York Packet and The Independent Journal.
They were written to urge citizens of New York to support ratification of the proposed United States Constitution. Significantly, the essays explain particular provisions of the Constitution in detail. It is for this reason, and because Hamilton and Madison were members of the Constitutional Convention, that the Federalist Papers are often used today to help understand the intentions of those drafting the Constitution.
A bound edition of the essays, with revisions and corrections by Hamilton, was published in 1788 by printers J. and A. McLean. A later edition, published by printer Jacob Gideon in 1818, with revisions and corrections by Madison, was the first to identify each essay by its author's name. Because of the essays? publishing history, the assignment of authorship, numbering, and exact wording may vary with different editions of The Federalist.
The essays featured here are Federalist No. 10 and Federalist No. 51. The former, written by James Madison, refuted the belief that it was impossible to extend a republican government over a large territory. It also discussed special interest groups. The later emphasized the importance of checks and balances within a government.
Transcript of Federalist Papers, No. 10 & No. 51 (1787-1788)
The Federalist Paper No. 10
The Same Subject Continued: The Union as a Safeguard Against Domestic Faction and Insurrection
The Federalist No. X
To the People of the State of New York:
AMONG the numerous advantages promised by a well constructed Union, none deserves to be more accurately developed than its tendency to break and control the violence of faction. The friend of popular governments never finds himself so much alarmed for their character and fate, as when he contemplates their propensity to this dangerous vice. He will not fail, therefore, to set a due value on any plan which, without violating the principles to which he is attached, provides a proper cure for it. The instability, injustice, and confusion introduced into the public councils, have, in truth, been the mortal diseases under which popular governments have everywhere perished; as they continue to be the favorite and fruitful topics from which the adversaries to liberty derive their most specious declamations. The valuable improvements made by the American constitutions on the popular models, both ancient and modern, cannot certainly be too much admired; but it would be an unwarrantable partiality, to contend that they have as effectually obviated the danger on this side, as was wished and expected. Complaints are everywhere heard from our most considerate and virtuous citizens, equally the friends of public and private faith, and of public and personal liberty, that our governments are too unstable, that the public good is disregarded in the conflicts of rival parties, and that measures are too often decided, not according to the rules of justice and the rights of the minor party, but by the superior force of an interested and overbearing majority. However anxiously we may wish that these complaints had no foundation, the evidence, of known facts will not permit us to deny that they are in some degree true. It will be found, indeed, on a candid review of our situation, that some of the distresses under which we labor have been erroneously charged on the operation of our governments; but it will be found, at the same time, that other causes will not alone account for many of our heaviest misfortunes; and, particularly, for that prevailing and increasing distrust of public engagements, and alarm for private rights, which are echoed from one end of the continent to the other. These must be chiefly, if not wholly, effects of the unsteadiness and injustice with which a factious spirit has tainted our public administrations.
By a faction, I understand a number of citizens, whether amounting to a majority or a minority of the whole, who are united and actuated by some common impulse of passion, or of interest, adversed to the rights of other citizens, or to the permanent and aggregate interests of the community.
There are two methods of curing the mischiefs of faction: the one, by removing its causes; the other, by controlling its effects.
There are again two methods of removing the causes of faction: the one, by destroying the liberty which is essential to its existence; the other, by giving to every citizen the same opinions, the same passions, and the same interests.
It could never be more truly said than of the first remedy, that it was worse than the disease. Liberty is to faction what air is to fire, an aliment without which it instantly expires. But it could not be less folly to abolish liberty, which is essential to political life, because it nourishes faction, than it would be to wish the annihilation of air, which is essential to animal life, because it imparts to fire its destructive agency.
The second expedient is as impracticable as the first would be unwise. As long as the reason of man continues fallible, and he is at liberty to exercise it, different opinions will be formed. As long as the connection subsists between his reason and his self-love, his opinions and his passions will have a reciprocal influence on each other; and the former will be objects to which the latter will attach themselves. The diversity in the faculties of men, from which the rights of property originate, is not less an insuperable obstacle to a uniformity of interests. The protection of these faculties is the first object of government. From the protection of different and unequal faculties of acquiring property, the possession of different degrees and kinds of property immediately results; and from the influence of these on the sentiments and views of the respective proprietors, ensues a division of the society into different interests and parties.
