1945-August Shipmate

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Aviation

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Artemus L. Gates (formerly Assistant SecNav for Air and now UnderSecNav) and continuing to cover, in turn, nightfighter operations, new Navy planes, tail ' T ' H E response to our request for gunners, CVE's, Wave Air Navigators, -•- WARDROOM STUFF contribuMiDWAY-class carriers, air-sea rescue op- tions has been gratifying. We hope the erations, land-based Navy planes, and stories will continue to come in. If, howour big seaplanes. Every time we have ever, you have sent in a story which has one of these special issues we get letters not yet appeared, it does not necessarily pointing out that such-and-such a phase mean that jt has not been accepted. We of the subject has been omitted or over- have a fairly large backlog of material, looked. So we expect some letters of that and space limitations allow us to publish ilk after you look over this issue—but only a few items each month. Please be you can't say we haven't tried to please patient and keep on looking for your own everybody. story. Ir will probably appear eventually.

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PIONEERING THE HELICOPTER by C. L.

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For the air-minded Navy men who are interested in the development of the helicopter, objectively—or as an answer to the need for a "home plane" in postwar.

Author Morris was Chief Test Pilot for Sikorsky Aircraft during three critical years of helicopter development—from the early model dubbed "Igor's nightmare" to the present. This book is nontechnical, designed to clarify misconceptions on the helicopter, and tell the story of its development in the Western Hemisphere. Diagrams and photos add interest and clarity to the text.

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Dr. Arciniegas selected the work of more than 30 Latin-American authors, who write for domestic consumption.

This collection of history, sketches, biography, fiction and essays therefore lacks any propaganda attempt—except the obvious one of introducing the readei to our neighbors to the South with understanding and interest. From the translated diary excerpts of a Bolivian sergeant to the "Lima in the Seventeenth AUGUST,

1945

On sale at licensed dealers, post exchanges 'and ship service stores only.

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Ceotury," you'll find T H E G R E E N C O N T I N E N T well worth investigatmg. Oooa wardroom stuff—the varied length of the sketches allows reading for any space ot rime, short or long.

T H E STORY OF THE D U T C H EAST I N DIES by Bernard H. M. Vlekke. Har-

vard University Press. $3-00.

A popular history of the East Indian Archipelago—from earliesr rimes to the remrn of MacArthur to Corregidor. Mr. Vlekke follows the path of conquest— the struggle bet\seen Enghsh and Dutch for supremacy, and the final emergence of the Dutch as colonizers of these islands headed by Java and Sumatra. As a storehouse of natural wealrh—tin. coffee, rice, oil, rhese islands are desrined to play an imponanr parr in fumre world commerce. Inclusion of early religious cusroms, the mysticism and intrigue Oi the Indies adds color ro Aurhor Vlekkes concise ourline of hisrory.

Every Annapolis Man will want to ow n—

UNITED STATES NAVAL ACADEMY The first 100 Years

By JoHX LT. J.\MES F .

and KIELEY, U S N R

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Foreword

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PRESIDENT TRUMAN This book, published on the .A.cademy'6 Centennial, is a stirring memorial to an institution that has serv-ed its country- magnificently for a centur>-. and whose graduates have fought in five wars and have played shch a tremendous part in the present conflict. Here is the stor>- of the founding and growth of the Naval Academy — the traditions and spirit of a great .American institution. A big book with over 300 photographs of the scenes close to the heart of ever>- Annapolis man—a beautiful book that you will enjoy now and cherish for years to come.

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by Dale Van Every. G. P. Putnam's Sons. $2.75.

Author Van Every reversed the field on his career—Shaving been a motion picture wrirer and prcxlucer before wriring a novel "Westward the River," from page one on, has the air of having been written mainly to become an historical Hollywood extravaganza and cosmme play.

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With the cloak off submarine books, the U. S. S. SEA WOLF'S story is in print, with sixteen pages of illustration. Based upon the experiences of Chief Radioman Joseph Melvin Eckberg, the SEAWOLF'S sound-man, this book tells the amazing story of a U. S. sub and her men—from rhe rime rhe ship knifed her way out of Cavite Harbor a few hours after the Pearl Harbor bombing rhrough a year of exploits in the Pacific. She was one of the first U. S. subs to deliver a fish to a Jap ship — and was subsequently so damaging to Jap shipping that Radio Tokio magnified the SEAWOLF into a "nest of Allied submarines." Of interest to all Navy men—especially submariners.

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Sgt. St. George follows his Book-ofthe Monrh "c/o Postmaster" with this slim volume, packed with hilarious cartoons and hi-jinx—from Sidney to Port Moresby—from Salamaua to Leyte. As a YANK correspondent, he saw a good deal of the Southwest Pacific, but his views do not necessarily agree with "the Ofiice of War Informarion, the Australian Deparrment of Information, press relations ofiicers anywhere, or the Committee of Five Senators." He yanks you into the ook by warning that "about the time you reach page ten, you may knock off and lock your younger daughters in the coal bin." He ends with some serious Jap hating—having transferred his dislike from his own NCO's to the enemy—due to experiences ar Cape Gloucesrer. Easy reading, a good percentage of amusing cartoons, and a number of laughs for your off-duty moments.

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rAinmpitp THE EYES AND THE EARS OF THE NAVY

THE

PUBLICATION

t ttff^ttt %f W

OF

THE U N I T E D STATES NAVAL ACADEMY ALUMNI A S S O C I A T I O N ANNAPOLIS, MD.

AUGUST, 1945

MANAGING EDITOR HARRY R. ENGLAND, '27

Vol. 8—No. 8

CONTENTS On the Beam 4 Miscellaneous Cargo 7 Naval Aviation in World W a r II—By Artemus L. Gates 15 Destroying the Kamikaze in His Nest —By Lt. Joseph Doyle, USNR 18 T h e Navy's Newest—By Lt. Leon W. Schloss, USNR 20 Without Glory—fi J) 2nd Lt. Hal Goodwin, USMCR 22 My Life on the Dirty D (Part \)—By Lt. Bob Pearson, USNR 23 Waves Take to the A i r 24 Support Carriers—fiy Lt. Philip H. Gustafson, USNR 27 How to Strangle An Empire —By Lt. (jg) C. A. Willis Player, USNR 28 Mariners in the Marianas 32 Super-Carrier—By Lt. V. F. Sechriest 34 Wardroom Stuff 35 T h e Navy Guards the Air Lanes—By Tom Bernard 37 Truman Is a "Four-O" Sailor 38 Three Executive Changes 39 Radar 40 The Navy On Capitol Hill—By Fred Lardner 42 Navy Athletics 44 What's the Dope 46 Changes of Duty for Twenty-nine Flag OflScers 67 "Something Old - - - Something N e w - - -" —By Capt. H. A. Baldt'idge, USN, (Ret.) 68 T h e Searchlight , 98 W e Waiting Wives 98 T h e Last Call 102 Branch Association News 102 Single copies 20c. Subscription Price $2.00 Per Year

BOARD President and Trustee V. ADM. WILSON BROWN, '02

Vice Presidents and Trustees HALLER BELT, '08 DONALD S. WALKER, '24 TRUSTEES R- ADM. THOMAS J. SENN, '91

ADM. ADM. ADM. ADM.

OF

D . F. SELLERS, '94 W . H . STANDLEY, '95 H . E. YARNELL, '95 A. J. HEPBURN, '97

TRUSTEES' v . ADM. R. WILLSON, '06 R. ADM. BRYSON BRUCE, '07 v . ADM. R. JACOBS, '07 CDR. C. MCK. LYNCH, '07

GiPT. E. J. SADLER, '99

Ex-Gov. L. C. STARK, '08

R. ADM. SINCLAIR G A N N O N , '00 ADM. H. R. STARK, '03 FLEET ADM. C. W . NIMITZ, '05

CDR. T . A . NICHOLSON, '10 CAPT. M. D . GILMORE, '11 GEORGE B . JUNKIN, '13

Copyright 1945, Uniteji

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CDR. V . F. BLAKESLEE, '20

COL. E. E. LARSON, '22, USMC

CAPT. W . W . HONAKER, 26 ( CDR. JOSEPH B. DANHOFF, '27 LAWRENCE R. BECHT, '34 LT. CDR. ARTHUR E. TARANI

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Understanding A HE common understandings developed at the San Francisco Con' ference mark the opening of a new era in international relations for the United States.

Throughout the one hundred sixtynine years of our independence we have unsuccessfully sought peace in isolation from definite alliances with other nations. Yet during these years, we have been engaged in seven major warsâ&#x20AC;&#x201D;an average of_one in twenty-four years.

Now we are entering a new era with definite alliances for international cooperation. W e have faith that it will work out in practice because nearly all the people of the world want it to be a strong instrument for maintaining the peace.

However, we must reali2;e that faith must be made real in action. W e must act on the truth that peace is the responsibility of every individual citi2;en.

Let us, therefore, practice tolerance, develop understanding, maintain our strength and live cooperatively in order that this new era shall bring security, happiness and a fuller material and spiritual life to all.

