David
Mon September 13, 2004 6:50am
Rating: 10
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XM8
The XM8 Future Combat Rifle is intended to replace existing M4 Carbines and select 5.56mm x45 weapons in the US Army arsenal beginning as early as the fourth quarter of FY05.
In October 2002 ATK (Alliant Techsystems) was awarded a $5 million contract modification from the U.S. Army Armament Research, Development, and Engineering Center (ARDEC), Picatinny, N.J., to develop the new XM8 Lightweight Assault Rifle. ATK Integrated Defense, Plymouth, Minn., and teammate Heckler and Koch, Oberndorf, Germany, will support the rapid development program, which will investigate the potential of the XM8 as the lightweight assault rifle for the Army's Objective Force.
The XM8 will be based on the kinetic energy weapon that is part of the XM29 next-generation infantry weapon system (formerly the Objective Individual Combat Weapon) currently under development by ATK Integrated Defense. The kinetic energy weapon, which fires 5.56mm ammunition, will provide maximum commonality in components and logistics with the XM29 system.
The XM8 will provide lethality performance comparable to the currently fielded M4 carbine rifle, while weighing 20 percent less than the M4 because of advanced technologies developed for the XM29 program.
The XM8 Lightweight Assault Rifle will reduce the 21st century soldier's load and increase his mobility - two very important aims of the Army's Objective Force Warrior and Land Warrior initiatives. The progress made to reduce weight and improve performance on the XM29 program is key to the decision on accelerating the development of the XM8, which is integrated with the Army's efforts to transform to a more lethal and rapidly deployed fighting force as part of its Objective Force.
ATK Integrated Defense is the system integrator on the XM29 program. Teammates on the program are Heckler and Koch, weapon development; ATK Ammunition Systems, Arden Hills, Minn., ammunition development; Brashear LP, Pittsburgh, Pa., integrated full solution fire control; and Omega, Columbus, Ga., training systems.
The XM8 is a true family of weapons with different barrel lengths designed to address all the needs of an infantry squad. The standard model is expected to be lighter than the M4 carbine and no larger in size. There?s also a sharpshooter version for increased range; a compact version for cramped quarters; and an auto-rifle version for a squad-automatic weapon. The XM8 family has a 9-inch compact, 12.5-inch carbine and a 20-inch sharpshooter and automatic rifle. The 12.5-inch carbine is 6.4 pounds with an objective of 5.7 pounds and is 33 inches with its adjustable stock extended. The M-16 A2 is 39.63 inches long and 8.79 pounds with a 30-round magazine.
Internally, the XM8 uses a rotary locking bolt system that functions and fieldstrips like those used in the M-16 rifle and M-4 carbine, according to the XM8 manufacturer?s ? Heckler & Koch ? Website. The bolt is powered by a unique gas operating system with a user-removable gas piston and pusher rod to operate the mechanism. Unlike the current M-4 and M-16 direct gas system with gas tube, the XM8 gas system does not introduce propellant gases and carbon back into the weapon?s receiver during firing.
While the XM8 was not exposed to battlefield conditions, it?s still a feat the current service rifle hasn?t come close to rivaling, said Rich Audette, deputy project manager for PM Soldier Weapons. During their Oct. 20-23 2003 trip to Germany, the weapons experts said they were impressed after watching Heckler & Koch engineers fire four high-capacity magazines, with 100 rounds a piece, in less than five minutes.
This improved reliability can be credited to differences in the XM8?s operating system from the one in the M16. For instance, a thin gas tube runs almost the entire length of the barrel in all of the M16 variants. When the weapon is fired, the gases travel back down the tube into the chamber and push the bolt back to eject the shell casing and chamber a new round. The XM8?s gas system instead is connected to a mechanical operating rod, which pushes back the bolt to eject the casing and chamber the new round each time the weapon is fired. So there?s no carbon residue constantly being blown back into the chamber, reducing the need to clean the weapon as often. You don?t get gases blowing back into the chamber that have contaminates in them. The XM8 also has a much tighter seal between the bolt and the ejection port, which should cut down on the amount of debris that can blow into the weapon when the ejection port?s dust cover is open.
The XM8 is part of the Army?s effort to perfect an over-and-under style weapon, known as the XM29, developed by Alliant Techsystems and H&K. It fires special air-bursting projectiles and standard 5.56mm ammunition. But the XM29 still is too heavy and unwieldy for Army requirements. Instead of scrapping the XM29, the Army decided to perfect each of XM29?s components separately, so soldiers can take advantage of new technology sooner. The parts would be brought back together when lighter materials become available. The XM8 is one of those components.
From December 2003 through late May 2004, soldiers got a chance to fire the prototypes in desert, tropical and arctic environments. A limited-user test then was conducted, possibly at Fort Campbell, Ky., where soldiers test the prototypes for about three weeks while training in offensive and defensive scenarios. Improvements will be made based on soldier and test feedback before the final three-months of operational tests, which are scheduled to begin in fall 2004. The final decision will be up to the Army?s senior leadership, but weapons officials said they were confident the XM8 weapon system will be adopted. If all goes well, the XM8 could be ready for fielding by late summer 2005.
Beginning life as the 5.56mm KE (kinetic energy) component of the 20mm air-bursting XM29 Objective Individual Combat Weapon (OICW), the XM8 Lightweight Modular Carbine System represents the state-of-the-art in 5.56x45mm NATO assault rifles. Developed by the US Army?s office of Project Manager for Soldier Weapons located at Picatinny Arsenal, New Jersey in close conjunction with the US Army Infantry Center, the XM8 Future Combat Rifle is intended to replace existing M4 Carbines and select 5.56mm x45 weapons in the US Army arsenal beginning as early as the fourth quarter of FY05. Once adopted, the M8 Carbine will replace the aging M16/M4 family of weapons, which have been in service for nearly four decades, longer than any previous US service rifle. The M8 Carbine will be up to 20% lighter than a comparably equipped M4 Carbine MWS and yet offer additional features and performance unavailable currently in any assault rifle in the world.
As a direct development of the separable OICW (XM29) KE or Kinetic Energy module, the M8 Carbine will share a high degree of common parts and training and maintenance procedures to lessen the required support for the ?family? of XM8 weapons. Being developed are four XM8 variants, which include a baseline carbine, a sharpshooter variant, an automatic rifle variant, and the ultra-compact carbine variant. A unique feature of the XM8 modular weapon system is the ability to easily and quickly reconfigure the weapon from one variant to the other to meet changing mission requirements, to include caliber conversion.
This modularity includes the exchange of interchangeable assembly groups such as the barrel, handguard, lower receiver, buttstock modules and sighting system with removable carrying handle. In addition and in parallel, the new XM320 quick detachable single-shot 40mm grenade launcher with side-opening breech and LSS lightweight 12 gauge shotgun module can be easily added to the XM8 by the user in the field without tools. The unique buttstock system allows the operator exchange buttstocks without tools from the standard collapsible multi-position version, to an optional buttcap for maximum portability or an optional folding or sniper buttstock with adjustable cheekpiece for special applications. Internally the XM8 employs a combat-proven robust rotary locking bolt system that functions and fieldstrips like that used in the current M16 rifle and M4 carbine. However this bolt is powered by a unique gas operating system that employs a user removable gas piston and pusher rod to operate the mechanism. Unlike the current M4/M16 direct gas system with gas tube, the XM8 gas system does not introduce propellant gases and the associated carbon fouling back into the weapon?s receiver during firing. This greatly increases the reliability of the XM8 while at same time reducing operator cleaning time by as much as 70%. This system also allows the weapon to fire more than 15,000 rounds without lubrication or cleaning in even the worst operational environments. A cold hammer forged barrel will guarantee a minimum of 20,000 rounds service life and ultimate operator safety in the event of an obstructed bore occurrence.
The XM8 has fully ambidextrous operating controls to include a centrally located charging handle that doubles as an ambidextrous forward assist when required, ambidextrous magazine release, bolt catch, safety/selector lever with semi and full automatic modes of fire and release lever for the multiple position collapsible buttstock. The operating controls allow the operator to keep the firing hand on the pistol grip and the weapon in the firing position at all times while the non-firing hand actuates the charging handle and magazine during loading and clearing. Major components of the weapon are produced from high-strength fiber reinforced polymer materials that can be molded in almost any color to include OD green, desert tan, arctic white, urban blue, brown and basic black. Surfaces on the XM8 that interface with the operator are fitted with non-slip materials to increase comfort and operator retention. The XM8 uses 10 or 30-round semi-transparent box magazines and high-reliability 100-round drum magazines for sustained fire applications.
Special integral flush mounted attachment points are located on the handguard and receiver to allow the quick attachment of targeting devices. Unlike MIL-STD-1913 rails, the XM8 attachment points do not add additional weight, bulk and cost to the host weapon, and will accept MIL-STD-1913 adapters to allow for the use of current in-service accessories. The attachment points for the standard multi-function integrated red-dot sight allow multiple mounting positions and insure 100% zero retention even after the sight is removed and remounted. The battery powered XM8 sight includes the latest technology in a red dot close combat optic, IR laser aimer and laser illuminator with back-up etched reticle with capability exceeding that of the current M68-CCO, AN/PEQ-2 and AN/PAQ-4. This sight will be factory zeroed on the weapon when it is delivered and does not require constant rezeroing in the field like current rail-mounted targeting devices. The XM8 will be fully compatible with future Land Warrior technology and components.
The US XM8 Carbine is being designed at the HK Defense design center in Sterling, Virginia and will be produced and assembled in the United States at the new Heckler & Koch manufacturing plant located in Columbus, Georgia, adjacent to Fort Benning. The unit cost of the XM8 will be less than that of the current M4 Carbine and will guarantee the American war fighter uncompromising performance far exceeding that of current in-service M4 Carbines.
XM-8 Prototype Specifications
Caliber:
5.56 x 45mm NATO
Builder:
Heckler & Koch
Weight:
6.4 lbs (prototype),
5.7 lbs objective
Overall Length:
33.3 inches (carbine stock extended)
Barrel Length:
Assault: 12.5"
Sharpshooter: 20.0"
Compact: 9.0"
Automatic Rifle: 20.0"
Rate of Fire:
Cyclic - 750 rpm
Sustained - 85 rpm up to 210 rounds
Rate of Twist:
1 in 7 inches
Barrel Life:
20,000 rounds mininum
Muzzle Velocity:
3005 feet/second (M855 Ball) with 20" barrel
2675 feet/second with 12.5" barrel
2365 feet/second with 9.0" barrel
Magazine Capacity:
10 or 30 rounds (magazines can be nested together); 100 round drum available
Stock:
5 position adjustable for length
Bayonet Lug:
Yes (12.5 & 20" barrels)
Bipod Interface:
Yes (20" only)
Sighting System:
Fully integrated red dot with laser illuminator and pointer
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David
Mon October 4, 2004 10:46am
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Cpl. Roberto Abad
Cpl. Roberto Abad
22
Weapons Company, Battalion Landing Team, 1st Battalion, 4th Marine Regiment, 11th Marine Expeditionary Unit, 1st Marine Expeditionary Force
Los Angeles,California
Died of injuries received from enemy action in Najaf, Iraq, on August 6, 2004
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David
Mon October 4, 2004 11:21am
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Sgt. Andrew Joseph Baddic
Sgt. Andrew Joseph Baddick
26
Company A, 1st Battalion, 504th Infantry Regiment, 3rd Brigade, 82nd Airborne Division
Jim Thorpe, Pennsylvania
Baddick, part of a rescue dive team, drowned as he tried to rescue Sgt. Darrin K. Potter, whose vehicle had overturned and entered a canal near Abu Ghraib Prison in Baghdad, Iraq on September 29, 2003. Sgt. Potter also died.
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David
Mon October 11, 2004 8:52am
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AF Demonstration Team, Ne
AF Demonstration Team, Nellis AFB
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David
Mon July 25, 2005 11:58am
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World War II Memorial
National WWII Memorial
Visiting the Memorial
The memorial opened to the public on April 29, 2004 and was dedicated one month later on May 29. It is located on 17th Street, between Constitution and Independence Avenues, and is flanked by the Washington Monument to the east and the Lincoln Memorial to the west. The memorial is now operated by the National Park Service and is open to visitors 24 hours a day, seven days a week.
Authorization
President Clinton signed Public Law 103-32 on May 25, 1993, authorizing the American Battle Monuments Commission (ABMC) to establish a World War II Memorial in Washington, D.C., or its environs. It will be the first national memorial dedicated to all who served during World War II and acknowledging the commitment and achievement of the entire nation.
The law also authorized the president to appoint a Memorial Advisory Board to offer advice to the ABMC on site selection and design of the memorial, as well as to perform its primary duty of promoting and encouraging private donations for the building of the memorial. The board was appointed in September 1994, and works under the chairmanship of Pete Wheeler, commissioner of veterans affairs of the state of Georgia.
Purpose
The memorial will honor the 16 million who served in the armed forces of the U.S. during World War II, the more than 400,000 who died, and the millions who supported the war effort from home. Symbolic of the defining event of the 20th Century, the memorial will be a monument to the spirit, sacrifice, and commitment of the American people to the common defense of the nation and to the broader causes of peace and freedom from tyranny throughout the world. It will inspire future generations of Americans, deepening their appreciation of what the World War II generation accomplished in securing freedom and democracy. Above all, the memorial will stand as an important symbol of American national unity, a timeless reminder of the moral strength and awesome power that can flow when a free people are at once united and bonded together in a common and just cause.