The latent causes of faction are thus sown in the nature of man; and we see them everywhere brought into different degrees of activity, according to the different circumstances of civil society. A zeal for different opinions concerning religion, concerning government, and many other points, as well of speculation as of practice; an attachment to different leaders ambitiously contending for pre-eminence and power; or to persons of other descriptions whose fortunes have been interesting to the human passions, have, in turn, divided mankind into parties, inflamed them with mutual animosity, and rendered them much more disposed to vex and oppress each other than to co-operate for their common good. So strong is this propensity of mankind to fall into mutual animosities, that where no substantial occasion presents itself, the most frivolous and fanciful distinctions have been sufficient to kindle their unfriendly passions and excite their most violent conflicts. But the most common and durable source of factions has been the various and unequal distribution of property. Those who hold and those who are without property have ever formed distinct interests in society. Those who are creditors, and those who are debtors, fall under a like discrimination. A landed interest, a manufacturing interest, a mercantile interest, a moneyed interest, with many lesser interests, grow up of necessity in civilized nations, and divide them into different classes, actuated by different sentiments and views. The regulation of these various and interfering interests forms the principal task of modern legislation, and involves the spirit of party and faction in the necessary and ordinary operations of the government.
No man is allowed to be a judge in his own cause, because his interest would certainly bias his judgment, and, not improbably, corrupt his integrity. With equal, nay with greater reason, a body of men are unfit to be both judges and parties at the same time; yet what are many of the most important acts of legislation, but so many judicial determinations, not indeed concerning the rights of single persons, but concerning the rights of large bodies of citizens? And what are the different classes of legislators but advocates and parties to the causes which they determine? Is a law proposed concerning private debts? It is a question to which the creditors are parties on one side and the debtors on the other. Justice ought to hold the balance between them. Yet the parties are, and must be, themselves the judges; and the most numerous party, or, in other words, the most powerful faction must be expected to prevail. Shall domestic manufactures be encouraged, and in what degree, by restrictions on foreign manufactures? are questions which would be differently decided by the landed and the manufacturing classes, and probably by neither with a sole regard to justice and the public good. The apportionment of taxes on the various descriptions of property is an act which seems to require the most exact impartiality; yet there is, perhaps, no legislative act in which greater opportunity and temptation are given to a predominant party to trample on the rules of justice. Every shilling with which they overburden the inferior number, is a shilling saved to their own pockets.
It is in vain to say that enlightened statesmen will be able to adjust these clashing interests, and render them all subservient to the public good. Enlightened statesmen will not always be at the helm. Nor, in many cases, can such an adjustment be made at all without taking into view indirect and remote considerations, which will rarely prevail over the immediate interest which one party may find in disregarding the rights of another or the good of the whole.
The inference to which we are brought is, that the CAUSES of faction cannot be removed, and that relief is only to be sought in the means of controlling its EFFECTS.
If a faction consists of less than a majority, relief is supplied by the republican principle, which enables the majority to defeat its sinister views by regular vote. It may clog the administration, it may convulse the society; but it will be unable to execute and mask its violence under the forms of the Constitution. When a majority is included in a faction, the form of popular government, on the other hand, enables it to sacrifice to its ruling passion or interest both the public good and the rights of other citizens. To secure the public good and private rights against the danger of such a faction, and at the same time to preserve the spirit and the form of popular government, is then the great object to which our inquiries are directed. Let me add that it is the great desideratum by which this form of government can be rescued from the opprobrium under which it has so long labored, and be recommended to the esteem and adoption of mankind.
By what means is this object attainable? Evidently by one of two only. Either the existence of the same passion or interest in a majority at the same time must be prevented, or the majority, having such coexistent passion or interest, must be rendered, by their number and local situation, unable to concert and carry into effect schemes of oppression. If the impulse and the opportunity be suffered to coincide, we well know that neither moral nor religious motives can be relied on as an adequate control. They are not found to be such on the injustice and violence of individuals, and lose their efficacy in proportion to the number combined together, that is, in proportion as their efficacy becomes needful.