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lAlAl AHITIOIII WORLD WIRII

By ARTEMUS L. GATES Former As^stant Secretary for Air

T SHOULD like to take this opportuâ&#x20AC;˘*â&#x20AC;˘ nity to review briefly the part Naval Aviation played in the defeat of Germany and Italy, and to call attention to the part it will yet play in the final defeat of Japaa This report will touch principally on the events and developments of the past eighteen months, during which the Navy's aviation forces hit their full stride all around the world.

Naval Aviation, proudly including its component, Marine Aviation, is of course an integral part of the Navy and oper-

AUGUST,

1945

ates in conjunction with the surface and subsurface forces. It is not an autonomous or separate fighting organization nor should it be. In inviting your attention to the accomplishments of Naval Aviation, over which I have had supervision for almost four years, I fully realize that the surface and subsurface Navy would also present imposing records. Nor should any omission from this report be construed as a reflection upon the accomplishments of the Army or its Air Force.

Naval Aviation, as an integral part of

the Navy, had, like the surface and subsurface branches, to meet the challenge of a two-ocean war in which each ocean ofifered the Navy serious problems to be solved. The Naval Aeronautical Organization met this challenge on both fronts by supplying carrier, seaplane, and land based planes for the protection of our shipping and for the destruction of an enemy.

In constant and close cooperation with the surface and subsurface elements, Naval Aviation with carrier and land

15

I

A summary of the proud combat record of the flying Naty in the defeat of Germany and the rout of Japan based aircraft has played an important part in the destruction of the Japanese air force, in neutralizing and destroying enemy submarines, in transporting planes, material, and personnel, in searching out and destroying enemy naval and shipping units, in patrolling and searching ahead of Allied naval forces and in giving them air cover, in performing reconnaissance of enemy land bases, in attacking enemy installations, and in affording air cover and support to amphibious operations spanning distances beyond the reach of most land based aircraft. In general, Naval Aviation has successfully supported the surface and subsurface components, struck at enemy naval and air forces, and afforded a mobile air support for both naval and land forces wherever it was needed.

In the accomplishment of these operations the tactical employment of Naval Aviation has been four-fold: The first method of employment is through our Fast Carrier Task Forces, the most formidable manifestation of airsea power the world has known. There is wide familiarity with the make up of this heavy-hitting ""first team"â&#x20AC;&#x201D;high speed carriers with their Navy-developed fighters, dive bombers and torpedo bombers, heavily gunned fast battleships

AN.VJM;

and cruisers, their accompanying destroyers and the constantly shuttling train of supply and replacement units. To these, a potent new unitâ&#x20AC;&#x201D;the night fighterâ&#x20AC;&#x201D; has been added. The result has been to put our mobile air power on a round-theclock basis. Now, with specially designed planes and specially trained air groups, our carriers have a "night shift" ready for defense or attack. To our foe it has become the "'graveyard shift."

The second method of employment is the use of the escort carrier force against submarines in both the Atlantic and Pacific. Functioning in special groups with its aircraft and accompanying destroyer escorts, the CVE has emerged as a key weapon in one of the war's most vital phasesâ&#x20AC;&#x201D;the battle to keep convoys safe and supply lines open. Here again close coordination between air and the surface ships has achieved eflFective results.

The third method of employment utilizes the escort carrier to assume the major burden of providing close air support for amphibious operations essential. to the general advance. Its further use for logistic support of fast carrier forces and advanced bases has been a major factor in the speed of our advance.

The fourth is that of the search and patrol forces, both shore and tenderbased, which have pinned the enemy to his bases by unremitting reconnaissance, or forced him to extreme and costly evasions. In this arduous and specialized task our flying boats have been strengthened by the extensive use of multi-engine land-based aircraft.

In addition, other forces employed are the Naval Air Transport Service, which has reduced the map of the world to minute proportions and provided the answer to many of our most urgent logistics problems, and the utility units, which materially aid the Fleet in combat prepa{Continued on pa^e 62)

AUGUST,

1945

>1

i

Commander Turner F. Caldwell, Jr., U S N , peers from the cockpit of his fighter plane, just before taking off on a night-fighting mission. H e is commander of 'the Navy's first night-fighting air group.

Wmmii

N i g h t - f l y e r s mi adapt their eyes

THE KilHI

By Lieutenant Joseph Doyle, USNR T O U R I N G the Okinawa landing we - ' - ' field-tested a design for destroying the Kamikaze in his nest. It was a roundthe-clock operation. As usual, the day air groups struck at Jap airfields from sunrise to sunset. The new thing was the use of night-flying bombers and fighters to keep Jap ground crews in their foxholes and prevent enemy fliers from staging planes into position for morning strikes. For three days and three nights we neutralized the Jap airfields and kept a round-the-clock air blanket over airfields in the whole area around our landing operations. This way the divine wind could not spring up.

The system is simple enough. But it needs fliers trained to take ofiF and land on a carrier at night, trained to navigate planes in the darkness and to stage attacks by tactics of their own. They must be the best instrument fliers in combat and it takes more than two years to get them ready. They must use special night equipment and operating methods which only recently have been perfected.

Such an organization was Air Group 90, which has just returned from a five18

months' tour of duty in the Pacific. We were the first of the groups operating from the large carriers. I flew with the torpedo squadron, having come on as one of rwelve experienced pilots carried over from Torpedo Squadron 10 by Commander "William I. Martin, who formed the group in September 1944. Though a day squadron, Torpedo 10 had been trained from the first in night operation.

'Way back in the days of Guadalcanal, Commander Martin had cooked up a theory that the Jap fleet could be sunk most economically—in lives and equipment—by means of night attacks. The first successful application of this idea came on the first strike against Truk when Torpedo 10 sent out twelve planes and sank or damaged thirteen ships in the harbor. We took off in the darkness and landed at dawn.

As we veterans of Torpedo 90 went into training at Barber's Point on Oahu in September 1944, all of us were fully convinced that night air attacks would be the means of doing away with the Japanese fleet. As things worked out, the Jap fleet was pretty well out of the way

by the time we got into Japanese waters but there was a serious threat for us to deal with—the Kamikazes. Primarily to protect our ships, we went over into operations which gave land objectives a number-one priority. They came to a head in the coordinated operations in support of the Okinawa landing. There, on May 11, 12 and 13, we ran the test on twenty-four hour neutralization of enemy land-based air. Its results will set a pattern in our invasion of the Japanese homeland.

Sinking enemy ships, however, was our first thought when we began to put together the new night air group at Barber's Point. To form the bulk of this group, built around a small nucleus of fighters and bombers, came pilots fresh from operational training who still had to cut their eye teeth in night flying.

They were good boys and willing but they had a lot of learning and a tough job ahead of them. / ^ N E of their first jobs was to learn ^ ^ to see all over again, using night (Continued on page 69)

k Jkfmk.

! darkness for at least thirty minutes before they le off, by wearing special glasses shown here.

A formation of night-fighting Hellcats on the prowl. Note bomb-shaped Al-type radar on wing.

A night fighter, returning from darkness-shrouded operations against Jap airfields, comes in for his landing on his carrier as the East sky lights up.

Night flyers made possible 24 - hour-a-day smothering of the Japanese Air Power Splash one Jap Betty, another victim of our night-fighter squadrons. Photographed from the plane that shot it down, the bomber blazes in a pyre of flame.

By Lieutenant Leon W. Schloss, USNR

These are the ^^Dirty Dozen' improved Navy planes that wrote finis for the Jap's air force Above, a close-up of part of the M A R S ( J R M ) . the N a \ V s famous 70-ton. H7-foot fiving boat. Below, a bow view of the new battleshipâ&#x20AC;&#x201D;and cruiser-based scout plane, the S E . \ H A W K . twice as powerful as the K I N G F I S H E R . N o t e the folded wing.

" D E T W E E N Normandy D-Day and - ' - ' V-E Day, while the Allied legions were crushing Hitler's Germany, the United States Navy, without much fanfare, moved seven new or radicaUy-improved aircraft into action halfway across the world to hasten the final V Day: V-J Day. During this same period of not quite a year, the Navy's air command and the American aircraft manufacturing industry also were rushing to readiness at least five other new warplanes, which may be expected to poke their very potent snouts into the Pacific proceedings in the nottoo-distant future.

These evidences of the design and production genius of America are the "Dirty Dozen" which may be expeaed to write a complete Finis to Japanese dreams of air supremacy.

Lets take a quick look at each of these planes and what they can do, then see how they came into being, what makes them tick. In the order of their appearance: Martin Mars (JRM)â&#x20AC;&#x201D;^This wdlknown colossus, which broke all transport and cargo records on its run between San Francisco and Hawaii with immense loads of vital war materiel and personnel, is the biggest plane in the world.

Capable of carrj'ing loads of 25,000 pounds 3,000 miles, the Mars was a vital cog in the Navy's war transport mesh. {Continued on page 73)

This is the Navy's new P R I \ ' . \ T E E R . sea-going sister of the Army's L I B E R A T O R , which will replace the L I B E R A T O R S which the Navy has been using for patrol, search, and bombing operations against the Japs. The P R I V A T E E R retains the efficient Consolidated Vultee wing, but has been redesigned in most other respects to provide the long range needed in its present operations.