Site
The first step in establishing the memorial was the selection of an appropriate site. Congress provided legislative authority for siting the memorial in the prime area of the national capital, known as Area I, which includes the National Mall. The National Park Service, the Commission of Fine Arts, and the National Capital Planning Commission approved selection of the Rainbow Pool site at the east end of the Reflecting Pool between the Lincoln Memorial and the Washington Monument. President Clinton dedicated the memorial site during a formal ceremony on Veterans Day 1995.
Design
ABMC engaged the General Services Administration?s (GSA) Public Buildings Service to act as its agent to manage the memorial project. The design submitted by Friedrich St. Florian, an architect based in Providence, R.I., was selected as one of six semi-finalists in an open, national competition. Leo A Daly, an international architecture firm, assembled the winning team with St. Florian as the design architect. The team also includes George E. Hartman of Hartman-Cox Architects, Oehme van Sweden & Associates, sculptor Ray Kaskey, and stone carver and letterer Nick Benson. St. Florian?s memorial design concept was approved by the Commission of Fine Arts and the National Capital Planning Commission in the summer of 1998. The commissions approved the preliminary design in 1999, the final architectural design and several ancillary elements in 2000, granite selections in 2001, and sculpture and inscriptions in 2002 and 2003.
Fundraising Campaign
The memorial is funded primarily by private contributions. The fund-raising campaign was led by National Chairman Senator Bob Dole and National Co-Chairman Frederick W. Smith.
Senator Dole, a World War II veteran seriously wounded on the battlefield and twice decorated with the Bronze Star and Purple Heart, was the Republican nominee for president in 1996 and the longest-serving Republican Leader in the U.S. Senate.
Frederick W. Smith is chairman, president and chief executive officer of FedEx Corporation, a $17 billion global transportation and logistics holding company. He is a graduate of Yale and a former U.S. Marine Corps officer, and serves on the boards of various transport, industry and civic organizations.
The memorial received more than $195 million in cash and pledges. This total includes $16 million provided by the federal government.
Timeline
Construction began in September 2001, and the memorial opened to the public on April 29, 2004. The memorial will be dedicated on Saturday, May 29, 2004.
ABMC
The American Battle Monuments Commission is an independent, executive branch agency with 11 commissioners and a secretary appointed by the president. The ABMC administers, operates and maintains 24 permanent U.S. military cemeteries and 25 memorial structures in 15 countries around the world, including three memorials in the United States. The commission is also responsible for the establishment of other memorials in the U.S. as directed by Congress.
Chronology
In 1993, the Congress passed legislation authorizing the building of a National World War II Memorial in Washington, D.C., or its immediate environs. The authorizing legislation was signed into law by the President on May 25, 1993. The responsibility for designing and constructing the memorial was given to the American Battle Monuments Commission, an independent federal agency created by law in 1923. The memorial will honor all who served in the American armed services during World War II and the entire nation's contribution to the war effort. The following summary highlights key events in the history of the project.
1987 - 1993
Dec 10, '87 - Representative Marcy Kaptur (D-Ohio) introduces legislation to authorize establishing a memorial on federal land in the District of Columbia or its environs. Similar legislation was introduced in 1989, 1991 and 1993.
May 25, '93 - President Clinton signs Public Law 103-32 authorizing the American Battle Monuments Commission to establish a World War II Memorial in the District or its environs.
1994
Sep 30 - The President appoints a 12-member Memorial Advisory Board (MAB), as authorized in Public Law 103-32, to advise the ABMC in site selection and design, and to promote donations to support memorial construction.
Oct 6-7 - The House and Senate pass Joint Resolution 227 approving location of the World War II Memorial in the Capital?s monumental core area because of its lasting historic significance to the nation. The President signed the resolution into law on October 25th.
1995
Jan 20 - ABMC and MAB hold their first joint site selection session attended by representatives of the Commission of Fine Arts (CFA), the National Capital Planning Commission (NCPC), the National Capital Memorial Commission (NCMC), the National Park Service (NPS), and U.S. Army Corps of Engineers. Seven potential sites are visited:
Capitol Reflecting Pool area (between 3rd Street and the Reflecting Pool)
Tidal Basin (northeast side, east of the Tidal Basin parking lot and west of the 14th Street Bridge access road)
West Potomac Park (between Ohio Drive and the northern shore of the Potomac River, northwest of the FDR Memorial site)
Constitution Gardens (east end, between Constitution Avenue and the Rainbow Pool)
Washington Monument grounds (at Constitution Avenue between 14th and 15th Streets, west of the Museum of American History)
Freedom Plaza (on Pennsylvania Avenue between 14th and 15th Streets)
Henderson Hall, adjacent to Arlington National Cemetery (Henderson Hall was dropped from consideration because of its unavailability).
Mar 2 - The ABMC and MAB unanimously select the Constitution Gardens site as the most appropriate one out of the six alternatives.
May 9 & Jun 20 - The NCMC holds public hearings on the site for the World War II Memorial with consideration given to both the Constitution Gardens site and the Capitol Reflecting Pool site on Third Street.
Jul 27 - The CFA concludes after a public hearing that the Constitution Gardens site would not be commensurate with the historical significance of World War II, and requests that further consideration be given to the Capitol Reflecting Pool and Freedom Plaza along with a new alternative, the traffic circle on Columbia Island on the Lincoln Memorial-Arlington Cemetery axis. The Rainbow Pool is discussed as a possible alternative site.
Aug 6 - The ABMC proposes to the chairmen of the CFA, NCPC and NPS that the Rainbow Pool site with space on both sides of the pool be studied as a replacement for the Constitution Gardens site.
Sep 19 - In a public meeting, the CFA unanimously approves the Rainbow Pool site with the understanding that design guidelines be developed in consultation with them.
Oct 5 - During a public meeting, the NCPC approves the Rainbow Pool site on the condition that the Mall?s east-west vista formed by the elm trees bordering the Reflecting Pool would be preserved.
Nov 11 - The President dedicates the memorial site in a formal ceremony that concludes the 50th Anniversary of World War II commemorations. A plaque marks the site as the future location of the World War II Memorial.
1996
Apr 19 - The ABMC and General Services Administration (GSA), acting as agent for the ABMC, announce a two-stage open design competition for the memorial that closed on Aug 12th.
Aug 15-16 - Four hundred and four entries are reviewed by a distinguished Evaluation Board that selects six competition finalists. The second stage competition closes on Oct 25th.
Oct 29 - A Design Jury composed of distinguished architects, landscape architects, architectural critics and WWII veterans review the designs of the six finalists.
Oct 30-31 - The Evaluation Board evaluates finalist design submissions and interviews the six design teams. Both the Design Jury and the Evaluation Board, independently of each other, recommend unanimously that the Leo A. Daly team with Friedrich St. Florian as design architect be selected. ABMC approves the recommendation on Nov 20th.
1997
Jan 17 - The President announces St. Florian?s winning memorial design during a White House ceremony.
Mar 19 - Senator Bob Dole is named National Chairman of the memorial campaign.
Jul 24 - In a public hearing, the CFA approves many elements of the design concept, but voices strong concern over the mass and scale and the interior space of the concept as presented. The CFA requests that the design be given further study and resubmitted at a later date, but unanimously reaffirms the Rainbow Pool site.
Jul 31 - In a public hearing, the NCPC reaffirms its approval of the Rainbow Pool site, but requests design modifications and an analysis of various environmental considerations prior to the commission's further action on a revised design concept.
Aug 19 - ABMC announces that Frederick W. Smith, chairman, president and chief executive officer of Federal Express Corporation, will team with Senator Dole as National Co-Chairman of the World War II Memorial Campaign.
1998
Apr 7 - ABMC approves the recommendation of its Site and Design Committee that St. Florian?s revised design concept be forwarded to the CFA, the NCPC and the District of Columbia?s Historic Preservation Office for their action.
May 21 - In a public hearing, the CFA approves the revised design concept.
Jul 9 - In a public hearing, the NCPC approves the revised design concept.
1999
Apr 21 - ABMC approves the recommendation of its Site and Design Committee that St. Florian?s preliminary design be forwarded to the CFA and NCPC for their action.
May 20 - In a public hearing, the CFA approves the memorial?s preliminary design.
Jun 3 - In a public hearing, the NCPC approves the memorial's preliminary design.
2000
Jul 20 - In a public hearing, the CFA approves the memorial?s final architectural design.
Sep 21 - In a public hearing, the NCPC approves the memorial?s final architectural design.
Nov 11 - A groundbreaking ceremony attended by 15,000 people is held at the memorial?s Rainbow Pool site.
Nov 16 - In a public hearing, the CFA approves several ancillary elements of the memorial: an information pavilion, a comfort station, an access road and a contemplative area.
Dec 14 - In a public hearing, the NCPC approves several ancillary elements of the memorial: an information pavilion, a comfort station, an access road and a contemplative area.
2001
Jan 23 - Construction permit issued by the National Park Service.
Mar 9 - Construction, which was to begin in March, is delayed indefinitely pending resolution of a lawsuit filed by a small opposition group in Washington, D.C., and a procedural issue involving the National Capital Planning Commission (NCPC), one of the agencies required by law to approve the memorial.
May 21-22 - The House and Senate pass legislation directing that the memorial be constructed expeditiously at the dedicated Rainbow Pool site on the National Mall in a manner consistent with previous approvals and permits. President Bush signed the legislation into law (Public Law 107-11) on Memorial Day, May 28th.
Jun 7 - The General Services Administration, acting as agent for the American Battle Monuments Commission, awards a $56 million construction contract to the joint venture of Tompkins Builders and Grunley-Walsh Construction.
Jun 21 - In a public hearing, the CFA approves the granite selections for the memorial.
Jul 3 - In a public hearing, the NCPC approves the granite selections for the memorial.
Aug 27 - Tompkins/Grunley-Walsh begin site preparation work at the memorial's Rainbow Pool site on the National Mall. Construction begins one week later.
2002
Mar 21 - In a public hearing, the CFA approves designs for flagpoles and announcement piers at the ceremonial entrance, and artistic enhancements to the field of gold stars. A proposed announcement stone design was not approved.
Apr 4 - In a public hearing, the NCPC approves designs for flagpoles and announcement piers at the ceremonial entrance and an announcement stone at the east memorial plaza, and artistic enhancements to the field of gold stars.
Jul 18 - In a public hearing, the CFA approves concepts for 24 bas-relief sculpture panels, and requests that the announcement stone be designed for the ceremonial entrance of the memorial rather than the proposed location on the plaza.
Oct 17 ? In a public hearing, the CFA approves the redesigned announcement stone at the ceremonial entrance, and endorses the thematic content of proposed inscriptions but recommends minor adjustments in their presentation.
Nov 21 - In a public hearing, the CFA approves inscriptions for the memorial.
2003
Apr 22 - In a public hearing, the CFA approves inscriptions for the memorial.
2004
Apr 29 - The National World War II Memorial opens to the public.
May 29 - The National World War II Memorial is formally dedicated in a ceremony that draws 150,000 people.
Nov 1 - The memorial becomes part of the National Park System when it is transferred from the American Battle Monuments Commission to the National Park Service, which assumes responsibility for its operations and maintenance.
National World War II Memorial Inscriptions
The following inscriptions are inscribed in the National World War II Memorial on the Mall in Washington, D.C. The inscriptions are presented by location.
Announcement Stone
HERE IN THE PRESENCE OF WASHINGTON AND LINCOLN,
ONE THE EIGHTEENTH CENTURY FATHER AND THE OTHER THE
NINETEENTH CENTURY PRESERVER OF OUR NATION, WE HONOR
THOSE TWENTIETH CENTURY AMERICANS WHO TOOK UP THE STRUGGLE
DURING THE SECOND WORLD WAR AND MADE THE SACRIFICES TO
PERPETUATE THE GIFT OUR FOREFATHERS ENTRUSTED TO US:
A NATION CONCEIVED IN LIBERTY AND JUSTICE.
Flagpoles
AMERICANS CAME TO LIBERATE, NOT TO CONQUER,
TO RESTORE FREEDOM AND TO END TYRANNY
Eastern Corners
PEARL HARBOR
DECEMBER 7, 1941, A DATE WHICH WILL LIVE IN INFAMY?NO
MATTER HOW LONG IT MAY TAKE US TO OVERCOME THIS
PREMEDITATED INVASION, THE AMERICAN PEOPLE, IN THEIR
RIGHTEOUS MIGHT, WILL WIN THROUGH TO ABSOLUTE VICTORY.
President Franklin D. Roosevelt
THEY HAVE GIVEN THEIR SONS TO THE MILITARY SERVICES. THEY
HAVE STOKED THE FURNACES AND HURRIED THE FACTORY WHEELS.
THEY HAVE MADE THE PLANES AND WELDED THE TANKS,
RIVETED THE SHIPS AND ROLLED THE SHELLS.
President Franklin D. Roosevelt
WOMEN WHO STEPPED UP WERE MEASURED AS CITIZENS OF THE NATION,
NOT AS WOMEN?THIS WAS A PEOPLE?S WAR, AND EVERYONE WAS IN IT.
Colonel Oveta Culp Hobby
THEY FOUGHT TOGETHER AS BROTHERS-IN-ARMS.
THEY DIED TOGETHER AND NOW THEY SLEEP SIDE BY SIDE.
TO THEM WE HAVE A SOLEMN OBLIGATION.