From this view of the subject it may be concluded that a pure democracy, by which I mean a society consisting of a small number of citizens, who assemble and administer the government in person, can admit of no cure for the mischiefs of faction. A common passion or interest will, in almost every case, be felt by a majority of the whole; a communication and concert result from the form of government itself; and there is nothing to check the inducements to sacrifice the weaker party or an obnoxious individual. Hence it is that such democracies have ever been spectacles of turbulence and contention; have ever been found incompatible with personal security or the rights of property; and have in general been as short in their lives as they have been violent in their deaths. Theoretic politicians, who have patronized this species of government, have erroneously supposed that by reducing mankind to a perfect equality in their political rights, they would, at the same time, be perfectly equalized and assimilated in their possessions, their opinions, and their passions.
A republic, by which I mean a government in which the scheme of representation takes place, opens a different prospect, and promises the cure for which we are seeking. Let us examine the points in which it varies from pure democracy, and we shall comprehend both the nature of the cure and the efficacy which it must derive from the Union.
The two great points of difference between a democracy and a republic are: first, the delegation of the government, in the latter, to a small number of citizens elected by the rest; secondly, the greater number of citizens, and greater sphere of country, over which the latter may be extended.
The effect of the first difference is, on the one hand, to refine and enlarge the public views, by passing them through the medium of a chosen body of citizens, whose wisdom may best discern the true interest of their country, and whose patriotism and love of justice will be least likely to sacrifice it to temporary or partial considerations. Under such a regulation, it may well happen that the public voice, pronounced by the representatives of the people, will be more consonant to the public good than if pronounced by the people themselves, convened for the purpose. On the other hand, the effect may be inverted. Men of factious tempers, of local prejudices, or of sinister designs, may, by intrigue, by corruption, or by other means, first obtain the suffrages, and then betray the interests, of the people. The question resulting is, whether small or extensive republics are more favorable to the election of proper guardians of the public weal; and it is clearly decided in favor of the latter by two obvious considerations:
In the first place, it is to be remarked that, however small the republic may be, the representatives must be raised to a certain number, in order to guard against the cabals of a few; and that, however large it may be, they must be limited to a certain number, in order to guard against the confusion of a multitude. Hence, the number of representatives in the two cases not being in proportion to that of the two constituents, and being proportionally greater in the small republic, it follows that, if the proportion of fit characters be not less in the large than in the small republic, the former will present a greater option, and consequently a greater probability of a fit choice.
In the next place, as each representative will be chosen by a greater number of citizens in the large than in the small republic, it will be more difficult for unworthy candidates to practice with success the vicious arts by which elections are too often carried; and the suffrages of the people being more free, will be more likely to centre in men who possess the most attractive merit and the most diffusive and established characters.
It must be confessed that in this, as in most other cases, there is a mean, on both sides of which inconveniences will be found to lie. By enlarging too much the number of electors, you render the representatives too little acquainted with all their local circumstances and lesser interests; as by reducing it too much, you render him unduly attached to these, and too little fit to comprehend and pursue great and national objects. The federal Constitution forms a happy combination in this respect; the great and aggregate interests being referred to the national, the local and particular to the State legislatures.
The other point of difference is, the greater number of citizens and extent of territory which may be brought within the compass of republican than of democratic government; and it is this circumstance principally which renders factious combinations less to be dreaded in the former than in the latter. The smaller the society, the fewer probably will be the distinct parties and interests composing it; the fewer the distinct parties and interests, the more frequently will a majority be found of the same party; and the smaller the number of individuals composing a majority, and the smaller the compass within which they are placed, the more easily will they concert and execute their plans of oppression. Extend the sphere, and you take in a greater variety of parties and interests; you make it less probable that a majority of the whole will have a common motive to invade the rights of other citizens; or if such a common motive exists, it will be more difficult for all who feel it to discover their own strength, and to act in unison with each other. Besides other impediments, it may be remarked that, where there is a consciousness of unjust or dishonorable purposes, communication is always checked by distrust in proportion to the number whose concurrence is necessary.