Above, the new C O R S A I R F4U4, which has recently proved itself in combat. Its new features include its Pratt & Whitney Double Wasp 2800-C engine, four bladed propeller, and larger and fewer cawl flaps. Below, the new F 7 F T I G E R C A T , the most powerful fighter and fighter bomber in action today. Although it is a big plane, half again as heavy as the H E L L C A T , Grumman design combined with tremendous horsepower makes this the Navy's fastest-climbing plane. In speed, it js in the 425 mile-per-hour class.

\

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r

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wiTHfliiT rj (m Y ' * -" ^ IliillULi

U i i U l l l a gtmner, and to

By 2nd Lieutenant Hal Goodwin, USMCR

T T seems strange that in an air war such â&#x20AC;˘*â&#x20AC;˘ as this, when stories of heroism above the douds reach print every day, that the deeds of an entire group of men could go without much public recognition.

Such a group are the Navy Aircrewmen.

Everyone has thrilled to stories of dive bombers and torpedo planes attacking and sinking Jap warships right in the face of enemy guns and enemy fighters, many can name half a dozen such pilots who hold high honors. But who ever stops to think that when they performed their deeds, and often gave their lives, they were not alone?

Each dive bomber has its rear seat man, each torpedo plane has both a turret and a tunnel gunner. They are the unsung heroes of Naval aerial warfare.

Yet their job is one of the most dangerous of all.

sit out in the taiV^

Conomander Howard Caldwell, him- ning in to attack at low altimde, and both self a torpedo ace and former skipper of men are lost. The gunner hasn't a chance Air Group Twelve, calls them "the down where the Avengers and Daimtbravest breed of serviceman you could lesses strike, not if his pilot is hit.

Unlike the pilot who only works when find anywhere."

The former Annapolis football star he flies, the gunner has two jobs. Dive should know. After the strike on Rabaul, bomber guimers and torpedo plane tunNovember 5 th, he returned to the carrier nel gunners are Aviation Radiomen. with dead and wounded men aboard his They have radio work to do when not Avenger, and he has seen other pilots re- flying, keeping their equipment in permrn the same way. It happened often fect shape and helping the plane captain enough so that in six months the Air while he works on the aircraft. Avenger Group lost exacdy twice as many gunners tiurret guimers are usually Aviation as pilots.

Machinists Mates or Aviation OrdnanceThat's because the gunner is acmally men. They keep the intricate mechanism in more danger than his pilot. He may of the turret working smoothly, and they, be hit by anti-aircraft or enemy fighters too, help the plane captain. without his pilot even knowing someAll gunners take care of their own thing is wrong in the rear seat. But let machineguns, a job they trust to no one the pilot be put out of action, even tem- else. After all, the safety of their planes poraily, while the plane is diving or run(Continued on page 74)

He's a busy man, is the tail-gunner, and he has made his sting felt by the Japs

H e gets little

recognition,

but lots of action.

MY LIFE ON

THE Dim-D PARTY

LHIKDRI

By Lieutenant Bob Pearson, USNR

surreptitious poker games go on far into the mid-watch hours

aren't the only CIVILIANS with laundry troubles.

people

I just got this week's wash back. I am missing two gray shins, one cap cover, and eleven socks. One of the shirts I did get back is amputated of its entire right sleeve. And here is a pair of skivvyshorts I never saw before, size 42, with a couple of holes in the sear, marked "C.]M..," it looks like. Not a bad week, though, for The Dirty D's laundry.

For those of you who are surprised that a destroyer escort has a laundry at all, let me describe it forthwith. It's about the size of the average bungalow kitchen.

On one side stands a medium-sized washing machine (commercial type, not home type); a high-speed water-extractor; and, a big drier. Opposite, stand two pressing machmes. Around the bulkheads is the finest collection of pin-up picmres on the ship, symbolizing, I suppose, the evenmal state of undress to which the laundry's steady customers will be reduced.

The boss of this plant is a Laundryman 3rd Class named Moore*, who, being genial, Irish and pot-bellied, is known to one and all as Dinty. He comes from South Carolina. He is a good drinking man and a namral born-hell raiser. He is full of blarneyâ&#x20AC;&#x201D;which the Navy calls by a less printable but more explicit name.

For instance, I stormed down to the laundry last week breathing fire and brimstone. Dinty had succeeded, by diligent effort, in shrinking one pair of gray *A fictitious name, of course, as are I all others mentioned herein.

AUGUST,

1945

trousers of mine not just once but more every week. I had let them out repeatedly, but they had nevertheless grown smaller.

Finally the pant-legs rode a good four or five inches above my shoe-tops. I looked like an ostrich with pantaloons.

And not only had the pant-legs shrunk in length but in circumference as well, so that they hugged the calf like a zoot-

suiter's sharpest breeches. These offenses I had borne with patience. But when my one and only garrison cap came back last week so shrunken it would have not adequately covered a cue-ball, I blew my top.

Hitching up my kulottes to display two inches of hairy leg, and affixing my garrison cap to the back of my skull with a {Continued on page 76)

0/AQ^ I told him he had ruined my pants and cap, to wit .

23

TAKE TO THE IIB Our big planes carry female navigators as part of regular crew IGHTY Wave Ofificers have the distinction of beE ing the first women in any U. S. military organization entitled to perform duties as part of the regular

Lt. (jg) Kathleen K. Ballard, Wave Air Navigator, stands before the P B M she serves. In the bag are instruments.

In the ready room of the Naval Air Station, San Diego, Calif., Lt. (jg) Margaret Cameron, a Naval air navigator, plots course for a coming flight.

crew of a military plane. These ladies have been designated by the Navy as Air Navigators, and they may serve on any plane within the continental limits of the United States, or on flights to Hawaii, Alaska, or the Aleutians. They were tramed in the same schools as the male navigators, at Hollywood, Florida, and Shawnee, Oklahoma, and studied in the same classes as the men.

They flew the same cross-country check flights and graduated in the same classes. They have already proved their versatility in every phase of air navigation, from instruction to actual sea duty.

Ensign Nancy L. Savidge works over a chart of the Caribbean area.

She is Navigator on regular flights of a N A T S plane on this run.

.:^

*5

Wave Navigation Instructor J a n e M . F a l l s checks h e r course, exactly as she would in a night operational flight in a L I B E R A T O R .

Hers is a busy job. Trained with men, she and h e r fellow feminine navigators continue to serve with men on regular crews.

This is Lt. (jg) Ballard again, this time in the astra-dome of a Navy bomber, the vantage point from which she "shoots the stars."

Miss F a l l s demonstrates how she uses her special sextant to obtain star sights from which she obtains a speedy fix.

Above: a t>'pical CVE on convoy, the first job for which they were built. Opposite: stark drama caught as a Japanese suicide plane maneuvers for a dive on the USS NATOMA BAY (CVE 62). The baby flattops have been in the thick of things all the way.

Proving that CVE's have graduated from the old oil-slick class

By Lieutenant Philip H. Gustafson, USNR Admiral Calvin T. Durgin, REAR Commander, Escort Carriers, Pacific, daims his ships are sailing under the wrong labeL On their record in the Phihppines, at Iwo Jima and Okinawa, he says, the CVE has outgrown its designation. It should now be called a CVSâ&#x20AC;&#x201D; aircraft carrier, support. Not since Leyte last October have his baby flat-tops been used as their builders intended, to escort troop transports. After that, they became full combat carriers, trading blows with the Japs at dose quarters in three of our toughest landing operations.

Admiral Durgin's pilots ground out more than 35,000 sorties in the hundred days they hung around Okinawa. This is more sorties than all the CVE's put together had flown in all their previous operations. In comparison, air groups of the fast carrier task forces flew only 62,371 sorties in nearly eight months from 1 Oaober 1944 to 27 May 1945. Most of the CVE pilots at Okinawa made one flight daily, about four hours and a half in length, but a great many of them flew two.

"Nine hours a day is fust too much for any pilot," was Admiral Durgin's comment, "but sometimes a job just has to be done. We didn't know any carrierbased pilots could stand up under such operations, but ours did it." {Continued on page 77)

AUGUST,

1945

In this panorama of carrier-wrought destruction on Okinawa, the reason for calling CVE's "support carriers" is apparent. Note the multiple bomb-hits to help troops.

STUitKGLe

HOW

Action yarns of the Navy's land-based airmen, and how they apply the pressure T I E U T E N A N T Commander Eli B. •'-' Rogers, USN, a 26-year-old naval aviator with a wife in Jacksonville, was minding his own business. His business, it happened, was to interfere with enemy shipping, and his place of business was in a Privateer 300 feet above the water and a few miles off the coast of Honshu.

In fact. Lieutenant Commander Rogers and his crew were not very far south of Tokyo Bay when they noticed they had company. The company was a Jap fighter, and he was following the Privateer. Since Privateer crews are not fond of Jap fighters, Rogers turned in the direction of the Jap to give him an argument. The fighter promptly dodged into the protection of anti-aircraft batteries on the shore and, ultimately, disappeared. Meanwhile, the Privateer resumed its southward course.

found a good piece of business—a small merchant vessel—and actually tore it apart.