Admiral Chester W. Nimitz
Southern Walls
BATTLE OF MIDWAY JUNE 4-7, 1942
THEY HAD NO RIGHT TO WIN. YET THEY DID, AND IN DOING SO THEY CHANGED
THE COURSE OF A WAR?EVEN AGAINST THE GREATEST OF ODDS, THERE IS
SOMETHING IN THE HUMAN SPIRIT ? A MAGIC BLEND OF SKILL, FAITH AND
VALOR ? THAT CAN LIFT MEN FROM CERTAIN DEFEAT TO INCREDIBLE VICTORY.
Walter Lord, Author
THE WAR?S END
TODAY THE GUNS ARE SILENT. A GREAT TRAGEDY HAS ENDED. A GREAT
VICTORY HAS BEEN WON. THE SKIES NO LONGER RAIN DEATH ? THE SEAS
BEAR ONLY COMMERCE ? MEN EVERYWHERE WALK UPRIGHT IN THE
SUNLIGHT. THE ENTIRE WORLD IS QUIETLY AT PEACE.
General Douglas MacArthur
Northern Walls
WE ARE DETERMINED THAT BEFORE THE SUN SETS ON THIS TERRIBLE STRUGGLE
OUR FLAG WILL BE RECOGNIZED THROUGHOUT THE WORLD AS A SYMBOL OF
FREEDOM ON THE ONE HAND AND OF OVERWHELMING FORCE ON THE OTHER.
General George C. Marshall
D-DAY JUNE 6, 1944
YOU ARE ABOUT TO EMBARK UPON THE GREAT CRUSADE TOWARD
WHICH WE HAVE STRIVEN THESE MANY MONTHS. THE EYES OF
THE WORLD ARE UPON YOU?I HAVE FULL CONFIDENCE IN YOUR
COURAGE, DEVOTION TO DUTY AND SKILL IN BATTLE.
General Dwight D. Eisenhower
Western Corners
OUR DEBT TO THE HEROIC MEN AND VALIANT WOMEN IN THE SERVICE
OF OUR COUNTRY CAN NEVER BE REPAID. THEY HAVE EARNED OUR
UNDYING GRATITUDE. AMERICA WILL NEVER FORGET THEIR SACRIFICES.
President Harry S Truman
THE HEROISM OF OUR OWN TROOPS?WAS MATCHED BY THAT
OF THE ARMED FORCES OF THE NATIONS THAT FOUGHT BY OUR
SIDE?THEY ABSORBED THE BLOWS?AND THEY SHARED TO THE
FULL IN THE ULTIMATE DESTRUCTION OF THE ENEMY.
President Harry S Truman
Southern Fountain Copings
CHINA * BURMA * INDIA SOUTHWEST PACIFIC CENTRAL PACIFIC NORTH PACIFIC
PEARL HARBOR * WAKE ISLAND * BATAAN CORREGIDOR * CORAL SEA *
MIDWAY * GUADALCANAL * NEW GUINEA * BUNA * TARAWA *
KWAJALEIN * ATTU * SAIPAN TINIAN GUAM * PHILIPPINE SEA * PELELIU *
LEYTE GULF * LUZON * MANILA * IWO JIMA * OKINAWA * JAPAN
Northern Fountain Copings
NORTH AFRICA SOUTHERN EUROPE WESTERN EUROPE CENTRAL EUROPE
BATTLE OF THE ATLANTIC * MURMANSK RUN * TUNISIA *
SICILY SALERNO ANZIO ROME PO VALLEY * NORMANDY *
ST.LO * AIR WAR IN EUROPE * ALSACE * RHINELAND *
HUERTGEN FOREST * BATTLE OF THE BULGE *
REMAGEN BRIDGE * GERMANY
Southern and Northern Arches
1941 ? 1945 VICTORY ON LAND VICTORY AT SEA VICTORY IN THE AIR
Freedom Wall ? Field of Gold Stars
HERE WE MARK THE PRICE OF FREEDOM
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Matzos
Wed August 3, 2005 10:28pm
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TSR 2
The British Aircraft Corporation's TSR-2 was an ill-fated cold war project in the early 1960s to create what would, at that time, have been one of the most advanced aircraft in the world, with supercruise ability, and similar thrust and Mach 2+ performance to the Rockwell B-1A and significantly higher performance than the current Boeing IDS B-1B
Project cancellation
The American team behind the General Dynamics F-111 project had been pressing their case and newspaper reports had suggested that the RAF were considering it. In response to suggestions of cancellation, BAC employee's had held a protest march. The new Labour (and suposedly pro-worker) government, which had come into power in 1964, issued strong denials. In the budget speech of April 6, 1965, the cancellation in favour of the F-111 was announced. A week later the Chancellor defended the decision in a debate in the House of Commons, saying that the F-111 would prove to be cheaper.
The TSR-2 tooling and partially completed aircraft were scrapped. The two finished aircraft survived, though with substantial internal damage inflicted, and can be seen in the RAF Museum at Cosford, and the Imperial War Museum at Duxford. A number of unfinished airframes were hastily scrapped, with very few parts retained intact. The only airframe to ever fly, XR219, was taken to Shoeburyness and used for as a target to test the vulnerability of a modern airframe and systems to gunfire. The haste with which the project was scrapped has been the source of much argument and bitterness since - some feel it was done with vindictiveness to score political points, though others have suggested that it was simply to prevent the very high technology secrets falling into the wrong hands, as the cancellation came at a period of particular paranoia during the cold war. Instead of the TSR-2, the RAF decided it would buy the swing-wing American General Dynamics F-111 - however, the F-111 itself suffered such enormous cost escalation (exceeding that of the TSR-2 projection ) that the RAF eventually cancelled their order, procuring instead the F-4 Phantom II and the Blackburn Buccaneer, some of which were transferred from the Royal Navy. Ironically, this was the very same aircraft that the RAF chose to deride in order to get the TSR-2 the go-ahead. Fortunately, the Buccaneer proved very capable and was still in service into the early 1990s. The TSR-2 nonetheless remains a lingering 'what if?' of British aviation, as painful in Britain as the Avro Arrow in Canada
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David
Tue August 9, 2005 12:16pm
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USS Yorktown CV 5 30 Sep
USS Yorktown CV 5 30 Sep 1937 7 Jun 1942
Anchored in Hampton Roads, Virginia, 30 October 1937.
displacement: 19,800 tons
length: 809 feet
beam: 83 feet 1 inch
draft: 28 feet
speed: 32? knots
complement: 2,919 crew
armament: 8 five-inch guns, 22 .50-cal. machine guns
Aircraft: 81-85
class: Yorktown
The third Yorktown (CV-5) was laid down on 21 May 1934 at Newport News, Va., by the Newport News Shipbuilding and Drydock Co.; launched on 4 April 1936; sponsored by Mrs. Franklin D. Roosevelt; and commissioned at the Naval Operating Base (NOB), Norfolk, Va., on 30 September 1937, Capt. Ernest D. McWhorter in command.
After fitting out, the aircraft carrier trained in Hampton Roads and in the southern drill grounds off the Virginia Capes into January of 1938, conducting carrier qualifications for her newly embarked air group.
Yorktown sailed for the Caribbean on 8 January 1938 and arrived at Culebra, Puerto Rico, on 13 January. Over the ensuing month, the carrier conducted her shakedown, touching at Charlotte Amalie, St. Thomas, Virgin Islands; Gonaives, Haiti; Guantanamo Bay, Cuba, and Cristobal, Panama Canal Zone. Departing Colon Bay, Cristobal, on 1 March, Yorktown sailed for Hampton Roads and arrived there on the 6th and shifted to the Norfolk Navy Yard the next day for post-shakedown availability. After undergoing repairs through the early autumn of 1938, Yorktown shifted from the Navy Yard to NOB Norfolk on 17 October and soon headed for the Southern Drill Grounds for training.
Yorktown operated off the eastern seaboard, ranging from Chesapeake Bay to Guantanamo Bay, into 1939. As flagship for Carrier Division (CarDiv) 2, she participated in her first war game ? Fleet Problem XX ? along with her sistership USS Enterprise (CV-6) in February 1939. The scenario for the exercise called for one fleet to control the sea lanes in the Caribbean against the incursion of a foreign European power while maintaining sufficient naval strength to protect vital American interests in the Pacific. The maneuvers were witnessed, in part, by President Roosevelt, embarked in the heavy cruiser USS Houston (CA-30).
The critique of the operation revealed that carrier operations ? a part of the scenarios for the annual exercises since the entry of USS Langley (CV-1) into the war games in 1925 ? had achieved a new peak of efficiency. Despite the inexperience of Yorktown and Enterprise ? comparative newcomers to the Fleet ? both carriers made significant contributions to the success of the problem. The planners had studied the employment of carriers and their embarked air groups in connection with convoy escort, antisubmarine defense, and various attack measures against surface ships and shore installations. In short, they worked to develop the tactics that would be used when war actually came.
Following Fleet Problem XX, Yorktown returned briefly to Hampton Roads before sailing for the Pacific on 20 April. Transiting the Panama Canal a week later, Yorktown soon commenced a regular routine of operations with the Pacific Fleet. Operating out of San Diego into 1940, the carrier participated in Fleet Problem XXI that April.
Fleet Problem XXI ? a two-part exercise ? included some of the operations that would characterize future warfare in the Pacific. The first part of the exercise was devoted to training in making plans and estimates; in screening and scouting; in coordination of combatant units; and in employing fleet and standard dispositions. The second phase included training in convoy protection, the seizure of advanced bases, and, ultimately, the decisive engagement between the opposing fleets. The last pre-war exercise of its type, Fleet Problem XXI, contained two exercises (comparatively minor at the time) where air operations played a major role. Fleet Joint Air Exercise 114A prophetically pointed out the need to coordinate Army and Navy defense plans for the Hawaiian Islands, and Fleet Exercise 114 proved that aircraft could be used for high altitude tracking of surface forces ? a significant role for planes that would be fully realized in the war to come.
With the retention of the Fleet in Hawaiian waters after the conclusion of Fleet Problem XXI, Yorktown operated in the Pacific off the west coast of the United States and in Hawaiian waters until the following spring, when the success of German U-boats preying upon British shipping in the Atlantic required a shift of American naval strength. Thus, to reinforce the Atlantic Fleet, the Navy transferred a substantial force from the Pacific including Yorktown, a battleship division, and accompanying cruisers and destroyers.
Yorktown departed Pearl Harbor on 20 April 1941 in company with USS Warrington (DD-383), USS Somers (DD-381), and USS Jouett (DD-396); headed southeast, transited the Panama Canal on the night of 6 and 7 May, and arrived at Bermuda on the 12th. From that time to the entry of the United States into the war, Yorktown conducted four patrols in the Atlantic, ranging from Newfoundland to Bermuda and logging 17,642 miles steamed while enforcing American neutrality.
Although Adolph Hitler had forbidden his submarines to attack American ships, the men who manned the American naval vessels were not aware of this policy and operated on a wartime footing in the Atlantic.
On 28 October, while Yorktown, the battleship USS New Mexico (BB 40), and other American warships were screening a convoy, a destroyer picked up a submarine contact and dropped depth charges while the convoy itself made an emergency starboard turn, the first of the convoy's three emergency changes of course. Late that afternoon, engine repairs to one of the ships in the convoy, Empire Pintail, reduced the convoy's speed to 11 knots.
During the night, the American ships intercepted strong German radio signals, indicating submarines probably in the vicinity reporting the group. Rear Admiral H. Kent Hewitt, commanding the escort force sent a destroyer to sweep astern of the convoy to destroy the U-boat or at least to drive him under.
The next day, while cruiser scout-planes patrolled overhead, Yorktown and USS Savannah (CL-42) fueled their escorting destroyers, finishing the task just at dusk. On October 30, 1941, Yorktown was preparing to fuel three destroyers when other escorts made sound contacts. The convoy subsequently made 10 emergency turns while USS Morris (DD-417) and USS Anderson (DD-411) dropped depth charges, and USS Hughes (DD-410) assisted in developing the contact. Anderson later made two more depth charge attacks, noticing "considerable oil with slick spreading but no wreckage."
The short-of-war period was becoming more like the real thing as each day went on. Elsewhere on 30 October and more than a month before Japanese planes attacked Pearl Harbor, U-562 torpedoed the destroyer USS Reuben James (DD-245), sinking her with a heavy loss of life-the first loss of an American warship in World War II.
After another Neutrality Patrol stint in November, Yorktown put into Norfolk on 2 December and was there five days later when American fighting men in Hawaii were rudely awakened to find their country at war.
The early news from the Pacific was bleak: the Pacific Fleet had taken a beating. With the battle line crippled, the unhurt American carriers assumed great importance. There were, on 7 December, only three in the Pacific. USS Enterprise, USS Lexington (CV-2), and USS Saratoga (CV-3). While USS Ranger (CV-4), USS Wasp (CV-7), and the recently commissioned USS Hornet (CV-8) remained in the Atlantic, Yorktown departed Norfolk on 16 December 1941 and sailed for the Pacific, her secondary gun galleries studded with new 20-millimeter Oerlikon machine guns. She reached San Diego, Calif., on 30 December 1941 and soon became flagship for Rear Admiral Frank Jack Fletcher's newly formed Task Force (TF) 17.
The carrier's first mission in her new theater was to escort a convoy carrying Marine reinforcements to American Samoa. Departing San Diego on 6 January 1942, Yorktown and her consorts covered the movement of marines to Tutuila and Pago Pago to augment the garrison already there.