Hence, it clearly appears, that the same advantage which a republic has over a democracy, in controlling the effects of faction, is enjoyed by a large over a small republic,--is enjoyed by the Union over the States composing it. Does the advantage consist in the substitution of representatives whose enlightened views and virtuous sentiments render them superior to local prejudices and schemes of injustice? It will not be denied that the representation of the Union will be most likely to possess these requisite endowments. Does it consist in the greater security afforded by a greater variety of parties, against the event of any one party being able to outnumber and oppress the rest? In an equal degree does the increased variety of parties comprised within the Union, increase this security. Does it, in fine, consist in the greater obstacles opposed to the concert and accomplishment of the secret wishes of an unjust and interested majority? Here, again, the extent of the Union gives it the most palpable advantage.
The influence of factious leaders may kindle a flame within their particular States, but will be unable to spread a general conflagration through the other States. A religious sect may degenerate into a political faction in a part of the Confederacy; but the variety of sects dispersed over the entire face of it must secure the national councils against any danger from that source. A rage for paper money, for an abolition of debts, for an equal division of property, or for any other improper or wicked project, will be less apt to pervade the whole body of the Union than a particular member of it; in the same proportion as such a malady is more likely to taint a particular county or district, than an entire State.
In the extent and proper structure of the Union, therefore, we behold a republican remedy for the diseases most incident to republican government. And according to the degree of pleasure and pride we feel in being republicans, ought to be our zeal in cherishing the spirit and supporting the character of Federalists.
PUBLIUS.
The Federalist Paper No. 51
The Structure of the Government Must Furnish the Proper Checks and Balances Between the Different Departments
The Federalist No. 51
To the People of the State of New York:
TO WHAT expedient, then, shall we finally resort, for maintaining in practice the necessary partition of power among the several departments, as laid down in the Constitution? The only answer that can be given is, that as all these exterior provisions are found to be inadequate, the defect must be supplied, by so contriving the interior structure of the government as that its several constituent parts may, by their mutual relations, be the means of keeping each other in their proper places. Without presuming to undertake a full development of this important idea, I will hazard a few general observations, which may perhaps place it in a clearer light, and enable us to form a more correct judgment of the principles and structure of the government planned by the convention.
In order to lay a due foundation for that separate and distinct exercise of the different powers of government, which to a certain extent is admitted on all hands to be essential to the preservation of liberty, it is evident that each department should have a will of its own; and consequently should be so constituted that the members of each should have as little agency as possible in the appointment of the members of the others. Were this principle rigorously adhered to, it would require that all the appointments for the supreme executive, legislative, and judiciary magistracies should be drawn from the same fountain of authority, the people, through channels having no communication whatever with one another. Perhaps such a plan of constructing the several departments would be less difficult in practice than it may in contemplation appear. Some difficulties, however, and some additional expense would attend the execution of it. Some deviations, therefore, from the principle must be admitted. In the constitution of the judiciary department in particular, it might be inexpedient to insist rigorously on the principle: first, because peculiar qualifications being essential in the members, the primary consideration ought to be to select that mode of choice which best secures these qualifications; secondly, because the permanent tenure by which the appointments are held in that department, must soon destroy all sense of dependence on the authority conferring them.
It is equally evident, that the members of each department should be as little dependent as possible on those of the others, for the emoluments annexed to their offices. Were the executive magistrate, or the judges, not independent of the legislature in this particular, their independence in every other would be merely nominal. But the great security against a gradual concentration of the several powers in the same department, consists in giving to those who administer each department the necessary constitutional means and personal motives to resist encroachments of the others. The provision for defense must in this, as in all other cases, be made commensurate to the danger of attack. Ambition must be made to counteract ambition. The interest of the man must be connected with the constitutional rights of the place. It may be a reflection on human nature, that such devices should be necessary to control the abuses of government. But what is government itself, but the greatest of all reflections on human nature? If men were angels, no government would be necessary. If angels were to govern men, neither external nor internal controls on government would be necessary. In framing a government which is to be administered by men over men, the great difficulty lies in this: you must first enable the government to control the governed; and in the next place oblige it to control itself.