As the Navy plane leveled off from the attack, two Jap fighters drove in from starboard. Maybe the first Jap had come back with a friend. Anyhow, the fighters first tried to lure the Privateer over some heavy anti-aircraft batteries, then made seven attacks which included phosphorus bombs. The result of the seven attacks was that one fighter limped shoreward with smoke pouring from its engine and the other fighter was last seen heading in a hurry in the direction of Tateyama Airfield. The Privateer went home.

That episode, which occurred onjy a few weeks ago, is a scene from the biggest, most intensive aerial blockade in world history. From Tokyo to Singapore,

PRIVATEER fliers relax at their base on Okinawa after a good Jap hunt.

the Navy's multimotored aircraft are throwing a stranglehold around the neck of the enemy. Off the once-forbidden coasts of the war-makers and deep into Asiatic waters formerly denied to Allied power, the land-based planes of the Naval Air Force are conducting the most sustained aerial anti-shipping offensive in the experience of man.

Name the ports on the Asiatic mainland from the tip of Malaya to the tip of Korea, and you have named the places where Japanese ships find death as they seek cargo or the shelter of harbors. Study the Asiatic coastal shipping routes, used by the enemy to gain the protection of land-based airpower and to escape the dreaded U. S. subs, and you have the hunting ground of Navy search planes.

Look at the southern and eastern shore-

These are PRIVATEERS, the U. S. Navy's newest lai

miriiiE

By Ueutenant (ig) C. A. Willis Player, USNR

lines of the Japanese homeland on the charts, and you are seeing where the Fleet Air Wings are strangling the enemy in his front yard, without ships, you cannot Hve in the Pacific; you suffocate. Today Japan is being suffocated.

One Navy Liberator alone has sunk or damaged 68,395 tons of enemy shipping.

That was the Liberator piloted by Lieutenant Arthur G. Elder, USNR, a handsome 23-year-old Texan whose hunting ground was the waters and the ports of French Indo-China. That record surpassed even the destruction wrought by Commander Norman M. "Bus" Miller, USN, whose "Thunder Mug" Liberator sank or damaged 63,850 tons of enemy shipping.

And the worst of it, from the Jap's (Continued on page 80) Planes of N a v y Recon Squadron V B 106. Their record: flew an average of 125,000 sq. mi. a day; sand 43 Jap ships and damaged 54; downed 20 planes; 39 probable.

J search and bombing planes, lined up on Okinawa.

Between flights, P R I V A T E E R engines are overhauled at an Okinawa advance field.

^

The U. S. Naval Academy Centennial Celebration ^

^

7 OCTOBER, T H R O U G H 13 OCTOBER, 1945

^

ALUMNI DAY 13 October 11.00—Dedicate and lay cornerstone of the Alumni House.

Inspect Alumni House immediately thereafter.

Noon—Buffet Luncheon.

14.00—All Alumni form on Holland Field facing Thompson Stadium.

14.^0—March off The Colors and Color Guards in costume will precede the Alumni in marching on field through the seaward entrance; the Aliamni to halt, face south stand, be dismissed and go to their seats in the stands.

(Note: tickets will be necessary to enter stadium. They should he ordered from the Navy Association. Price SI.50 per ticket.)

Athletic

In order to help us estimate the number of persons who may be expected at the luncheon please mail the coupon below or write a note to Secretary, U. S. Naval Academy Alimini Association, Annapolis, Marj'land, stating the nimaber in your party.

2 ^

••

^

2

^

To HARRY R . ENGLAND, Secretary U. S. Naval Academy Alumni Association, Annapolis, Maryland. / uill he at the Dedication and Opening of ALUMNI persons in my party.

NAME

HOUSE and expect to have

CLASS

ADDRESS

^

50

•

•

A-

Oilnmalp

RAYTHEON

ELECTRONIC

EQUIPMENT

the carriers fight, Raytheon electronic equipment is on the job.

Wherever any of the Navy's big ships go into action. Navy men are at the controls of precision electronic equipment by Raytheon.

WHERE\"ER

Twenty thousand experienced craftsmen at Raytheon build these high priorityfightingtools. This is our top-drawer assignment—until the war is over.

After total victory, Raytheon will produce electronic tools for the arts and industries of peace.

RAYTHEON MANUFACTURING COMPANY WALTHAM

5 4 . MASS.

Excellence in

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Tune in "MEET YOUR NAVY"—Every Monday—on the American Broadcasting Co. network.

See your newspaper for time and station.

AUGUST,

1945

31

.»t<^"

%^^.T

MARimS II THrMlRllMS ^

Before taking off on a long patrol flight in this M A R I N E R , the

pilot

and

co-pilot

•

»

check

the

intercommunication

system.

A. E. Rand. A C M M F (Aviation Chief Machinist's Mate, Flight) laconically makes one of his periodic checks of the engineer's panel.

-4)

«C -'- '•' 1

i t

At rest after their long and arduous missions, these M A R I N E R S ride at anchor in their Mariana seadrome in the midst of Pacific vastness.

two pages you can read the story of the remarkable ONjobtheofprevious blockading the Japanese Empire that has been done by the Naw's land-based aircraft. Here, then, is a picture story of one of the types of aircraft that is taking part in this far-flung operationâ&#x20AC;&#x201D;MARINERS. And the accompaning photos all happen to have been made at a large seaplane base in the Marianas. These islands, though generally associated in the public mind with B-29 operations, are one of the Navy's largest centers for its own heavy-bomber work.

The big flying boats have an entirely different type of duty than their Army counterparts. The B-29's go out to a specific target, bomb, and return. The mission of the MARINERS, however, is to patrol the lonely expanses of the Pacific for hour after tedious hour, catching enemy shipping when they can. but all too often simply patrolling, patrolling, patrolling without a spark of excitement.

Long flight hours are passed in a game of pinochle. Dinner is cooked in background.

Avition Machinists mates tune up the engines of a PBM. N o t e tail guns.

Proving that CVB's almost exceed human

imagination

By Lieutenant V. F. Sechriest, USNR TVrOW, before yeUing "heat prostra-*- ^ tion" and "give him air" it might be well to pause a moment and tr}' to determine what brought this all about.

It refers to a cartoon, drawn by three aviation radiomen at the Naval Air Station at Eort Lauderdale, Florida, and the subject matter is the USS MIDWAY. 45,000-ton super aircraft carrier soon to be commissioned at Newport News, Virginia. These cartoonists envisioned these comparatively small carriers being let over the side hke lifeboats to scurry away, each on a mission of death and destruction to the enemy.

Of course, its a bit far-fetched and so are some of the other ideas drummed up

by the cartoonists. These include a comment from two shipwrecked sailors on a raft in the Pacific when they suddenly spotted the towering island of the MIDWAY in the distance. Said one bluejacket, "Yep, it's the New York skyline all right—but what the hell's it doing out herel" Then, there was picmred the jeep which ran out of gas on the starboard quarter—"miles' from a filling station; dso the captain's consternation, upon sweeping the flight deck with his glasses, to find "a small Jap beachhead on the portside;" and the Nip reporting to his superior following a reconnaissance flight, "Hon. photo shows new island big as homeland—iss good! "

!^

Then, there was the sailor just arrived at the Naval Operating Base in Norfolk from the Jacksonville Naval Air Station.

He had heard about the big, new carrier; so he boarded a ferry across Hampton Roads to Newport News. One look and he hastened back to his base and penned the following to the girl he left behind, "Just saw the MIDWAY—and it's as big

as the Assembly and Repair Shops at Jax! " Yes, this CVB class of carrier does something to the imagination. Like the flying ensign who, after piloting a Corsair fighting plane over that portion of the James River where the MIDWAY is (Continued on page 83)

WARDROOM STUFF COME years ago, on the China station, ^ a stewards mate came to the Exec and asked for a promotion, stating that his wife was about to be confined and he needed the extra money to care for the increased family. The Exec, with a preface that he had no desire to interfere with the man's home life, suggested that it would have been pretty difficult for a man who had been on the China station for two years to father a c h i l d . The steward's mate decided to investigate. Some weeks later he returned and said he still needed the promorion, that his wife, indeed, was having the baby. The Exec again asked about the two-year business, and the man rephed: "That is alright, my wife explained that she comes from a famUy of slow breeders."

—Lt. (jg) Robt.

McCord, USNR.

the air and under water. But there was one young lady who was bent on seeing her sailor-boy that day, storm or no storm. The water-taxi she bribed into bringing her out made several attempts to put her off on to the platform of the gangway but without success. Finally,

for me, it was given birth by a barkeep at the Officer's Club in Espirtu Santo.

Soon after a new group of Army Nurses arrived on the island a routine night alarm was sounded. The girls had already been told to scatter in case of an air attack. They were hardly clear of their quarters when e v e r y blessed light went out.

That night there was a very thorough check on the darkened condition. The drill lasted for hours.

The next afternoon as he pushed across a second round of planter's punch the barkeep couldn't avoid hearing one v e r y attractive Nurse exclaim in utter consternation: "1 just can't understand why they call those things 'fox holes!' Each one 1 got into had a wolf in it."