Having safely covered that troop movement, Yorktown , in company with sistership Enterprise, departed Samoan waters on 25 January. Six days later, TF 8 built around Enterprise, and TF 17, built around Yorktown , parted company. The former headed for the Marshall Islands, the latter for the Gilberts ? each bound to take part in the first American offensive of the war, the Marshalls-Gilberts raids.
At 0517, Yorktown ? screened by USS Louisville (CA-28) and USS St. Louis (CL-49) and four destroyers ? launched 11 torpedo planes (Douglas TBD-1 Devastators) and 17 scout bombers (Douglas SBD-3 Dauntlesses) under the command of Comdr. Curtis W. Smiley. Those planes hit what Japanese shore installations and shipping they could find at Jaluit, but adverse weather conditions hampered the mission in which six planes were lost. Other Yorktown planes attacked Japanese installations and ships at Makin and Mili Atolls.
The attack by TF 17 on the Gilberts had apparently been a complete surprise since the American force encountered no enemy surface ships. A single, four-engined, Kawanishi E7K Mavis, patrol-bomber seaplane attempted to attack American destroyers that had been sent astern in hope of recovering planes over-due from the Jaluit mission. Antiaircraft fire from the destroyers drove off the intruder before he could cause any damage.
Later, another Mavis ? or possibly the same one that had attacked the destroyers ? came out of low clouds 15,000 yards from Yorktown . The carrier withheld her antiaircraft fire in order not to interfere with the combat air patrol (CAP) fighters. Presently, the Mavis, pursued by two Wildcats, disappeared behind a cloud. Within five minutes, the enemy patrol plane fell out of the clouds and crashed in the water.
Although TF 17 was slated to make a second attack on Jaluit, it was canceled because of heavy rainstorms and the approach of darkness. Therefore, the Yorktown force retired from the area.
Admiral Chester W. Nimitz later called the Marshalls-Gilberts raids "well conceived, well planned, and brilliantly executed." The results obtained by TFs 8 and 17 were noteworthy Nimitz continued in his subsequent report, because the task forces had been obliged to make their attacks somewhat blindly, due to lack of hard intelligence data on the Japanese-mandated islands.
Yorktown subsequently returned to Pearl Harbor and replenished there before she put to sea on 14 February, bound for the Coral Sea. On 6 March 1942, she rendezvoused with TF 11 ? formed around Lexington and under the command of Rear Admiral Wilson Brown ? and headed towards Rabaul and Gasmata to attack Japanese shipping there in an effort to check the Japanese advance and to cover the landing of Allied troops at Noumea, New Caledonia. However, as the two flattops ? screened by a powerful force of eight heavy cruisers (including the Australian HMAS Australia) and 14 destroyers ? steamed toward New Guinea, the Japanese continued their advance toward Australia with a landing on 7 March at the Huon Gulf, in the Salamana-Lae area on the eastern end of New Guinea.
Word of the Japanese operation prompted Admiral Brown to change the objective of TF 11's strike from Rabaul to the Salamana-Lae sector. On the morning of 10 March 1942, American carriers launched aircraft from the Gulf of Papua. Lexington flew off her air group commencing at 0749 and, 21 minutes later, Yorktown followed suit. While the choice of the gulf as the launch point for the strike meant that the planes would have to fly some 125 miles across the Owen Stanley mountains ? a range not known for the best flying conditions ? that approach provided security for the task force and ensured surprise.
In the attacks that followed, Lexington's SBD's from Scouting Squadron (VS) 2 commenced dive-bombing Japanese ships at Lae at 0922. The carrier's Torpedo Squadron (VT) 2 and Bombing Squadron (VB) 2 attacked shipping at Salamaua at 0938. Her fighters from Fighter Squadron (VF) 2 split up into four-plane attack groups: one strafed Lae and the other, Salamaua. Yorktown 's planes followed on the heels of those from "Lady Lex." VB-5 and VT-5 attacked Japanese ships in the Salamaua area at 0950, while VS-5 went after auxiliaries moored close in shore at Lae. The fighters of VF-42 flew over Salamana on CAP until they determined that there was no air opposition and then strafed surface objectives and small boats in the harbor. After carrying out their missions, the American planes returned to their carriers, and 103 planes of the 104 launched were back safely on board by noon. One SB3-2 of VS-2 had been downed by Japanese antiaircraft fire. The raid on Salamana and Lae was the first attack by many pilots of both carriers; and, while the resultant torpedo and bombing accuracy was inferior to that achieved in later actions, the operation gave the fliers invaluable experience which enabled them to do so well in the Battle of the Coral Sea and the Battle of Midway.
Task Force 11 retired at 20 knots on a southeasterly course until dark, when the ships steered eastward at 15 knots and made rendezvous with Task Group (TG) 11.7 (four heavy cruisers and four destroyers) under Rear Admiral John G. Crace, Royal Navy-the group that had provided cover for the carriers on their approach to New Guinea. Yorktown resumed her patrols in the Coral Sea area, remaining at sea into April, out of reach of Japanese land-based aircraft and ready to carry out offensive operations whenever the opportunity presented itself. After the Lae-Salamaua raid, the situation in the South Pacific seemed temporarily stabilized, and Yorktown and her consorts in TF 17 put in to the undeveloped harbor at Tongatabu, in the Tonga Islands, for needed upkeep, having been at sea continuously since departing from Pearl Harbor on 14 February 1942.
However, the enemy was soon on the move. To Admiral Nimitz, there seemed to be "excellent indications that the Japanese intended to make a seaborne attack on Port Moresby the first week in May." Yorktown accordingly departed Tongatabu on 27 April, bound once more for the Coral Sea. TF 11 ? commanded by Rear Admiral Aubrey W. Fitch, who had relieved Brown in Lexington ? departed Pearl Harbor to join Fletcher's TF 17 and arrived in the vicinity of Yorktown 's group, southwest of the New Hebrides Islands, on 1 May 1942.
At 1517 the next afternoon, two Dauntlesses from VS-5 sighted a Japanese submarine, running on the surface. Three Devastators took off from Yorktown sped to the scene, and carried out an attack that only succeeded in driving the submarine under.
On the morning of May 3, TF 11 and TF 17 were some 100 miles apart, engaged in fueling operations. Shortly before midnight, Fletcher received word from Australian-based aircraft that Japanese transports were disembarking troops and equipment at Tulagi in the Solomon Islands. Arriving soon after the Australians had evacuated the place, the Japanese landed to commence construction of a seaplane base there to support their southward thrust.
Yorktown accordingly set course northward at 27 knots. By daybreak on 4 May, she was within striking distance of the newly established Japanese beachhead and launched her first strike at 0701-18 F4F-3s of VF-42, 12 TBDs of VT-5, and 28 SBDs from VS and BY-5. Yorktown 's air group made three consecutive attacks on enemy ships and shore installations at Tulagi and Gavutu on the south coast of Florida Island in the Solomons. Expending 22 torpedoes and 76 1,000-pound bombs in the three attacks, Yorktown 's planes sank a destroyer (Kikuzuki), three minecraft, and four barges. In addition, Air Group 5 destroyed five enemy seaplanes, all at the cost of two F4Fs lost (the pilots were recovered) and one TBD (whose crew was lost).
Meanwhile, that same day, TF 44, a cruiser-destroyer force under Rear Admiral Crace (RN), joined Lexington's TF 11, thus completing the composition of the Allied force on the eve of the crucial Battle of the Coral Sea.
Elsewhere, to the northward, the enemy was on his way. Eleven troop-laden transports ? escorted by destroyers and covered by the light carrier Shoho, four heavy cruisers, and a destroyer ? steamed toward Port Moresby. In addition, another Japanese task force ? formed around the two Pearl Harbor veterans, carriers Shokaku and Zuikaku, and screened by two heavy cruisers and six destroyers ? provided additional air cover.
On the morning of May 6, 1942, , Fletcher gathered all Allied forces under his tactical command as TF 17. At daybreak on the 7th, he dispatched Crace, with the cruisers and destroyers under his command, toward the Louisiade archipelago to intercept any enemy attempt to move toward Port Moresby.
Meanwhile, while Fletcher moved northward with his two flattops and their screens in search of the enemy, Japanese search planes located the oiler USS Neosho (AO-23) and her escort, USS Sims (DD-409) and identified the former as a "carrier." Two waves of Japanese planes ? first high level bombers and then dive bombers ? attacked the two ships. Sims ? her antiaircraft battery crippled by gun failures ? took three direct hits and sank quickly with a heavy loss of life. Neosho was more fortunate in that, even after seven direct hits and eight near-misses, she remained afloat until, on the 11th, her survivors were picked up by USS Henley (DD-391) and her hulk sunk by the rescuing destroyer.
In their tribulation, Neosho and Sims had performed a valuable service, drawing off the planes that might otherwise have hit Fletcher's carriers. Meanwhile, Yorktown and Lexington's planes found Shoho and punished that Japanese light carrier unmercifully, sending her to the bottom. One of Lexington's pilots reported this victory with the radio message, "Scratch one flattop."
That afternoon, Shokaku and Zuikaku ? still unlocated by Fletcher's forces ? launched 27 bombers and torpedo planes to search for the American ships. Their flight proved uneventful until they ran into fighters from Yorktown and Lexington, who proceeded to down nine enemy planes in the ensuing dogfight.
Near twilight, three Japanese planes incredibly mistook Yorktown for their own carrier and attempted to land. The ship's gunfire, though, drove them off; and the enemy planes crossed Yorktown's bow and turned away out of range. Twenty minutes later, when three more enemy pilots made the mistake of trying to get into Yorktown's landing circle, the carrier's gunners splashed one of the trio.
However, the Battle of the Coral Sea was far from over. The next morning, 8 May, a Lexington search plane spotted Admiral Takagi's carrier striking force ? including Zuikaku and Shokaku, the flattops that had proved so elusive the day before. Yorktown planes scored two bomb hits on Shokaku, damaging her flight deck and thus preventing her from launching aircraft; in addition, the bombs set off explosions in gasoline storage tanks and destroyed an engine repair workshop. Lexington's Dauntlesses added another hit. Between the two American air groups, the hits scored killed 108 Japanese sailors and wounded 40 more.
While the American planes were bedeviling the Japanese flattops, however, Yorktown and Lexington ? -alerted by an intercepted message which indicated that the Japanese knew of their whereabouts ? were preparing to fight off a retaliatory strike. Sure enough, shortly after 1100, that attack came.
American CAP Wildcats slashed into the Japanese formations, downing 17 planes. Some, though, managed to slip through the fighters and the Kates that did so managed to launch torpedoes from both sides of Lexington's bows. Two "fish", tore into "Lady Lex" on the port side; dive bombers ? Vals ? added to the destruction with three bomb hits. Lexington developed a list with three partially-flooded engineering spaces. Several fires raged belowdecks, and the carrier's elevators were out of commission.
Meanwhile Yorktown was having problems of her own. Skillfully maneuvered by Capt. Elliott Buckmaster, her commanding officer, the carrier dodged eight torpedoes. Attacked then by Vals, the ship managed to evade all but one bomb. That one, however, penetrated the flight deck and exploded belowdecks, killing or seriously injuring 66 men.
Yorktown 's damage control parties brought the fires under control, and, despite her wounds, the ship was still able to continue her flight operations. The air battle itself ended shortly before noon on May 8, 1942; and within an hour, "Lady Lex" was on an even keel, although slightly down by the bow. Her damage control parties had already extinguished three out of the four fires below. In addition, she was making 25 knots and was recovering her air group.
At 1247, however, disaster struck Lexington, when a heavy explosion, caused by the ignition of gasoline vapors, rocked the ship. The flames raced through the ship, and further internal explosions tore the ship apart inside. Lexington battled for survival; but, despite the valiant efforts of her crew, she had to be abandoned. Capt. Frederick C. Sherman sadly ordered "abandon ship" at 1707. Her men went over the side in an orderly fashion and were picked up by the cruisers and destroyers of the carrier's screen. Torpedoes fired by USS Phelps (DD-361) hastened the end of "Lady Lex."
As Yorktown and her consorts retired from Coral Sea to lick their wounds, the situation in the Pacific stood altered. The Japanese had won a tactical victory, inflicting comparatively heavy losses on the Allied force, but the Allies, in stemming the tide of Japan's conquests in the South and Southwest Pacific, had achieved a strategic victory. They had blunted the drive toward strategic Port Moresby and had saved the tenuous lifeline between America and Australia.
Yorktown had not achieved her part in the victory without cost, but had suffered enough damage to cause experts to estimate that at least three months in a yard would be required to put her back in fighting trim. Unfortunately, there was little time for repairs, because Allied intelligence-most notably the cryptographic unit at Pearl Harbor ? had gained enough information from decoded Japanese naval messages to estimate that the Japanese were on the threshold of a major operation aimed at the northwestern tip of the Hawaiian chain ? two islets in a low coral atoll known as Midway.
Thus armed with this intelligence, Admiral Nimitz began methodically planning Midway's defense, rushing all possible reinforcement in the way of men, planes and guns to Midway. In addition, he began gathering his naval forces-comparatively meager as they were-to meet the enemy at sea. As part of those preparations, he recalled TF 16, Enterprise and Hornet (CV-8), to Pearl Harbor for a quick replenishment.