A dependence on the people is, no doubt, the primary control on the government; but experience has taught mankind the necessity of auxiliary precautions. This policy of supplying, by opposite and rival interests, the defect of better motives, might be traced through the whole system of human affairs, private as well as public. We see it particularly displayed in all the subordinate distributions of power, where the constant aim is to divide and arrange the several offices in such a manner as that each may be a check on the other that the private interest of every individual may be a sentinel over the public rights. These inventions of prudence cannot be less requisite in the distribution of the supreme powers of the State. But it is not possible to give to each department an equal power of self-defense. In republican government, the legislative authority necessarily predominates. The remedy for this inconveniency is to divide the legislature into different branches; and to render them, by different modes of election and different principles of action, as little connected with each other as the nature of their common functions and their common dependence on the society will admit. It may even be necessary to guard against dangerous encroachments by still further precautions. As the weight of the legislative authority requires that it should be thus divided, the weakness of the executive may require, on the other hand, that it should be fortified.
An absolute negative on the legislature appears, at first view, to be the natural defense with which the executive magistrate should be armed. But perhaps it would be neither altogether safe nor alone sufficient. On ordinary occasions it might not be exerted with the requisite firmness, and on extraordinary occasions it might be perfidiously abused. May not this defect of an absolute negative be supplied by some qualified connection between this weaker department and the weaker branch of the stronger department, by which the latter may be led to support the constitutional rights of the former, without being too much detached from the rights of its own department? If the principles on which these observations are founded be just, as I persuade myself they are, and they be applied as a criterion to the several State constitutions, and to the federal Constitution it will be found that if the latter does not perfectly correspond with them, the former are infinitely less able to bear such a test.
There are, moreover, two considerations particularly applicable to the federal system of America, which place that system in a very interesting point of view. First. In a single republic, all the power surrendered by the people is submitted to the administration of a single government; and the usurpations are guarded against by a division of the government into distinct and separate departments. In the compound republic of America, the power surrendered by the people is first divided between two distinct governments, and then the portion allotted to each subdivided among distinct and separate departments. Hence a double security arises to the rights of the people. The different governments will control each other, at the same time that each will be controlled by itself. Second. It is of great importance in a republic not only to guard the society against the oppression of its rulers, but to guard one part of the society against the injustice of the other part. Different interests necessarily exist in different classes of citizens. If a majority be united by a common interest, the rights of the minority will be insecure.
There are but two methods of providing against this evil: the one by creating a will in the community independent of the majority that is, of the society itself; the other, by comprehending in the society so many separate descriptions of citizens as will render an unjust combination of a majority of the whole very improbable, if not impracticable. The first method prevails in all governments possessing an hereditary or self-appointed authority. This, at best, is but a precarious security; because a power independent of the society may as well espouse the unjust views of the major, as the rightful interests of the minor party, and may possibly be turned against both parties. The second method will be exemplified in the federal republic of the United States. Whilst all authority in it will be derived from and dependent on the society, the society itself will be broken into so many parts, interests, and classes of citizens, that the rights of individuals, or of the minority, will be in little danger from interested combinations of the majority.
In a free government the security for civil rights must be the same as that for religious rights. It consists in the one case in the multiplicity of interests, and in the other in the multiplicity of sects. The degree of security in both cases will depend on the number of interests and sects; and this may be presumed to depend on the extent of country and number of people comprehended under the same government. This view of the subject must particularly recommend a proper federal system to all the sincere and considerate friends of republican government, since it shows that in exact proportion as the territory of the Union may be formed into more circumscribed Confederacies, or States oppressive combinations of a majority will be facilitated: the best security, under the republican forms, for the rights of every class of citizens, will be diminished: and consequently the stability and independence of some member of the government, the only other security, must be proportionately increased. Justice is the end of government. It is the end of civil society. It ever has been and ever will be pursued until it be obtained, or until liberty be lost in the pursuit. In a society under the forms of which the stronger faction can readily unite and oppress the weaker, anarchy may as truly be said to reign as in a state of nature, where the weaker individual is not secured against the violence of the stronger; and as, in the latter state, even the stronger individuals are prompted, by the uncertainty of their condition, to submit to a government which may protect the weak as well as themselves; so, in the former state, will the more powerful factions or parties be gradnally induced, by a like motive, to wish for a government which will protect all parties, the weaker as well as the more powerful.