—Comdr. W. T. Hart, Jr., '20.

I can't vouch for the authenticity of this And then there's the one, it came to me secstory of the shortage of ond-hand, and accordmaterial for British ing to Courts and Wren's uniforms. .

Boards is hearsay. But, The British Medias the newspapers say, terranean Command it came from a source was very anxious to usually found to be obtain from the Adreliable. miralty enough maLCT's were sent to terial so that they No cause for immediate alarm. Our cities are gradually destroying the Southwest Pacific might s u p p l y the their atomic bombs." as deck cargo on LibWrens with an extra uniform. In response to two different re- sensing it was her last chance, she made erty ships. The sections were off-loaded quests the Admiralty curtly answered a leap for the platform—but on a down at one of the rear area ports and there "your umpety-ump negative." But the roll. Water swirled up around her waist. bolted together. It was then that the third time the request came through a She hung on, and when she got one hand crews of the little ships were put in wagster got hold of it and signalled back- free, she shook her fist up at me and said: charge. Generally these crews were green, , I bet you did assigned to their first sea duty, knowing "Wrens skirts must be held up until "You son of a only what they learned in the broad that on purpose!" needs of the Fleet are satisfied." training program at the Stateside schools.

H. Smith, '32.

Or so the story goes.

All they needed was experience, which —Ralph Carson.

The place of inception is doubtful but, they got the hard way.

One of the newly assembled Time: 1934 LCT's after a brief shakedown Place: San Pedro Harbor in the harbor area at the assem(EDITOR'S NOTE:—War produces great humor.

A "Santa Anna" storm was bly base was ordered to travel Tlte activity makes for good stories.

And peoraging. All liberty had been ple searcli for a smile to ease tension, assuage up the New Guinea coast on a suspended. Boats were hoisted grief and shorten the period of separation. Here special mission. The skipper, aboard. The Battleship of which is a collection of war anecdotes to prove the realizing his own shortcomings point. SHIPMATE will pay $5 for each acceptI was officer-of-the-deck was as a pilot, went to one of the able anecdote.) rolling heavily. The triced-up (Continued on page 100) gangway was alternately up in 35 AUGUST, 1945

0 Place crash survivors receive a raft and supplies by parachute from

AMERICAN

LIVES

HE pilot must have thought he was T flying a fighter. He dropped his fourengined Liberator over the trees that

ARE

MARINER.

VALUABLE,

it down on the hot hard asphalt of tlie runway.

The GIs wasted no time swarming rimmed the field and buzzed the control from under the bomb bay doors. They tower as raucously as a flight of Thunder- danced. They whooped and sang. They bolts returning from a dive-bombing knelt and kissed the runway. They mission. Then he hauled the Lib up in a hugged each other and wrestled like persharp climb, circled the field once and set forming bears.

AND

NEW

That boisterous scene was enacted thousands of times on airfields from Maine to Miami last month as the victorious airmen who had helped bomb Germany into unconditional surrender returned homeâ&#x20AC;&#x201D;across the wide stretches of the Adanticâ&#x20AC;&#x201D;from long gniehng months in the flak-filled skies of Europe.

On the raft parachuted to them by rescue plane, the survivors wave "Well done!"

"

^

m m\

By Tom Bernard Captain Harry R. Horney, commanding an Air-Sea rescue unit, plots survivors.

TECHNIQUES HAVE

BEEN

EVOLVED

They were thankful that there was to be Dakar, Natal and Miami, they had the no more war for a little while and many assistance of the Navy's newest wrinkle of them—mostly pilots and navigators— in air-sea rescue—plane guard vessels to murmured a silent prayer: Thank God point the way home.

Scattered today over the broad Atlantic for the Navy.

AU along the route, whether they flew are 22 naval vessels forming a chain of north via Iceland, Newfoundland and safety and refuge for heavy and medium Maine, or south through Casablanca, bombers and the big transports of NATS Almost within the shadow "f F n i n i f m

TO SAVE

THEM

and ATC engaged in redeploying those fighting men fortunate enough to fly home from the wars. On them the pilots and navigators can check their location with their own estimates, plot their course for several hundred more miles and, if necessary, change to a new course (Continued on page 84)

n "submarine saves the survivors.

TRtMM IS i The Commander - in - Chief goes to Europe on the USS Augusta T h e President utilized his t i m e on the A U G U S T A to formulate his plans for the vitally important Potsdam conference.

H e is shown here with newly-appointed Secretary of State J a m e s F . Byrnes who accompanied him on t h e recent trip.

83^L.\^ ^ JM

Above, Captain J a m e s H . Foskett of the A U G U S T A explains the workings of a gyro repeater to T r u m a n and Byrnes. Below, the President makes a thorough but informal inspection of t h e famous cruiser, including t h e engineering spaces shown here.

OR his trip to the Potsdam Big Three meeting. PresiF dent Tnmian chose the USS AUGUSTA, veteran of many historical occasions. The Commander-in-Chief wasted httle time in getting squared away aboard the cruiser. He went aU over the ship, from bridge to engine room, making informal inspections. And the crew enjoyed the trip as much as the Chief Executive, as is evident from the accompaning photos.

The consensus of opinion was that President Truman was a "Four-O" sailor. He can probably be expeaed to cruise on Navy ships many more times during his term of office, if he foUows the pattern of his predecessors.

President Roosevelt, in particular, liked nothing better than a few days at sea, usuaUy on the AUGUSTA, and President Truman gives every indication of sharing this enthusiasm. The coming of peace may give him more time for such jaunts.

Democratic

and

friendlv

the

President

at

chow

with the crew.

THREE EXECUTIVE CHANGES Ralph A. Bard Resigns, Succeeded by Artemus L. Gates as UnderSecNav; John L. Sullivan New AstSecNavAir the most powerful in the world. I know that a great part of that result has been due to your energy and wisdom. Yours has been a splendid record of service for which the nation is grateful, and in which I am sure you can take great pride.

New Under Secretarv- Artemus L. Gates

Secretary of the Navy Ralph UNDER A. Bard has resigned his office and has been replaced by Artemus L. Gates, Assistant Secretary for Air, effective 1 July. President "Truman accepted Mr. Bard's resignation on 9 June after the latter had twice asked to be relieved.

Succeeding Mr. Gates as Assistant Seaetary is John L. SuUivan, a former Assistant Secretary of the Treasury.

Mr. Bard was appointed Assistant Secretary of the Navy by the late Secretary Frank Knox and was made Under Secretary on the death of Mr. Knox. Mr. Gates came to the Navy Department in 1941 from the presidency of a New York trust company.

Secretary Forrestal said of Mr. Bard's resignation: "With deep regret I learned from Mr. Bard that he felt he must now press his resignation.

"During the past four years, he has performed a great service to the Navy and to the Nation, and we shaU miss him.

I am pleased that he has promised to hold himself avaUable for any special work which we may ask him to do."

On 9 June the President sent the following letter to Mr. Bard, accepting his resignation:

Ex-Under Secretary Ralph A. Bard

The Secretary of the Navy has informed me that he will require your services and advice on special assignments at least until the end of the war. I am very happy that you have expressed willingness to continue to serve your country in that capacity, as soon as you have taken a much needed and deserved rest.

With aU best wishes to you, and hoping that you will come in to see me from time to time when you are in Washington, Very sincerely yours,

Dear Ralph: I have your letter of resignation dated HARRY S. T R U M A N .

May 23rd and have reluctantly come to the conclusion that you are entitled to Following is the text of Under Secrehave it accepted. As you request, it will tary Bard's letter to the President: be effective on 1 July 1945.

During your period of duty as Assistant Secretary and Under Secretary of the My Dear Mr. President: On November 6th, 1944, 1 sent my Navy for the past four and one-half years, our Navy has been built up to become resignation as Under Secretary of the

AUGUST,

1945

Navy to President Roosevelt, asking to be relieved from my duties on or before V-E Day. On AprU 25th, 1945 1 wrote to you, referring to my previous letter to President Roosevelt, offering my resignation to you and hoping for your favorable consideration at your early convenience.

1 have, of course, discussed this matter thoroughly with Secretary Forrestal, and I am sure he is now in accord and has made satisfactory arrangements which will permit me to be relieved on or about July 1st. As of that date, I shaU have served as Assistant Secretary and Under Secretary of the Navy almost four and one-half years without any substantial relaxation. It is my opinion that a younger man can better carry on the type of work that remains to be done by the Under Secretary of the Navy during the balance of the war and the reconstruction period which wiU follow. Changes in the organization are bound to occur and for the benefit of the Navy they should be made gradually and not in too short a period of time.

1 have told Secretary Forrestal that (Continued on page 86)

New Asst.-Sec'y.-for-Air J. L. Sullivan

39

The war would have cost much more in lives and materiel without 1. INTRODUCTION

' I 'HE official derivation of the manu•*• factured word radar is that it comes from the descriptive phrase, "radio deteaion and ranging." It would be more descriptive to make the phrase "radio direaion-finding and ranging," for the direction and the range of objeas in its field of view are the two basic qualities radar has to offer. And the big point about radar is that it can see farther than the eye can, even in the best visibUity; and radar's abUity to see is relatively unaffected by night, fog, smoke, or rain.