Yorktown, too, received orders to return to Hawaii; and she arrived at Pearl Harbor on 27 May 1942. Miraculously, yard workers there ? laboring around the clock ? made enough repairs to enable the ship to put to sea. Her air group ? for the most part experienced but weary ? was augmented by planes and flyers from Saratoga (CV-3) which was then headed for Hawaiian waters after her modernization on the west coast. Ready for battle, Yorktown sailed as the central ship of TF 17 on 30 May.
Northeast of Midway, Yorktown, flying Rear Admiral Fletcher's flag, rendezvoused with TF 16 under Rear Admiral Raymond A. Spruance and maintained a position 10 miles to the northward of the latter. Over the days that ensued, as the ships proceeded toward a date with destiny, few men realized that within the next few days the pivotal battle of the war in the Pacific would be fought. Patrols, both from Midway itself and from the carriers, proceeded apace during those days in early June. On the morning of the June 4, 1942, as dawn began to streak the eastern sky, Yorktown launched a 10-plane group of Dauntlesses from VB-5 which searched a northern semicircle for a distance of 100 miles out but found nothing.
Meanwhile, PBYs flying from Midway had sighted the approaching Japanese and broadcast what turned out to be the alarm for the American forces defending the key atoll. Admiral Fletcher, in tactical command, ordered Admiral Spruance, with TF 16, to locate the enemy carrier force and strike them as soon as they were found.
Yorktown's search group returned at 0830 June 4, 1942, landing soon after the last of the six-plane CAP had left the deck. When the last of the Dauntlesses had landed, a flight deck ballet took place in which the deck was spotted for the launch of the ship's attack group ? 17 Dauntlesses from VB-3; 12 Devastators from VT-3, and six Wildcats from "Fighting Three." Enterprise and Hornet, meanwhile, launched their attack groups.
The torpedo planes from the three American flattops located the Japanese carrier striking force but met disaster. Of the 41 planes from VT-8, VT-6, and VT-3, only six returned to Enterprise and Yorktown, collectively. None made it back to Hornet.
The destruction of the torpedo planes, however, had served a purpose. The Japanese CAP had broken off their high-altitude cover for their carriers and had concentrated on the Devastators, flying low "on the deck." The skies above were thus left open for Dauntlesses arriving from Yorktown and Enterprise. Virtually unopposed, the SBDs dove to the attack. The results were spectacular.
Yorktown's dive-bombers pummeled Soryu, making three lethal hits with 1,000-pound bombs that turned the ship into a flaming inferno. Enterprise's planes, meanwhile, hit Akagi and Kaga, turning them, too into wrecks within a very short time. The bombs from the Dauntlesses caught all of the Japanese carriers in the midst of refueling and rearming operations, and the combination of bombs and gasoline proved explosive and disastrous to the Japanese.
Three Japanese carriers had been lost. A fourth however, still roamed at large, Hiryu. Separated from her sisters, that ship had launched a striking force of 18 Vals that soon located Yorktown .
As soon as the attackers had been picked up on Yorktown's radar at about 1329, she discontinued the fueling of her CAP fighters on deck and swiftly cleared for action. Her returning dive bombers were moved from the landing circle to open the area for antiaircraft fire. The Dauntlesses were ordered aloft to form a CAP. An auxiliary gasoline tank ? of 800 gallons capacity ? was pushed over the carrier's fantail, eliminating one fire hazard. The crew drained fuel lines and closed and secured all compartments.
All of Yorktown's fighters were vectored out to intercept the oncoming Japanese aircraft, and did so some 15 to 20 miles out. The Wildcats attacked vigorously, breaking up what appeared to be an organized attack by some 18 Vals and 18 Zeroes. "Planes were flying in every direction," wrote Capt. Buckmaster after the action, "and many were falling in flames."
Yorktownand her escorts went to full speed and, as the Japanese raiders attacked, began maneuvering radically. Intense antiaircraft fire greeted the Vals and Kates as they approached their release points.
Despite the barrage, though, three Vals scored hits. Two of them were shot down soon after releasing their bomb loads; the third went out of control just as his bomb left the rack. It tumbled in flight and hit just abaft number two elevator on the starboard side, exploding on contact and blasting a hole about 10 feet square in the flight deck. Splinters from the exploding bomb decimated the crews of the two 1.1-inch gun mounts aft of the island and on the flight deck below. Fragments piercing the flight deck hit three planes on the hangar deck, starting fires. One of the aircraft, a Yorktown Dauntless, was fully fueled and carrying a 1,000-pound bomb. Prompt action by Lt. A. C. Emerson, the hangar deck officer, prevented a serious conflagration by releasing the sprinkler system and quickly extinguishing the fire.
The second bomb to hit the ship came from the port side, pierced the flight deck, and exploded in the lower part of the funnel. It ruptured the uptakes for three boilers, disabled two boilers themselves, and extinguished the fires in five boilers. Smoke and gases began filling the firerooms of six boilers. The men at number one boiler, however, remained at their post despite their danger and discomfort and kept its fire going, maintaining enough steam pressure to allow the auxiliary steam systems to function.
A third bomb hit the carrier from the starboard side pierced the side of number one elevator and explode on the fourth deck, starting a persistent fire in the rag storage space, adjacent to the forward gasoline stowage and the magazines. The prior precaution of smothering the gasoline system with CO2, undoubtedly prevented the gasoline's igniting.
While the ship recovered from the damage inflicted by the dive-bombing attack, her speed dropped to six knots; and then, at 1440, about 20 minutes after the bomb hit that had shut down most of the boilers, Yorktown slowed to a stop, dead in the water.
At about 1540, Yorktown prepared to get underway again; and, at 1550, the engine room force reported that they were ready to make 20 knots or better. The ship was not yet out of the fight.
Simultaneously, with the fires controlled sufficiently to warrant the resumption of fueling operations, Yorktown began fueling the gasoline tanks of the fighters then on deck. Fueling had just commenced when the ship's radar picked up an incoming air group at a distance of 33 miles away. While the ship prepared for battle ? again smothering gasoline systems and stopping the fueling of the planes on her flight deck ? she vectored four of the six fighters of the CAP in the air to intercept the incoming raiders. Of the 10 fighters on board, eight had as much as 23 gallons of fuel in their tanks. They accordingly were launched as the remaining pair of fighters of the CAP headed out to intercept the Japanese planes.
At 1600, Yorktown churned forward, making 20 knots. The fighters she had launched and vectored out to intercept had meanwhile made contact, Yorktown received reports that the planes were Kates. The Wildcats downed at least three of the attacking torpedo planes, but the rest began their approach in the teeth of a heavy antiaircraft barrage from the carrier and her escorts.
Yorktown maneuvered radically, avoiding at least two torpedoes before two "fish" tore into her port side within minutes of each other. The first hit at 1620. The carrier had been mortally wounded; she lost power and went dead in the water with a jammed rudder and an increasing list to port.
As the list progressed, Cmdr. C. E. Aldrich, the damage control officer, reported from central station that, without power, controlling the flooding looked impossible. The engineering officer, Lt. Cmdr. J. F. Delaney, soon reported that all fires were out; all power was lost; and. worse yet, it was impossible to correct the list. Faced with that situation, Capt. Buckmaster ordered Aldrich, Delaney, and their men to secure and lay up on deck to put on life jackets.
The list, meanwhile, continued to increase. When it reached 26 degrees, Buckmaster and Aldrich agreed that the ship's capsizing was only a matter of minutes. "In order to save as many of the ship's company as possible," the captain wrote later, he "ordered the ship to be abandoned."
Over the minutes that ensued, the crew left ship, lowering the wounded to life rafts and striking out for the nearby destroyers and cruisers to be picked up by boats from those ships. After the evacuation of all wounded, the executive officer, Cmdr. I. D. Wiltsie, left the ship down a line on the starboard side. Capt. Buckmaster, meanwhile, toured the ship for one last time, inspecting her to see if any men remained. After finding no "live personnel," Buckmaster lowered himself into the water by means of a line over the stern. By that point, water was lapping the port side of the hangar deck
Picked up by the destroyer USS Hammann (DD-412), Buckmaster was transferred to USS Astoria (CA-34) soon thereafter and reported to Rear Admiral Fletcher, who had shifted his flag to the heavy cruiser after the first dive-bombing attack. The two men agreed that a salvage party should attempt to save the ship since she had stubbornly remained afloat despite the heavy list and imminent danger of capsizing.
Interestingly enough, while the efforts to save Yorktownhad been proceeding apace, her planes were still in action, joining those from Enterprise in striking the last Japanese carrier ? Hiryu ? late that afternoon. Taking four direct hits, the Japanese flattop was soon helpless. She was abandoned by her crew and left to drift out of control and manned only by her dead. Yorktown had been avenged.
Yorktown, as it turned out, floated through the night; two men were still alive on board her ? one attracted attention by firing a machine gun that was heard by the sole attending destroyer, USS Hughes. The escort picked up the men, one of whom later died.
Meanwhile, Capt. Buckmaster had selected 29 officers and 141 men to return to the ship in an attempt to save her. Five destroyers formed an antisubmarine screen while the salvage party boarded the listing carrier, the fire in the rag storage still smoldering on the morning of June 6, 1942. USS Vireo (AT-144), summoned from Pearl and Hermes Reef, soon commenced towing the ship. Progress, though, was painfully slow.
Yorktown 's repair party went on board with a carefully predetermined plan of action to be carried out by men from each department-damage control, gunnery air engineering, navigation, communication, supply and medical. To assist in the work, Lt. Cmdr. Arnold E. True brought his ship, USS Hammann, alongside to starboard, aft, furnishing pumps and electric power.
By mid-afternoon, it looked as if the gamble to save the ship was paying off. The process of reducing topside weight was proceeding well ? one 5-inch gun had been dropped over the side, and a second was ready to be cast loose; planes had been pushed over the side; the submersible pumps (powered by electricity provided by Hammann) had pumped out considerable quantities of water from the engineering spaces. The efforts of the salvage crew had reduced the list about two degrees.
Unbeknownst to Yorktown and the six nearby destroyers the Japanese submarine I-158 had achieved a favorable firing position. Remarkably ? but perhaps understandable in light of the debris and wreckage in the water in the vicinity ? none of the destroyers picked up the approaching I-boat. Suddenly, at 1536, lookouts spotted a salvo of four torpedoes churning toward the ship from the starboard beam.
Hammann went to general quarters, a 20-millimeter gun going into action in an attempt to explode the "fish" in the water. One torpedo hit Hammann ? her screws churning the water beneath her fantail as she tried to get underway ? directly amidships and broke her back. The destroyer jackknifed and went down rapidly.
Two torpedoes struck Yorktown just below the turn of the bilge at the after end of the island structure. The fourth torpedo passed just astern of the carrier.
Approximately a minute after Hammann's stern disappeared beneath the waves, an explosion rumbled up from the depths ? possibly caused by the destroyer's depth charges going off. The blast killed many of Hammann's and a few of Yorktown's men who had been thrown into the water. The concussion battered the already-damaged carrier's hull and caused tremendous shocks that carried away Yorktown's auxiliary generator, sent numerous fixtures from the hangar deck overhead crashing to the deck below; sheared rivets in the starboard leg of the foremast; and threw men in every direction, causing broken bones and several minor injuries.
Prospects for immediate resumption of salvage work looked grim, since all destroyers immediately commenced searches for the enemy submarine (which escaped) and commenced rescuing men from Hammann and Yorktown. Capt. Buckmaster decided to postpone further attempts at salvage until the following day.
Vireo cut the towline and doubled back to Yorktown to pick up survivors, taking on board many men of the salvage crew while picking up men from the water. The little ship endured a terrific pounding from the larger ship but nevertheless stayed alongside to carry out her rescue mission. Later, while on board the tug, Capt. Buckmaster conducted a burial service, two officers and an enlisted man from Hammann were committed to the deep.
The second attempt at salvage, however, would never be made. Throughout the night of June 6, 1942, and into the morning of the 7th, Yorktown remained stubbornly afloat. By 0530 on the 7th, however, the men in the ships nearby noted that the carrier's list was rapidly increasing to port. Then, at 0701, on June 7, 1942, according to Capt. Buckmaster's official report, Yorktown "turned over on her port side and sank in 3,000 fathoms of water, her battle flags flying."
Yorktown (CV-5) earned three battle stars for her World War II service; two of them being for the significant part she had played in stopping Japanese expansion and turning the tide of the war at Coral Sea and at Midway.
But Yorktown's story does not end there. On May 19, 1998, noted underwater explorer Dr. Robert Ballard and his search and survey team on the National Geographic Battle of Midway expedition found Yorktown more than three miles deep in the Pacific. The expedition used the U.S. Navy's deep submergence support ship, Laney Chouest, and two underwater vehicles to locate and photograph the aircraft carrier on the ocean floor. One of the submerged vehicles was a Navy bottom-surveying robot called ATV (advanced tethered vehicle) which can see about 100 feet with video and still cameras. The carrier was found to be quite well preserved.
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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 12:31pm
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USS Intrepid CV 11 16 Aug
USS Intrepid CV 11 16 Aug 1943 15 Mar 1974
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, 68 40mm.guns
aircraft: 80+
class: Essex
The fourth Intrepid was launched 26 April 1943, by Newport News Shipbuilding & Dry Dock Co., Newport News, Va.; sponsored by Mrs. John Howard Hoover; and commissioned 16 August, Captain Thomas L. Sprague in command.