It can be little doubted that if the State of Rhode Island was separated from the Confederacy and left to itself, the insecurity of rights under the popular form of government within such narrow limits would be displayed by such reiterated oppressions of factious majorities that some power altogether independent of the people would soon be called for by the voice of the very factions whose misrule had proved the necessity of it. In the extended republic of the United States, and among the great variety of interests, parties, and sects which it embraces, a coalition of a majority of the whole society could seldom take place on any other principles than those of justice and the general good; whilst there being thus less danger to a minor from the will of a major party, there must be less pretext, also, to provide for the security of the former, by introducing into the government a will not dependent on the latter, or, in other words, a will independent of the society itself. It is no less certain than it is important, notwithstanding the contrary opinions which have been entertained, that the larger the society, provided it lie within a practical sphere, the more duly capable it will be of self-government. And happily for the REPUBLICAN CAUSE, the practicable sphere may be carried to a very great extent, by a judicious modification and mixture of the FEDERAL PRINCIPLE.
PUBLIUS.
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frisco-kid
Sun December 4, 2005 11:55pm
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12-3-2005-23
After we left Dalat, headed back to Saigon, we stopped 8-10mi. out of town at Prenn Falls. This is one of several falls in the area. You pay a small fee to enter, and it has a bit of a theme park atmosphere to it. As you enter, there are several psuedo thatched roof structures selling drinks, food, and souveniers.
I escorted convoys from Cam Ranh Bay, through Phan Rang, and up the climb to Dalat. There was a Special Forces camp and an aviation outfit on a small airstrip near here that we hauled fuel to. I don't remember seeing any of the falls from the road back then. Always thought this was some beautiful country. It was deceiving, though. We made contact with Charlie up here sometimes.
In FEB67 did a small operation about 30mi. from here around a place called Bao Lac with the 101st. It was also an area of some dramatic waterfalls.
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Richard Hambley
Sat March 14, 2009 9:52pm
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Mike Force Hatchet Team
WALLY (FAR RIGHT)...AUSTRALIAN .....LEADING MACV-SOG MONTAGNARD HATCHET TEAM IN CAMBODIA SEARCHING FOR VC AND NVA CAMPS. 1968 (RICK HAMBLEY PHOTO)
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David
Wed October 28, 2009 9:16am
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Wild Weasel
Wild Weasel is a nickname for an aircraft of the United States Air Force specially equipped with radar seeking missiles used to remove radars and SAM installations of enemy air defence systems. The techniques used with Wild Weasels in the Vietnam and the Yom Kippur War were later integrated into the Suppression of Enemy Air Defenses (SEAD) a plan used by US air forces to establish immediate air control, prior to possible full scale conflict. Initially known by the operational code "IRON HAND" when first authorized on August 12, 1965, the term "Wild Weasel" derives from Project Wild Weasel, the USAF development program for a dedicated SAM-detection and suppression aircraft. Originally named "Project Ferret", denoting a predatory animal that goes into its prey's den to kill it (hence: "to ferret out"), the name was changed to differentiate it from the code-name "Ferret" that had been used during World War II for radar counter-measures bombers.
In brief, the task of a Wild Weasel aircraft is to bait enemy anti-aircraft defenses into targeting it with their radars, whereupon the radar waves are traced back to their source so that the Weasel or its teammates can precisely target it for destruction. A simple analogy is playing the game of "flashlight tag" in the dark; a flashlight is usually the only reliable means of identifying someone in order to "tag" (destroy) them, but the light immediately renders the bearer able to be identified and attacked as well. The result is a hectic game of cat-and-mouse in which the radar "flashlights" are rapidly cycled on and off in an attempt to identify and kill the target before the target is able to home in on the emitted radar "light" and destroy the site.
The technique (or a specific part) was also called an 'Iron Hand' mission, though technically the Iron Hand part refers only to a suppression attack that paves the way for the main strike.
The unofficial motto of the Wild Weasel crews is YGBSM: "You Gotta Be Shittin' Me". This appears prominently on the logo patch of some squadrons. As the story goes, this was the response of Jack Donovan, a former B-52 EWO (Electronic Warfare Officer):
This was the natural response of an educated man, a veteran EWO on B-52s and the like, upon learning that he was to fly back seat to a self-absorbed fighter pilot while acting as flypaper for enemy SAMs.
The "WW" tailcode of the 35th Fighter Wing derives from its Wild Weasel heritage.
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Richard Hambley
Sun April 17, 2011 5:42pm
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Water Hole Number 3
Had these old chits from Special Forces club in with my VN photo album. Can't believe they weren't spent on booze!
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