Radar, in consequence, has played a

great and increasing role right from the beginning of the present war. It has, more than any single development since the airplane, changed the face of warfare; for one of the greatest weapons in any war is surprise, and surprise is usually achieved by concealment in the last minutes or hours before an attack. The concealment formerly afforded by darkness or fog or cloud or artificial smoke or the glare of the sun simply does not exist in the world of radar. "The tactical thinking of an attacker or a defender must take this fact into account.

Radar is the basis of the defense against airaaft attack. This was, his-

ECHOES FROM RADAR PULSES W H A T HAPPENS •TlMeUNlT

IN S P A C E

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40

READ IN M I L E S

if*^M»mj.>*omw*'*'uuK<i'nn. A41.

1 0 6 MtcH.0 JecoiHos ECHO / CE<L6iVEP

imi toricaUy, its first active role, and it is stiU an important one, although fortunately now more important to the Japanese than to us. In the decade of 1930 to 1940, aircraft were beginning to travel with speeds oiUy a half or a third less than the velocity of sound itself, so that the degree of warning which could be achieved by a listening watch was quite inadequate. A high-flying airplane is difficult enough to see visuaUy even under the best conditions; and to find its range by the optical means that were the oiUy ones rhen at our disposal was always hard and sometimes impossible. The accuracy of antiaircraft fire suffered accordingly, and it appeared that a successftd defense against hostile aircraft by fighters would demand constant patroUing aloft and plain dumb-luck. Radar has made possible the timely alerting of aU defenses, the "scrambling" of fighters and their coaching ro a meeting with the incoming raid; and has provided a means for the aiming of antiaircraft guns at an unseen target with somewhat greater precision than used to characterize fire at seen targets when visual sighting was relied on. It can do aU these things for the enemy, also, and to some extent now does. But right through the war our radar has been superior to the enemy's. It stiU is.

Another thing that radar can do and has done is to add a new dimension to sea warfare. It used to be that naval battles were decided by the factor of who happened to be "up-sun" from the enemy.

Now our ships slug through whole engagements in which the enemy may be detected, ranged on, and sunk without a single man having seen him visuaUy. During such a battle, our ships may be traveling in rigorously kept formation at high speed through narrow waters, but they "see" one another, and the shore, by radar.

Before radar, either of rwo things could bog down the strategic bombing forces which have been one of our major weapons right through this war. The first was weather at home fields so bad that the planes could not take off or land. The second was cloudy or partly cloudy weather over the target, when the chance of a visual bombing run was too smaU to justify committing the air force. Base weather, which radar is now helping our planes to defeat, limited operations far less often than target weather did. Now our bombers go out with radar which "reports" the ground beneath and aU around in a faithful and convenient way, em-

phasizing such features as shorelines, cities, mountains, lakes, and rivers. Not only can they navigate unerringly to the target area; they can, if target weather precludes a visual bomb run, line up on the target and bomb by radar alone.

It will be clear that the word radar refers to no single instriunent. Indeed, an individual radar set may be a hundredpound outfit, the size and shape of a smaU bomb, for installation in a fast airplane; or it may be a sprawling complex of shacks and trucks with its own telephone central, with a giant anteima structure, and with a whole company of soldiers to man it. It may be 5 tons of equipment disposed here and there as in a fast carrier, or it may be a couple of watertight boxes on deck and a modest bulge on the mast of a PT boat. Despite the great physical diversity of the forms in which radar is used and embodied, a common set of principles is back of every radar, and once these principles are recognized radar is understood.

2. How

RADAR W O R K S

In radar, uiUike communications, the transmitter and the receiver are located at the same place, and more often than not have a common antenna. The transmitter is actuaUy sending out energy only a -very smaU part of the time; it sends out this energ)- in very intense bursts of smaU duration, caUed pulses. These pulses may be only a miUionth of a second long.

After each pulse, the transmitter waits a relatively long-time—a few thousandths of a second—before sending out the next pulse. During the interval between pulses, the receiver is working and the signals it receives are the echoes of the powerful transmitted pulse from nearby objects. The nearest objects will give echoes coming very soon after the transmitter pulse is finished; those farther away give later returns. The elapsed time between the transmission of the pulse and the reception of its echo measures the distance of the object giving that echo—ship, airplane, mountain, or building—from the place where the radar set is located. This is possible because the elapsed time is just that required for the pulse, which travels with the speed of light, to get there and back. Light travels very fast, as everybody knows, hence these intervals are very small. Their exact measurement is one of the technical triumphs of modern radar. Since light goes 186,000 miles a second, or 328 yards each miUionth of a second, and since it must travel twice—out and back—the distance from radar to target, an object 1,000 yards from the radar will give an echo only six miUionths of a second later than the transmitted pulse. This is a rather short time, by prewar standards, but we have learned how to measure time like (Continued on page 87)

AUGUST,1945

WHAT RADAR CAN AND C A N N O T DO /

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THE u n M wmi mil

By Fred Lardner

Retirement, Leave, Furlough — Transfer of Reserves To Line —The Matter of Claims—Oflicers For The Postwar Navy —Midshipmen Won't Languish In The Brig—Bill to Change Enlisted Men's Uniform—Naval and Military Research Seventy-Ninth Congress has now THE been in session for six months, but comparatively few of the hundreds of new biUs relative to the U. S. Navy and its personnel have become law.

One class of legislation, the bills on claims, is getting prompt attention, and thousands of Naval officers and enlisted men are now entitled by law to compensation for damage to or loss of personal effects in fires and explosions in this and other countries.

There is little doubt that Congress is fully aware of the need for early action on a considerable number of Navy bills, but legislative action must be delayed pending reports on each bill from the Navy Department, which takes plenty of time to study the probable effects of each bill if enacted into law.

In some cases biUs are delayed because the action they would legalize is the same or similar to that proposed by the department in programs still under study.

Here are the legislative classifications which, in the opinion of naval authorities here, probably are of greatest interest to naval officers: Promotion, Pay, Leave, Retirement, Claims, Transfer of Reserves to the Line.

Promotion and Pay S. 58: This bill, which has been passed by the Senate and has been reported favorably by the House Naval Affairs Committee, provides that retired officers of the Regular Navy and the Reserves can be appointed to a branch or corps other than that in which they served, without "loss of or prejudice to any rights, benefits, privileges, and gratuities enjoyed by them by virtue of their former status."

"It has been found," the House com42

mittee said in reporting the bill, "that the services of some officers affected by the bill, who upon retirement educated themselves in another profession, can be better utilized in work for which they have reeducated themselves. It would be desirable from an administrative point of view that legislation such as this be enacted in order that such officers could be temporarily appointed in a corps according to their present qualifications." The Navy Department favors the biU. S. 993: This bill provides that officers who have been retired, then recalled to duty and promoted, would when again retired receive pay based on the grades to which they were promoted. The department is expected to report on this bill soon.

S. 389: Provides that retiring commissioned and noncommissioned officers, who have been in service for not less than twenty years, including active duty in this war, are entitled to retired pay up to 75 percent of active-duty pay.

Referred to Navy Department.

S. 553: This biU would require the Government to invest in Government bonds the pay and aUowances credited to prisoners of war and other persons absent from their posts of duty. The department refused to approve this idea.

H. R. 1863: The subject covered by this bill apparently has been in controversy for some time. The bill provides "for the same retired rank for officers by virtue of having occupied the same command." The department has reported adversely on it.

H. R. 2791: This biU stipulates that retired officers be paid active-duty pay for any period served in an inactive stams

pending action by a retirement board.

No report from the department as yet.

Some biUs on promotion and pay might better be classified under "retirement, leave and furlough." In any case, classification is not so important as the number of the bill, its meaning, and its status.

Retirement, Leave, Furlough S. 219: Ever since 1890 there has been a law authorizing the Secretary of the Navy to place on furlough any officer on the active list of the Navy. This is a punitive law, enacted to guarantee that officers wiU not say things, in writing or speeches, which might offend the highest-ranking officers of the Goverimient.

The law has been utilized but once . . . on an occasion when ex-President Herbert Hoover was dissatisfied with an article by an admiral in a national magazine. TTie admiral was furloughed . . . at one-half pay. S. 219 extends this jurisdiction to officers of the Marines and the Coast Guard. S. 219 is now law.

S. 827 and H. R. 1160: These are companion bills relating to accumulated leave. They are being handled by the Military Affairs Committees of the Senate and the House. The Navy Department has asked permission to delay its report on this legislation until the matter of accumulated leave can be further studied. These biUs entitle each member of the military or naval forces to leave credit at the rate of IVz days per month for the period of active duty performed between 27 August 1940, and a date six months after termination of the last of (Continued on page 86)

eu^icc^ Until the last mission is flown... until complete Victory is ours...

SOUTHERN heeds the call to serve our armed forces with torpedo bay doors for the Avenger, wing sections and tail groups for

J^UGUST,

1945

the Hellcat and the new Grumman Tigercat. Post-war, the call for industrial and civilian aeronautical needs will be answered with the same dependability by...