After training in the Caribbean Intrepid departed Norfolk 3 December 1943 for San Francisco, then to Hawaii. She arrived Pearl Harbor 10 January 1944 and prepared for the invasion of the Marshall Islands, the next objective in the Navy's mighty is land-hopping campaign. She sortied from Pearl Harbor with carriers USS Cabot (CVL 28) and USS Essex (CV 9) 16 January to raid islands at the northeastern corner of Kwajalein Atoll 29 January 1944 and pressed the attack until the last opposition had vanished 2 February. The raids destroyed all of the 83 Japanese planes based on Roi and Namur before the first landings were made on adjacent islets 31 January. That morning Intrepid's planes strafed Ennuebing Island until 10 minutes before the first Marines reached the beaches. Half an hour later that islet, which protected Roi's southwestern flank and controlled the North Pass into Kwajalein Lagoon, was secured, enabling Marines to set up artillery to support their assault on Roi.
Her work in the capture of the Marshall Islands finished, Intrepid headed for Truk, the tough Japanese base in the center of Micronesia. Three fast carrier groups arrived undetected daybreak of the 17th, sinking two destroyers and 200,000 ton s of merchant shipping in 2 days of almost continuous attacks. Moreover, the carrier raid demonstrated Truk's vulnerability and thereby greatly curtailed its usefulness to the Japanese as a base.
The night of 17 February 1944 an aerial torpedo struck Intrepid's starboard quarter, 15 feet below her waterline, flooding several compartments and jamming her rudder hard to port. By racing her port screw and idling her starboard engine, Captain Sprague kept her on course until two days later strong winds swung her back and forth and tended to weathercock her with her bow pointed toward Tokyo. Sprague later confessed: "Right then I wasn't interested in going in that direction." At this point the crew fashioned a jury-rig sail of hatch covers and scrap canvas which swung Intrepid about and held her on course. Decorated by her crazy-quilt sail, Intrepid stood into Pearl Harbor 24 February 1944.
After temporary repairs, Intrepid sailed for the West Coast 16 March and arrived Hunter's Point, Calif., the 22d. She was back in fighting trim a June and departed for two months of operations out of Pearl Harbor, then to the Marshalls.
Intrepid's planes struck Japanese positions in the Palaus 6 and 7 September 1944 concentrating on airfields and artillery emplacements on Peleliu. The next day her fast carrier task force steamed west toward the southern Philippines to strike airfields on Mindanao 9 and 10 September. Then, after raids on bases in the Visayan Sea 12 through 14 September, she returned to the Palaus 17 September to support Marines in overcoming fanatical opposition from hillside caves and mangrove swamps on Peleliu.
When the struggle on that deadly island settled down to rooting Japanese defenders out of the ground on a man to man basis, Intrepid steamed back to the Philippines to prepare the way for liberation. She struck throughout the Philippines, also pounding Okinawa and Formosa to neutralize Japanese air threats to Leyte.
As Intrepid's planes flew missions in support of the Leyte landings 20 October 1944, Japan's Navy, desperately striving to hold the Philippines, was converging on Leyte Gulf from three directions. Ships of the U.S. Navy parried thrusts in four ma jor actions collectively known as the Battle for Leyte Gulf.
The morning of 24 October, an Intrepid plane spotted Admiral Kurita's flagship, Yamato. Two hours later, planes from Intrepid and Cabot braved intense antiaircraft fire to begin a day-long attack on Center Force. Wave after wave followed until by sunset American carrier-based planes had sunk mighty battleship Musashi with her mammoth 18-inch guns and had damaged her sister ship Yamato along with battleships Nagato and Haruna and heavy cruiser Myoko forcing the latter to withdraw.
That night Admiral Halsey's 3d Fleet raced north to intercept Japan's Northern Force which had been spotted of the northeastern tip of Luzon. At daybreak the tireless fliers went aloft to attack the Japanese ships then off Cape Engano. One of Intrepid's planes got a bomb into light carrier Zuiho to begin the harvest. Then American bombers sank her sister ship Chitosi, and a plane from either Intrepid or USS San Jacinto (CVL 30) scored with a torpedo in large carrier Zuikaku knocking out her communications and hampering her steering. The Japanese destroyer Ayitsuki went to the bottom and at least 9 of Ozawa's 15 planes were shot down.
On through the day the attack continued and, after five more strikes, Japan had lost four carriers and a destroyer. The still potent Center Force, after pushing through San Bernardino Strait, had steamed south along the coast of Samar where it was held at bay by a little escort carrier group of six "baby flattops", three destroyers, and four destroyer escorts until help arrived to send it fleeing in defeat back towards Japan.
As Intrepid's planes hit Clark Field 30 October a burning kamikaze crashed into one of the carrier's port gun tubs killing 10 men and wounding 6. Soon skillful damage control work enabled the flattop to resume flight operations. Intrepid's planes continued to hit airfields and shipping in the Philippines.
Shortly after noon 25 November 1944, a heavy force of Japanese planes struck back at the carriers. Within five minutes two kamikazes crashed into the carrier killing 6 officers and 5 bluejackets. Intrepid never lost propulsion nor left her station in the task group; and. in less than two hours, had extinguished the last blaze. The next day, Intrepid headed for San Francisco, arriving 20 December for repairs.
Back in fighting trim in mid-February 1945, the carrier steamed for Ulithi, arriving 13 March. The next day she pushed on eastward for powerful strikes against airfields on Kyushu, Japan, 18 March. That morning a twin engine Betty broke through a curtain of defensive fire turned toward Intrepid and exploded only 50 feet off Intrepid's forward boat crane. A shower of flaming gasoline and plane parts started fires on the hangar deck, out damage control experts quickly snuffed them out.
Intrepid's planes joined attacks on remnants of the Japanese fleet anchored at Kure damaging 18 enemy naval vessels including super battleship Yamato and carrier Amagi. Then the carriers turned to Okinawa as D-Day of the most ambitious amphibious assault of the Pacific war approached. Their planes lashed the Ryukyus 26 and 27 March, softening up enemy defensive works. Then, as the invasion began 1 April 1945, they flew support missions against targets on Okinawa and made neutralizing raids against Japanese airfields in range of the embattled island.
During an air raid 16 April, a Japanese plane dove into Intrepid's flight deck forcing the engine and part of her fuselage right on through, killing eight men and wounding 21. In less than an hour the flaming gasoline had been extinguished, and only three hours after the crash, planes were again landing on the carrier.
The following day, Intrepid retired homeward via Ulithi and Pearl Harbor arriving San Francisco 19 May for repairs. Intrepid stood out of San Francisco 29 June 1945 and enlivened her westward voyage 6 August as her planes smashed Japanese on by-passed Wake Island. The next day she arrived Eniwetok where she received word 15 August to "cease offensive operations."
The veteran carrier got under way 21 August to support the occupation of Japan. She departed Yokosuka 2 December and arrived San Pedro, Calif., 15 December 1945.
Intrepid shifted to San Francisco Bay 4 February 1948. Her status was reduced to "in commission in reserve" 15 August before decommissioning 22 March 1947 and joining the Pacific Reserve Fleet.
Intrepid recommissioned at San Francisco 9 February 1952 and got underway 12 March for Norfolk. She decommissioned in the Norfolk Naval Shipyard 9 April 1952 for conversion to a modern attack aircraft carrier. Reclassified CVA-11 1 October, she recommissioned in reserve 18 June 1954. She became the first carrier in history to launch aircraft with American-built steam catapults 13 October 1954. Two days later she went into full commission as a unit of the Atlantic Fleet.
After shakedown out of Guantanamo Bay, Intrepid departed Mayport, Fla., 28 May 1955 for the first of two deployments in the Mediterranean with the 6th Fleet, mainstay in preventing Communist aggression in Europe and the Middle East. She returned to Norfolk from the second of these cruises 5 September 195. The carrier got under way 29 September for a seven-month modernization overhaul in the New York Navy Yard, followed by refresher training out of Guantanamo Bay.
Boasting a reinforced angle flight deck and a mirror landing system, Intrepid departed the United States in September 1957 for NATO's Operation Strikeback, the largest peacetime naval exercise up to that time in history.
Operating out of Norfolk in December she conducted Operation Crosswind, a study of the effects of wind on carrier launches. Intrepid proved that carriers can safely conduct flight operations without turning into the wind and even launch planes while steaming downwind.
During the next four years Intrepid alternated Mediterranean deployments with operations along the Atlantic coast of the United States and exercises in the Caribbean. On 8 December 1961 she was reclassified to an antisubmarine warfare support carrier, CVS-11. She entered the Norfolk Navy Yard 10 March 1962 to be overhauled and refitted for her new antisubmarine warfare role. She left the shipyard 2 April 1962, carrying Air Antisubmarine Group 56.
After training exercises, Intrepid was selected as the principal ship in the recovery team for Astronaut Scott Carpenter and his Project Mercury space capsule. Shortly before noon on 24 May 1962, Carpenter splashed down in Aurora 7 several hundred miles from Intrepid. Minutes after he was located by land-based search aircraft, two helicopters from Intrepid, carrying NASA officials, medical experts, Navy frogmen, and photographers, were airborne and headed to the rescue. One of the choppers picked Carpenter up over an hour later and flew him to the carrier which safely returned him to the United States.
After training midshipmen at sea in the summer and a thorough overhaul at Norfolk in the fall, the carrier departed Hampton Roads 23 January 1963 for warfare exercises in the Caribbean. Late in February she interrupted these operations to join a sea hunt for Venezuelan freighter, Anzo?tegui whose mutinous second mate had led a group of pro-Castro terrorists in hijacking the vessel. After the Communist pirates had surrendered at Rio de Janeiro, the carrier returned to Norfolk 23 March 1963.
Intrepid operated along the Atlantic Coast for the next year from Nova Scotia to the Caribbean perfecting her antisubmarine techniques. She departed Norfolk 11 June 1964 carrying midshipmen to the Mediterranean for a hunter-killer at sea trai ning with the 6th Fleet. While in the Mediterranean, Intrepid aided in the surveillance of a Soviet task group. En route home her crew learned that she had won the coveted Battle Efficiency "E" for antisubmarine warfare during the previous fiscal year.
Intrepid operated along the east coast during the fall. Early in September she entertained 22 NATO statesmen as part of their tour of U.S. military installations. She was at Yorktown, Va., 18 to 19 October 1964 for ceremonies commemorating Lord Cornwallis' surrender 183 years before.
During a brief deployment off North Carolina, swift and efficient rescue procedures on the night of 21 November 1964 saved the life of an airman who had plunged overboard while driving an aircraft towing tractor.
Early in the next year Intrepid began preparations for a vital role in NASA's first manned Gemini flight. On 23 March 1965 Lt. Cmdr. John W. Young and Maj. Virgil I. Grissom in Molly Brown splashed down some 50 miles from Intrepid after history's first controlled re-entry into the earth's atmosphere ended in the pair's nearly perfect three-orbit flight. A Navy helicopter lifted the astronauts from the spacecraft and flew them to Intrepid for medical examination and de briefing. Later Intrepid retrieved Molly Brown and returned the spaceship and astronauts to Cape Kennedy, Fla.
After this mission Intrepid entered the Brooklyn Navy Yard in April for a major overhaul to bring her back to peak combat readiness.
This was the final Fleet Rehabilitation and Modernization (FRAM) job performed by the New York Naval Shipyard, Brooklyn, N.Y., slated to close after more than a century and a half of service to the nation. In September, Intrepid, with her work approximately 75 percent completed, eased down the East River to moor at the Naval Supply Depot at Bayonne, N.J., for the completion of her multi-million dollar overhaul. After builder's sea trials and fitting out at Norfolk she sailed to Guantanamo on shakedown.
Mid-1966 found Intrepid with the Pacific Fleet off Vietnam. Here her gallant pilots delivered powerful blows for freedom and scored what is believed to be one of the fastest aircraft launching times recorded by an American carrier. Nine A-4 Skyhawks and six A-1 Skyraiders, loaded with bombs and rockets, were catapulted in seven minutes, with only 28-second intervals between launches. A few days later planes were launched at 26-second intervals. After seven months of outstanding service with the 7th Fleet off Vietnam, Intrepid returned to Norfolk having earned her Commanding Officer, Captain John W. Fair, the Legion of Merit for combat operations in Southeast Asia.
In June of 1967, Intrepid returned to the western Pacific by way of the Suez Canal just prior to its closing during the Arab-Israeli crisis. In mid-1970, Intrepid was homeported at Quonset Point, R.I., relieving USS Yorktown (CVS 10) as the flagship for Commander Carrier Division Sixteen. Intrepid was decommissioned for the final time 15 Mar 1974.
Destined to be scrapped shortly thereafter, a campaign led by the Intrepid Museum Foundation saved the carrier and established it as a floating museum which opened in New York City in August 1982. In 1986, Intrepid was officially designated as a National Historic Landmark.
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David
Tue August 9, 2005 12:37pm
Rating: 10
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USS Ticonderoga CV 14 8 M
USS Ticonderoga CV 14 8 May 1944 1 Sep 1973
USS Ticonderoga (CV 14) off the Virginia Capes. September 1955.
displacement: 27,100 tons
length: 888 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, 72 40mm guns
aircraft: 80+
class: Essex
The fourth Ticonderoga (CV 14) was laid down as Hancock on 1 February 1943 at Newport News, Va., by the Newport News Shipbuilding & Dry Dock Co.; renamed Ticonderoga on 1 May 1943, launched on 7 February 1944, sponsored by Miss Stephanie Sarah Pell, and commissioned at the Norfolk Navy Yard on 8 May 1944, Capt. Dixie Kiefer in command.
Ticonderoga remained at Norfolk for almost two months outfitting and embarking Air Group 89. On 26 June 1944, the carrier shaped a course for the British West Indies. She conducted air operations and drills en route and reached Port of Spain, Trinidad, on the 30th. For the next 15 days, Ticonderoga trained intensively to weld her air group and crew into an efficient wartime team. She departed the West Indies on 16 July and headed back to Norfolk where she arrived on the 22d. Eight days later, the carrier headed for Panama. She transited the canal on 4 September and steamed up the coast to San Diego the following day. On the 13th, the carrier moored at San Diego where she loaded provisions, fuel, aviation gas, and an additional 77 planes, as well as the Marine Corps aviation and defense units that went with them. On the 19th she sailed for Hawaii where she arrived five days later.
Ticonderoga remained at Pearl Harbor for almost a month. She and USS Carina (AK-74) conducted experiments in the underway transfer of aviation bombs from cargo ship to aircraft carrier. Following those tests, she conducted air operations ? day and night landing and antiaircraft defense drills ? until 18 October 1944 when she exited Pearl Harbor and headed for the western Pacific. After a brief stop at Eniwetok, Ticonderoga arrived at Ulithi Atoll in the Western Carolines on the 29th. There she embarked Rear Admiral A. W. Radford, Commander, Carrier Division 6, and joined Task Force (TF) 38 as a unit of Rear Admiral Frederick C. Sherman's Task Group (TG) 38.3.
The carrier sortied from Ulithi with TF 38 on 2 November. She joined the other carriers as they resumed their extended air cover for the ground forces capturing Leyte. She launched her first air strike on the morning of 5 November. The planes of her air group spent the next two days pummeling enemy shipping near Luzon and air installations on that island. Her planes bombed and strafed the airfields at Zablan, Mandaluyong, and Pasig. They also joined those of other carriers in sending the heavy cruiser Nachi to a watery resting place. In addition, Ticonderoga pilots claimed six Japanese aircraft shot down and one destroyed on the ground, as well as 23 others damaged.
Around 1600 on the 5th, the enemy retaliated by sending up a flock of planes piloted by members of the suicide corps dubbed kamikaze, or "Divine Wind," in honor of the typhoon that had destroyed a Chinese invasion fleet four centuries previously. Two of the suicide planes succeeded in slipping through the American combat air patrol and antiaircraft fire to crash into USS Lexington (CV 16). Ticonderoga emerged from that airborne banzai charge unscathed and claimed a tally of two splashes. On 6 November, the warship launched two fighter sweeps and two bombing strikes against the Luzon airfields and enemy shipping in the vicinity. Her airmen returned later that day claiming the destruction of 35 Japanese aircraft and attacks on six enemy ships in Manila Bay. After recovering her planes, the carrier retired to the east for a fueling rendezvous.
She refueled and received replacement planes on 7 November and then headed back to continue pounding enemy forces in the Philippines. Early on the morning of 11 November 1944, her planes combined with others of TF 38 to attack a Japanese reinforcement convoy, just as it was preparing to enter Ormoc Bay from the Camotes Sea. Together, the planes accounted for all the enemy transports and four of the seven escorting destroyers. On the 12th and 13th, Ticonderoga and her sisters launched strikes at Luzon airfields and docks and shipping around Manila. This raid tallied an impressive score: light cruiser Kiso, four destroyers, and seven merchant ships. At the conclusion of the raid, TF 38 retired eastward for a refueling breather. Ticonderoga and the rest of TG 38.3, however, continued east to Ulithi where they arrived on the 17th to replenish, refuel, and rearm.
On 22 November, the aircraft carrier departed Ulithi once more and steamed back toward the Philippines. Three days later, she launched air strikes on central Luzon and adjacent waters. Her pilots finished off the heavy cruiser Kumano, damaged in the Battle off Samar. Later, they attacked an enemy convoy about 15 miles southwest of Kumano's not-so-safe haven in Dasol Bay. Of this convoy, cruiser Yasoshima, a merchantman, and three landing ships went to the bottom. Ticonderoga's air group rounded out their day of destruction with an aerial rampage which cost the Japanese 15 planes shot down and 11 destroyed on the ground.
While her air group busily pounded the Japanese, Ticonderoga's ship's company also made their presence felt. Just after noon, a torpedo launched by an enemy plane broached in USS Langley's (CVL 27) wake to announce the approach of an air raid . Ticonderoga's gunners raced to their battle stations as the raiders made both conventional and suicide attacks on the task group. Her sister ship USS Essex (CV 9) erupted in flames when one of the kamikazes crashed into her. When a second suicide plane tried to finish off the stricken carrier, Ticonderoga's gunners joined those firing from other ships in cutting his approach abruptly short. That afternoon, while damage control parties dressed Essex's wounds, Ticonderoga extended her hospitality to that damaged carrier's homeless airmen as well as to USS Intrepid (CV 11) pilots in similar straits. The following day, TF 38 retired to the east.
TF 38 stood out of Ulithi again on 11 December and headed for the Philippines. Ticonderoga arrived at the launch point early in the afternoon of the 13th and sent her planes aloft to blanket Japanese airbases on Luzon while Army planes took care of those in the central Philippines. For three days, Ticonderoga airmen and their comrades wreaked havoc with a storm of destruction on enemy airfields. She withdrew on the 16th with the rest of TF 38 in search of a fueling rendezvous. While attem pting to find calmer waters in which to refuel, TF 38 steamed directly through a violent, but unheralded, typhoon. Though the storm cost Admiral Halsey's force three destroyers and over 800 lives Ticonderoga and the other carriers managed to ride it out with a minimum of damage. Having survived the tempest's fury, Ticonderoga returned to Ulithi on Christmas Eve.
Repairs occasioned by the typhoon kept TF 38 in the anchorage almost until the end of the month. The carriers did not return to sea until 30 December 1944 when they steamed north to hit Formosa and Luzon in preparation for the landings on the latter island at Lingayen Gulf. Severe weather limited the Formosa strikes on 3 and 4 January 1945 and, in all likelihood, obviated the need for them. The warships fueled at sea on the 5th. Despite rough weather on the 6th, the strikes on Luzon airfields were carried out. That day, Ticonderoga's airmen and their colleagues of the other air groups increased their score by another 32 enemy planes. January 7th brought more strikes on Luzon installations. After a fueling rendezvous on the 8th, Ticonderoga sped north at night to get into position to blanket Japanese airfields in the Ryukyus during the Lingayen assault the following morning. However, foul weather, the bugaboo of TF 38 during the winter of 1944 and 1945, forced TG 38.3 to abandon the strikes on the Ryukyu airfields and join TG 38.2 in pounding Formosa.
During the night of 9 and 10 January, TF 38 steamed boldly through the Luzon Strait and then headed generally southwest, diagonally across the South China Sea. Ticonderoga provided combat air patrol coverage on the 11th and helped to bring down four enemy planes which attempted to snoop the formation. Otherwise, the carriers and their consorts proceeded unmolested to a point some 150 to 200 miles off the coast of Indochina. There, on the 12th, they launched their approximately 850 planes and made a series of anti-shipping sweeps during which they sank a whopping 44 ships, totaling over 130,000 tons. After recovering planes in the late afternoon, the carriers moved off to the northeast. Heavy weather hindered fueling operations on the 13th and 14th, and air searches failed to turn up any tempting targets.
On 15 January 1945, fighters swept Japanese airfields on the Chinese coast while the flattops headed for a position from which to strike Hong Kong. The following morning, they launched antishipping bom bing raids and fighter sweeps of air installations. Weather prevented air operations on the 17th and again made fueling difficult. It worsened the next day and stopped replenishment operations altogether, so that they were not finally concluded until the 19th. The force then shaped a course generally northward to retransit Luzon Strait via Balintang Channel.
The three task groups of TF 38 completed their transit during the night of 20 and 21 January. The next morning, their planes hit airfields on Formosa, in the Pescadores, and at Sakishima Gunto. The good flying weather brought mixed blessings. While it allowed American flight operations to continue through the day, it also brought new gusts of the "Divine Wind." Just after noon, a single-engined Japanese plane scored a hit on USS Langley with a glide-bombing attack. Seconds later, a kamikaze swooped out of the clouds and plunged toward Ticonderoga. He crashed through her flight deck abreast of the No. Two 5-inch mount, and his bomb exploded just above her hangar deck. Several planes stowed nearby erupted into flames. Death and destruction abounded, but the ship's company fought valiantly to save the threatened carrier. Capt. Kiefer conned his ship smartly. First, he changed course to keep the wind from fanning the blaze. Then, he ordered magazines and other compartments flooded to prevent further explosions and to correct a 10-degree starboard list. Finally, he instructed the damage control party to continue flooding compartments on Ticonderoga's port side. That operation induced a 10-degree port list which neatly dumped the fire overboard! Fire-fighters and plane handlers completed the job by dousing the flames and jettisoning burning aircraft.
Wounded denizens of the deep often attract predators. Ticonderoga was no exception. The other kamikazes pounced on her like a school of sharks in a feeding frenzy. Her antiaircraft gunners struck back with desperate, but methodical, ferocity and quickly swatted three of her tormentors into the sea. A fourth plane slipped through her barrage and smashed into the carrier's starboard side near the island. His bomb set more planes on fire, riddled her flight deck, and injured or killed another 100 sailors, including Capt. Kiefer. Yet, Ticonderoga's crew refused to submit. Spared further attacks, they brought her fires completely under control not long after 1400; and Ticonderoga retired painfully.
The stricken carrier arrived at Ulithi on 24 January but remained there only long enough to move her wounded to hospital ship USS Samaritan (AH 10), to transfer her air group to USS Hancock (CV 19), and to embark passengers bound for home. Ticonderoga cleared the lagoon on 28 January and headed for the United States. The warship stopped briefly at Pearl Harbor en route to the Puget Sound Navy Yard where she arrived on 15 February 1945.
Her repairs were completed on 20 April 1945, and she cleared Puget Sound the following day for the Alameda Naval Air Station. After embarking passengers and aircraft bound for Hawaii, the carrier headed for Pearl Harbor where she arrived on 1 May. The next day, Air Group 87 came on board and, for the next week, trained in preparation for the carrier's return to combat. Ticonderoga stood out of Pearl Harbor and shaped a course for the western Pacific. En route to Ulithi, she launched her planes for what amounted to training strikes on Japanese-held Taroa in the Marshalls. On 22 May, the warship arrived in Ulithi and rejoined the Fast Carrier Task Force as an element of Rear Admiral Radford's TG 58.4.
Two days after her arrival, Ticonderoga sortied from Ulithi with TF 68 and headed north to spend the last weeks of the war in Japanese home waters. Three days out, Admiral Halsey relieved Admiral Spruance, the 5th Fleet reverted back to 3d Fleet , and TF 68 became TF 38 again for the duration. On 2 and 3 June 1945, Ticonderoga fighters struck at airfields on Kyushu in an effort to neutralize the remnants of Japanese air power ? particularly the Kamikaze Corps ? and to relieve the pressure on American forces at Okinawa. During the following two days, Ticonderoga rode out her second typhoon in less than six months and emerged relatively unscathed. She provided combat air patrol cover for the 6 June refueling rendezvous, and four of her fighter s intercepted and destroyed three Okinawa-bound kamikazes. That evening, she steamed off at high speed with TG 38.4 to conduct a fighter sweep of air-fields on southern Kyushu on the 8th. Ticonderoga's planes then joined in the aerial bombardment of Minami Daito Shima and Kita Daito Shima before the carrier headed for Leyte where she arrived on the 13th.
During the two-week rest and replenishment period she enjoyed at Leyte, Ticonderoga changed task organizations from TG 38.4 to Rear Admiral Gerald F. Bogan's TG 38.3. On 1 July, she departed Leyte with TF 38 and headed north to resume raids on Japan. Two days later, a damaged reduction gear forced her into Apra Harbor, Guam, for repairs. She remained there until the 19th when she steamed off to rejoin TF 38 and resume her role in the war against Japan. On 24 July 1945, her planes joined those of other fast carriers in striking ships in the Inland Sea and airfields at Nagoya, Osaka, and Miko. During those raids, TF 38 planes found the sad remnants of the once-mighty Japanese Fleet and bagged battleships Ise, Hyuga, and Haruna as well as an escort carrier, Kaiyo, and two heavy cruisers. On 28 July, her aircraft directed their efforts toward the Kure Naval Base, where they pounded an aircraft carrier, three cruisers, a destroyer, and a submarine. She shifted her attention to the industrial area of central Honshu on the 30th, then to northern Honshu and Hokkaido on 9 and 10 August. The latter attacks thoroughly destroyed the marshaling area for a planned airborne suicide raid on the B-29 bases in the Marianas. On the 13th and 14th, her planes returned to the Tokyo area and helped to subject the Japanese capital to another severe drubbing.
The two atomic bombs dropped on Hiroshima and Nagasaki on August 6th and 9th, respectively, convinced the Japanese of the futility of continued resistance. On the morning of 16 August 1945, Ticonderoga launched another strike against Tokyo. During or just after that attack, word reached TF 38 to the effect that Japan had capitulated.