43

NAVY •U

AiUUtioi

iK

Summer Athletic Schedule 22 September — Philadelphia Rifle Captain Humphreys, Director of Athletics, recently announced the follow- Club of PhUadelphia, Pa. ing Baseball and Tennis schedules for Midshipman Robert E. CoweU, class of the midshipmen this summer. The 1947, will participate in the 100 meters teams will be composed of midshipmen backstroke event at the National A.A.U. of all classes and all contests will be held Championship Meet at Akron, Ohio on at the Naval Academy: 11 August.

Midshipman Cowell is one of the outstanding backstroke swimmers in the Baseball Country, and stands a pretty good chance 4 August—University of Pennsylvania of winning this event at the Championof Philadelphia, Pa. ships.

11 August — Swarthmore CoUege of Swarthmore, Pa. Football 15 August—Glenn L. Martin Baseball The Naval Academy, on August 20, Team of Baltimore, Md. 18 August—Davidson-Chemical Base- will begin preparations for its fiftyfourth year of intercolegiate football ball Team of Baltimore, Md. 22 August—American Hammered Pis- competitions when cominander Oscar E. ton Ring Baseball Team of Baltimore, Hagberg, USN, Head Coach, wiU greet candidates for the 1945 Annapolis varMd. 25 August—Stone Pleasure Club of sity team. The plebes will report on August 8.

Baltimore, Md. Exactly half of the 50 squad members 29 August — Homestead Baseball at the time of the 1944 Army game will Team of Baltimore, Md. 1 September — Lycoming Baseball not be available this season and, of that number, 14 were letter-men.

Team of Baltimore, Md. Don Whitmire and Gail Gilliam, 5 September — U. S. Coast Guard tackles. Jack Hansen and Ben Martin, Depot of Curtis Bay, Md. 8 September—St. Bernardine's Base- ends; Ben Chase, guard. Jack Martin, center; Hal Hamberg and Dave Barksball Team of Baltimore, Md. 12 September—Glenn L. Martin Base- dale, backs, outstanding players on the 1944 squad, have played their last game ball Team of Baltimore, Md. 15 September—Spring Grove BasebaU for Navy, but Midshipman H. Richard Duden, '47, captain of the 1945 team, Team of CatonsviUe, Md. of Englewood, New Jersey, heads a list of seasoned players who will serve as the Tennis nucleus around whom the team will be 25 August—Classified Municipal Em- built. Top veterans include Bob Jenkins and Clyde Scott, backs, Ed Deramee and ployees Tennis Team of Baltimore, Md. 29 August—Forest Park Athletic Club Jim Carrington, guards; and Leon Bramlett, end. of Baltimore, Md. 1 September — Army-Navy Club Major problems facing the coaching staff will come in the installation of the Tennis Team of Washington, D. C. 5 September—OakhiU Tennis Club of newly-adopted T formation and in replacing the tackles and ends who are no Baltimore, Md. 8 September — Clifton Park Tennis longer available.

'The coaches hope to get the solution Team of Baltimore, Md. 15 September—OakhiU Tennis Club to these problems from the 120 candidates who are expected for the opening of Baltimore, Md. 44

day of practice. This number will be supplemented by plebe players who prove outstanding in the workouts between August 8 and 20, and wiU include, for the most part, players who have had college football experience prior to entering the Naval Academy.

FALL ATHLETIC SCHEDULES The following sports schedules have been approved for the Naval Academy teams for the fall season of 1945: VARSITY SOCCER 6 October •— Swarthmore College of Swarthmore, Pa. 13 October — University of Pennsylvania (at Philadelphia, Pa.) 20 October—Muhlenberg CoUege of AUentown, Pa. 27 October—Bucknell University of Lewisburg, Pa. 31 October—U. S. Coast Guard Academy of New London, Conn.

3 November—Johns Hopkins University of Baltimore, Md. 17 November — Pennsylvania State CoUege of State College, Pa. 24 November—U. S. Military Academy of West Point, N. Y. PLEBE SOCCER 6 October—Baltimore City College of Baltimore, Md. 13 October—CatonsviUe High School of Baltimore, Md. 27 October — Baltimore Polytechnic Institute of Baltimore, Md. 3 November — Mt. St. Joseph High School of Baltimore, Md. 17 November—Sparrows Point High School of Sparrows Point, Md. 24 November—Patterson Park High School of Baltimore, Md. VARSITY CROSS COUNTRY 6 October—University of North Carolina of Chapel HiU, N. C. (Continued on page 100)

GRAFLZX-mado photo, by Milton J, Pike

The picture of himself that Ernie Pyle liked best was taken by an advanced amateur photographer.

Milton J. Pike, personal secretary to Scripps-Howard's editorin-chief, has been an enthusiastic picture-taker for fifteen years. One day he got a chance to photograph Ernie Pyle, newly returned from Sicily. The famous fox-hole

GRAFLEX geis AUGUST,

1945

great

reporter talked, looked oflt into space, and the shutter on Milton Pike's GRAFLEX camera snapped . . . to catch "something of the anguish" that was in Ernie Pyle, to use Ernie's own words describing the picture.

Thus, for more than fiifty years, have the great moments . . . the great personalities of the day . . . been recorded for all time with GRAFLEX-made Cameras.

pictures!

VISIT GRAFIEX INFORMATION CENTERS for all GRAFLEX users, at 50 Rockefeller Plaza, New York 20, N.Y. and 5045 Wilshire Blvd., Los Angeles 5, Calif. When in New York be sure to see the GRAFLEX exhibit, "Pholograp/>y at War," in the Museum of Science and Industry, Radio City.

services were held at Fort Myer Chapel, 23 June, foUowed by burial in Arlington Cemetery with full military honors.

JOE POWELL StUl holds the position of Technical Assistant to the Secretary of the Navy. OriginaUy selected by Secretary Knox; after his deadi, JOE resigned, but was so urgently requested by Secretary Forrestal to continue, that he could not refuse. With busy offices in Boston, New York and Washington—and a week-end home in Quincy, Mass., nobody but our tireless, hardworking JOE could possible. The sympathy of the Class expossibly do this so successfully; and he tended, and flowers sent. could not cover the space, except for his FINANCES: At the present time there constant use of the up-to-date aeroplane is in the Class funds a balance of $220.72, for his many trips. deposited in Riggs Bank, under the trusteeship of our President, Joe PoweU, Judge EUGENE OCTAVE SYKES, and the Treasurer, John Morse. This '97, died 21 June, 1945 at his residence seems to be a sufficient balance for some in Washington after a long illness. time, so the treasurer was happy not to Burial wiU be in Aberdeen, Mississippi. have to ask for an assessment, or pay- He was a'member of the original Federal ment of Class dues.

Radio Commission, appointed by President Coolidge. Since 1939 he had been PRIZE SWORD: The Class of '97's Sword was this year awarded to Midship- a member of the law firm of Spearman, man BENJAMIN STILL"WTLL MAR- Sykes and Robertson of Washington. InTIN, of 500 South Fayette Avenue, duded in the Hst of honorary paUbearers Prospect Park, Pennsylvania. He was ap- were dassmates Leahy, YarneU, Jones pointed to_ the Academy by the Hon. and Morse.

WiUiam F. SchuJte, of the 1st CongresDon't forget the Fiftieth Anniversary, sional District of Indiana.

June Week, 1947.

H I G H H O N O R S : Many of our friends have frequently said " '97 is the most CHAUNCEY SHACKoutstanding Class ever to come from the 1 Q Q Q 1 0 7 7 p o R D , '99, (Capt., USNAcademy"—and we aU modestly admit it Ret. ) : The former Miss Ena Voight to be true.

Shackford, daughter of Captain and Mrs. Here is further evidence—an honor Shackford, was married on 11 June to recently conferred on Classmates; BILL Lt. Walter F. Brown, USN. LEAHY has been advanced to the rank of Fleet Admiral (***** Five Stars).

R. DRACE WHITE, '99, (Capt., For several years, he has held the position and the former Mrs. Graham of Chief of Staff to the President, under USN), Yotmgs were married in Brooklyn, N. Y., the late President Roosevelt; and then personally asked by President Tnmian to on 12 Jun*;. continue in the position. Sincere conJOHN W. GREENSLADE, '99, (Vgratulations, BILL. Perhaps the highest and most unusual Ad., USN-Ret), gives his address as 1201 honor feU to TOMMY HART—now the California Street, San Francisco, CaUf. Honorable T. C. Hart, U. S. Senate. The Governor of Connecticut not only se- 1 9 0 0 ^^^^^ ELLIS, 00, (RAd., USN-Ret.), gives his address lected TOMMY for the position, but had his State Legislature pass a special biU as 1905 Lombardy Road, San Marina 5, making it possible for him to appoint California. this Senator, without the formality and annoyance of a state election. The toga l O n i B E N Y A U R D B. WYsets weU on TOMMY'S shoulders, and ' ' ^ ' GANT, '01, (Capt., USNhe looks "every inch the Senator."