The shock of peace, though not so abrupt as that of war almost four years previously, took some getting used to. Ticonderoga and her sister ships remained on a full war footing. She continued patrols over Japanese territory and sent reconnaissance flights in search of camps containing Allied prisoners of war so that air-dropped supplies could be rushed to them. On 6 September, four days after the formal surrender ceremony on board USS Missouri (BB-63), Ticonderoga entered Tokyo Bay.
Her arrival at Tokyo ended one phase of her career and began another. She embarked homeward-bound passengers and put to sea again on the 20th. After a stop in Pearl Harbor, the carrier reached Alameda, Calif., on 5 October. She disembarked her passenge rs and unloaded cargo before heading out on the 9th to pick up another group of veterans. Ticonderoga delivered over a thousand soldiers and sailors to Tacoma, Wash., and remained there through the 28th for the Navy Day celebration. On 29 October 1945, the carrier departed Tacoma and headed back to Alameda. En route, all of the planes of Air Group 87 were transferred ashore so that the carrier could be altered to accommodate additional passengers in the "Magic-Carpet" voyages to follow. Following the completion of those modifications at the Pearl Harbor Naval Shipyard in November, the warship headed for the Philippines and arrived at Samar on 20 November. She returned to Alameda on 6 December and debarked almost 4,000 returning servicemen. The carrier made one more "Magic-Carpet" run in December 1945 and January 1946 before entering the Puget Sound Naval Shipyard to prepare for inactivation. Almost a year later on 9 January 1947, Ticonderoga was placed out of commission and berthed with the Bremerton Group of the Pacific Reserve Fleet.
On 31 January 1962, Ticonderoga came out of reserve and went into reduced commission for the transit from Bremerton to New York. She departed Puget Sound on 27 February and reached New York on 1 April. Three days later, she was decommissioned at the New York Naval Shipyard to begin an extensive conversion. During the ensuing 29 months, the carrier received the numerous modifications ? steam catapults to launch jets, a new nylon barricade, a new deck-edge elevator and the latest electronic and fire control equipment-necessary for her to become an integral unit of the fleet. On 11 September 1954, Ticonderoga was recommissioned at New York, Capt. William A. Schoech in command.
In January 1955, the carrier shifted to her new home port of Norfolk, Va., where she arrived on the 6th. Over the next month, she conducted carrier qualifications with Air Group 6 in the Virginia Capes operating area. On 3 February, she stood out of Hampton Roads for shakedown near Cuba, after which she returned via Norfolk to New York for additional alterations. During the late summer, the warship resumed carrier qualifications in the Virginia capes area. After a visit to Philadelphia early in September, she participated in tests of three new planes ? the A4D-1 Skyhawk, the F4D-1 Skyray, and the F3H-2N Demon. Ticonderoga then returned to normal operations along the east coast until 4 November when she departed Mayport, Fla., and headed for Europe. She relieved USS Intrepid (CV 11) at Gibraltar 10 days later and cruised the length of the Mediterranean during the following eight months. On 2 August 1956, Ticonderoga returned to Norfolk and entered the shipyard to receive an angled flight deck and an enclosed hurricane bow.
Those modifications were completed by early 1957 and, in April, she got underway for her new home port of Alameda, Calif. She reached her destination on 30 May, underwent repairs, and finished out the summer with operations off the California coast. On 16 September, she stood out of San Francisco Bay and shaped course for the Far East. En route, she stopped at Pearl Harbor before continuing west to Yokosuka, Japan, where she arrived on 15 October. For six months, Ticonderoga cruised Oriental waters from Japan in the north to the Philippines in the south. Upon arriving at Alameda on 25 April 1958, she completed her first deployment to the western Pacific since recommissioning.
Between 1958 and 1963, Ticonderoga made four more peacetime deployments to the western Pacific. During each, she conducted training operations with other units of the 7th Fleet and made goodwill and liberty port calls throughout the Far East. Early in 1964, she began preparations for her sixth cruise to the western Pacific and, following exercises off the west coast and in the Hawaiian Islands, the carrier cleared Pearl Harbor on 4 May for what began as another peaceful tour of duty in the Far East. The first three months of that deployment brought normal operations, training and port calls. However, on 2 August, while operating in international waters in the Gulf of Tonkin, USS Maddox (DD-731) reported being attacked by units of the North Vietnamese Navy. Within minutes of her receipt of the message, Ticonderoga dispatched four, rocket-armed F8E Crusaders to the destroyer's assistance. Upon arrival, the Crusaders launched Zuni rockets and strafed the North Vietnamese craft with their 20-millimeter cannons. The Ticonderoga airmen teamed up with Maddox gunners to thwart the North Vietnamese attack, leaving one boat dead in the water and damaging the other two.
Two days later, late in the evening of the 4th, Ticonderoga received urgent requests from USS Turner Joy (DD-951), by then on patrol with Maddox, for air support in resisting what the destroyer alleged to be another torpedo boat foray. The carrier again launched planes to aid the American surface ships, and Turner Joy directed them. The Navy surface and air team believed it had sunk two boats and damaged another pair. President Johnson responded with a reprisal to what he felt at the time to be two unprovoked attacks on American seapower and ordered retaliatory air strikes on selected North Vietnamese motor torpedo boat bases. On 5 August, Ticonderoga and USS Constellation (CV-46) launched 60 sorties against four bases and their supporting oil storage facilities. Those attacks reportedly resulted in the destruction of 25 PT-type boats, severe damage to the bases, and almost complete razing of the oil storage depot. For her quick reaction and successful combat actions on those three occasions, Ticonderoga received the Navy Unit Commendation.
After a return visit to Japan in September, the aircraft carrier resumed normal operations in the South China Sea until winding up the deployment late in the year. She returned to the Naval Air Station, North Island, Calif., on 15 December 1964. Follow ing post-deployment and holiday stand-down, Ticonderoga moved to the Hunter's Point Naval Shipyard on 27 January 1965 to begin a five-month overhaul. She completed repairs in June and spent the summer operating along the coast of southern California. On 28 September, the aircraft carrier put to sea for another deployment to the Orient. She spent some time in the Hawaiian Islands for an operational readiness exercise then continued on to the Far East. She reached "Dixie Station" on 5 November and immediately began combat air operations.
Ticonderoga's winter deployment of 1965 and 1966 was her first total combat tour of duty during American involvement in the Vietnam War. During her six months in the Far East, the carrier spent a total of 116 days in air operations off the coast of Vietnam dividing her time almost evenly between "Dixie" and "Yankee Stations," the carrier operating areas off South and North Vietnam, respectively. Her air group delivered over 8,000 tons of ordnance in more than 10,000 combat sorties, with a loss of 16 planes, but only five pilots. For the most part, her aircraft hit enemy installations in North Vietnam and interdicted supply routes into South Vietnam, including river-borne and coastwise junk and sampan traffic as well as roads, bridges, and trucks on land. Specifically, they claimed the destruction of 35 bridges as well as numerous warehouses, barracks, trucks, boats, and railroad cars and severe damage to a major North Vietnamese thermal power plant located at Uong Bi north of Haiphong. After a stop at Sasebo, Japan, from 25 April to 3 May 1966, the warship put to sea to return to the United States. On 13 May, she pulled into port at San Diego to end the deployment.
Following repairs she stood out of San Diego on 9 July to begin a normal round of west coast training operations. Those and similar evolutions continued until 15 October, when Ticonderoga departed San Diego, bound via Hawaii for the western Pacific. The carrier reached Yokosuka, Japan, on 30 October and remained there until 5 November when she headed south for an overnight stop at Subic Bay in the Philippines on the 10th and 11th. On the 13th, Ticonderoga arrived in the Gulf of Tonkin and began the first of three combat tours during her 1966-67 deployment. She launched 11,650 combat sorties, all against enemy targets located in North Vietnam. Again, her primary targets were logistics and communications lines and transportation facilities. For their overall efforts in the conduct of day and night strikes on enemy targets, Ticonderoga and her air group earned their second Navy Unit Commendation. She completed her final line period on 27 April 1967 and returned to Yokosuka, from which she departed again on 19 May to return to the United States. Ten days later, the carrier entered San Diego and began a month-long, post-deployment stand-down. At the beginning of July, the warship shifted to Bremerton, Wash., where she entered the Puget Sound Naval Shipyard for two months of repairs. Upon the completion of yard work, she departed Bremerton on 6 September and steamed south to training operations off the coast of southern California.
On 28 December 1967, Ticonderoga sailed for her fourth combat deployment to the waters off the Indochinese coast. She made Yokosuka on 17 January 1968 and after two days of upkeep continued on to the Gulf of Tonkin where she arrived on station on the 26th and began combat operations. Between January and July Ticonderoga was on the line off the coast of Vietnam for five separate periods totaling 120 days of combat duty. During that time, her air wing flew just over 13,000 combat sorties against North Vietnamese and Viet Cong forces, most frequently in the continuing attempts to interdict the enemy lines of supply. In mid-April, following: her second line period, she made a port visit to Singapore and then, after upkeep at Subic Bay, retur ned to duty off Vietnam. On 9 July, during her fifth and final line period, Lt. Comdr. J. B. Nichols claimed Ticonderoga's first MiG kill. The carrier completed that line period and entered Subic Bay for upkeep on 25 July.
On the 27th, she headed north to Yokosuka where she spent a week for upkeep and briefings before heading back to the United States on 7 August. Ticonderoga reached San Diego on the 17th and disembarked her air group. On the 22d, she entered the Long Beach Naval Shipyard for post-deployment repairs. She completed those repairs on 21 October 1968, conducted sea trials on the 28th and 29th, and began normal operations out of San Diego early in November. For the remainder of the year, she conducted refre sher training and carrier qualifications along the coast of southern California.
During the first month of 1969, Ticonderoga made preparations for her fifth consecutive combat deployment to the southeast Asia area. On 1 February, she cleared San Diego and headed west. After a brief stop at Pearl Harbor a week later, she continued her voyage to Yokosuka where she arrived on the 20th. The carrier departed Yokosuka on the 28th for the coast of Vietnam where she arrived on 4 March. Over the next four months, Ticonderoga served four periods on the line off Vietnam, interdi cting communist supply lines and making strikes against their positions.
During her second line period, however, her tour of duty off Vietnam came to an abrupt end on 16 April when she was shifted north to the Sea of Japan. North Korean aircraft had shot down a Navy reconnaissance plane in the area, and Ticonderoga was called upon to beef up the forces assigned to the vicinity. However, the crisis abated, and Ticonderoga entered Subic Bay on 27 April for upkeep. On 8 May 1969, she departed the Philippines to return to "Yankee Station" and resumed interdiction operations. Between her third and fourth line periods, the carrier visited Sasebo and Hong Kong.
The aircraft carrier took station off Vietnam for her last line period of the deployment on 26 June and there followed 37 more days of highly successful air sorties against enemy targets. Following that tour, she joined TF 71 in the Sea of Japan for the remainder of the deployment. Ticonderoga concluded the deployment, a highly successful one for she received her third Navy Unit Commendation for her operations during that tour of duty, when she left Subic Bay on 4 September 1969.
Ticonderoga arrived in San Diego on 18 September. After almost a month of post-deployment stand-down, she moved to the Long Beach Naval Shipyard in mid-October to begin conversion to an antisubmarine warfare (ASW) aircraft carrier. Overhaul and conversion work began on 20 October 1969, and Ticonderoga was redesignated CVS-14 on the 21st. She completed overhaul and conversion on 28 May 1970 and conducted exercises out of Long Beach for most of June. On the 26th, the new ASW support carrier entered her new home port, San Diego. During July and August, she conducted refresher training, refresher air operations, and carrier landing qualifications. The warship operated off the California coast for the remainder of the year and participated in two exercises, HUKASWEX 4-70 late in October and COMPUTEX 23-70 between 30 November and 3 December.
During the remainder of her active career, Ticonderoga made two more deployments to the Far East. Because of her change in mission, neither tour of duty included combat operations off Vietnam. Both, however, included training exercises in the Sea of Japan with ships of the Japanese Maritime Self Defense Force. The first of these two cruises also brought operations in the Indian Ocean with units of the Thai Navy and a transit of Sunda Strait during which a ceremony was held to commemorate the loss of USS Houston (CA-30) and HMAS Perth in 1942.
In between these two last deployments, she operated in the eastern Pacific and participated in the recovery of the Apollo 16 moon mission capsule and astronauts near American Samoa during April of 1972. The second deployment came in the summer of 1972, and, in addition to the training exercises in the Sea of Japan, Ticonderoga also joined ASW training operations in the South China Sea. That fall, she returned to the eastern Pacific and, in November, practiced for the recovery of Apollo 17. The next month, Ticonderoga recovered her second set of space voyagers near American Samoa. The carrier then headed back to San Diego where she arrived on 28 December.
Ticonderoga remained active for nine more months, first operating out of San Diego and then making preparations for inactivation. On 1 September 1973, the aircraft carrier was decommissioned after a board of inspection and survey found her to be unfit for further naval service. Her name was struck from the Navy list on 16 November 1973. Ther ship was disposed of, sold by Defense Reutilization and Marketing Service (DRMS) for scrapping 1 September 1975.
Ticonderoga received five battle stars during World War II and three Navy Unit Commendations, one Meritorious Unit Commendation, and 12 battle stars during the Vietnam War.
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amerkinsquid
Sun August 6, 2006 4:13am
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Team LOGO
My favorite Team.
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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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RANGERConners
Tue August 24, 2010 2:20pm
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Chinese Bandit Recon LRRP Team 1st Bn (ABN) 8th Cav
circa summer 1966
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