Ret.), has been awarded the Legion of "The HARTS have a beautiful home in Merit. The former Miss Barbara B. WySharon, Connecticut, which is also Mrs. gant, daughter of Captain and Mrs. WyHARTs dairy farm, as she chose this gant, was married on 23 June to Lt. arduous task as her form of essential war- John F. Hawley, USNR. Captain Wywork. Congratulations and aU good gant has been retired as C.O. of the Midwishes. shipman's School, Northwestern UniverTo this we add our deepest sympathy sity, and wiU become Headmaster of Elfor the death of their son, Lt. Comdr gin Academy, Elgin, lUinois.

THOMAS C. HART, '39, who died on 17 June, 1945, at Oak KnoU Naval ERNEST J. KING, '01, (FlAd., Hospital, San Francisco, from iUness USN), received honorary degrees from contracted in South Pacific waters, Harvard University and Bowdoin Colwhile in command of a destroyer. Funeral lege.

What's the Dope 1074 G E O R G E THORNTON ' " ' ^ EMMONS, '74, (Lt., USNRet.), an authority on Alaskan Indians, died on 11 June at his home in Viaoria, British Coluimbia, aged 93 years.

1882

^^^^^^ E- KENT, '82, may

be addressed at Jericho Turnpike, Jericho, Long Island, N. Y. 1PP*^ ROBERT H. WOODS, '83, 1000 (Capj^ ( s c ) ^ USN-Ret.), gives his address as' 1602 Gordon Avenue, University, Virginia.

IppO FREDERIC B. BASSETT, I000 .gg^ (jj^^j^ USN-Ret.), may be addressed at Fort George, Duval County, Florida. ipQI GEORGE WILLIAM ' " ' ' LAWS, '91, (RAd., USNRet.), died at Mare Island on 7 June, 1945.

1897

JO^^ ^-

MORSE, '97,

Class Secretary, of 233'7 California Street, Washington, D. C, reports (his first since 1943): A roster of the class shows 27 members on the retired lists of the services (including Colonel Anding, who is our oidy Army file); 11 civilians and 55 deceased. This accounts for all of the original number of 93 cadets. We also have 19 Associate Members, whose interest and enthusiasm for Class affairs often exceeds that of masculine members. So far as known, '97 is the only class that officiaUy recognizes the widows as Associate Members.

D E A T H S : It is with regret the Secretary must report the foUowing losses since the last BuUetin was issued: FALCONER and SEXTON, both died in Washington in 1943, and were buried in Arlington. McDOWELL died in 1944, in Annapolis, and was buried in the Academy cemetery. SARGENT died in Florida and was buried in Arlington.

SYKES died in Washington and was buried in his native Massachusetts.

W e have also lost two Associate Members: Mrs. W. H. Reynolds, (whose son, BUl, is employed at the Newport News Shipbuilding Company); and Mrs. Albert McCarthy, who died at Annapolis.

Classmates attended the funerals when 46

tJ^TTTSrCw *

1QAO ROSCOE C. DAVIS, 02, Gold Star, received in lieu of a second I 7VX ^ (^^p^^ USN-Ret.), gives his Distinguished Service Medal, awarded new address as East Haddam, Conn. for the manner in which he hurled his Second Carrier Task Force against the 1904 HERBERT S. HOWARD, Japane^. During January, February and I l\rr .Q4^ ( j ^ j ^ U S N ) , has been March, the Admiral's force accounted for 2,962 Japanese planes destroyed or probawarded a Letter of Commendation. ably destroyed.

WILLIAM R. FURLONG, Admiral McCain, who also wears the '05, (RAd., USN) was placed blue and white ribbon symbolic of the on the retired list on 1-June.

Navy Cross, was commended for "indomitable courage, sound judgment and BYRON McCANDLESS, 05, (Com- inspiring leadership," in attacks on the mo., USN-Ret.), commanding officer of Philippines, Formosa, and China Sea batthe San Diego Naval Repair Base, re- tles. The DSM was presented by Adm. cendy saw the badly battle-damaged USS Royal E. IngersoU, commander of the GREGORY put into his base for repairs. Western Sea Frontier, at San Francisco USS GREGORY is commanded by Comdr. in late March.

BRUCE McCANDLESS, 32, the Commodore's son.

ROBERT L. GHORMLEY, 06, (VAd., USN), is Commander, United States HAROLD G. BOWEN, 05, (RAd., Naval Forces, Germany, with headquarUSN), has been named Head of the ters at Frankfurt. newly created Office of Research and Inventions, a division of the office of the WILLIAM L. CALHOUN, '06, (VSecretary of the Navy.

Ad., USN), has been awarded the Distinguished Service Medal.

EDMUND S. ROOT, '05, (Capt., USN-Ret), gives his new address as 445 1 Qfyi WALTER F. LAFRENZ, '07, HiUtop Drive, Chula Vista, California. ' ^^^' (Capt., USN-Ret.), has been awarded a Letter of Commendation. ignA JOHN S. McCAIN, '06, (V' '*^ Ad., U S N ) , now wears the THADDEUS A. THOMSON, '07,

1905

AUGUST,

1945

(Capt., USN-Ret): Miss Jean Thomson, daughter of Captain and Mrs. Thomson was married on 16 June in Houston, Texas, to Lt. William A. Daniel, 111, AUS. CHARLES W. GROSSE, 07, (RAd., USN-Ret.), has been awarded the Legion of Merit.

THOMAS A. SYMINGTON, 07, (Capt., USN), gives his new duty address as Headquarters, 12th Naval District, San Francisco, Calif.

RICHARD E. CASSIDY, 07, (Capt., USN), gives his duty address as General Court Martial Room, Navy Yard, Brooklyn, New York.

RICHMOND K. TURNER, '08, (Ad., USN), whose fourth star is a recent addition, has been relieved as Commander of the Fifth Amphibious Force, but retains his job as ComPhibPac.

1908

GUY C. BARNES, '08, (Comdr., USN-Ret.), was buried in Arlington Cemetery on 23 June.

47

3 Million CR Diesel Hp. ^yiff0d Naval Service

it was the destroyer ENGLISH that took him aboard and flew his flag until he went to another carrier.

Rev. Francis X. Miurphy, C.SS.R., of St. Mary s, Armapolis, and Catholic Chaplain for the Naval Academy, is engaged in the preliminarj- work of writing the histon' of the hfe of our beloved DAN CALLAGHAN. Father Murphy will be obliged to any one who may communicate to him any pertinent material. Sometimes the smallest and most insignificant appearing items may check in with other reports and lead to something interesting.

LYBRAND P. SMITH, 11, (Capt., USN-Ret.), has been awarded a Letter of Commendation. lOlO E D W A R D O. McDON' ' ' ^ NELL. '12, (Capt., USNR), has been awarded an Air Medal.

D E W I T T C . RAMSEY. 12. (RAd..

L'SN), has been presented with the Legion of Merit.

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• Compactness which permits desirable machinery a r r a n g e m e n t s ; leaves more space for pay loads.

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THEODORE S. WILKINSON, 09, (VAd., U S N ) : The form.er Ann Harlow Wilkinson, daughter of Vice Admiral and Mrs. Wilkinson was married on 23 June, in Washington, to Lt. Comdr.

Ralph W. Hunter, (MC), USN.

newly elected Secretary of our Detroit, Michigan Association. "Al" extends a cordial welcome to all Alumni in or passing through the "Industrial Cit)'," and can be reached at 650 W. Baltimore Ave., Detroit. Residence address is 750 University Place.

ROBERT A. HALL. 12, (Capt., USN-Ret): The former Miss Margaret HaU. daughter of Capt. and Mrs. HaU, was married on 16 June in Armapohs to Stanley S. Burns, of St. Louis, Mo. ERNEST G. SMALL, 12, (RAd., USN-Dec.): A vessel honoring Rear Admiral SMALLs memorj', the USS ERNEST G . SMALL, a 2,200-ton DD, was

launched at Bath, Maine, on 14 June.

THALES S. BO\T), 12, (Capt., USNRet.), gives his new address as Barcelona Apartment Hotel, 326 Juniper St., San Diego 1, Calif.

HORATIO J. PEIRCE, 12, (Capt..

USN-Ret.), gives his new duty address .xs Headquarters, Third Naval Distria 90 Church St., New York, N Y HANS ERTZ, '12. (Capt., USNRet.), gives his dut)' address as U.S.N. Receiving Ship, Quarters No. 4, San Francisco, California. ]913

CHARLES G. HELMICK, 1 3 . (B.G., USA), former SHERMAN S. KENNEDY, 09, (RRICHARD S. FIELD, 11, commander of the 5 th Corps ArtiUery (Capt., Ad., USN), has been awarded a Letter of the First Army, has been named ComUSN-Ret), writes; of Commendation.

I hear that FRANK CRAVEN is to mandant of Fort George G. Meade, Md. have a change of duty which will permit 1 Ql n MARC A. MITSCHER, 10, him to live in his own house on Lake THOMAS M. SEARLES, 13, report•''*' (VAd., U S N ) , has been Washington, Seattle. mg the stams of the PhUadelphia Assoawarded a Gold Star in lieu of a third ciation, as "quiescent," adds: Na\7 Cross.

W e take some pride in the fact as re"My daughter, married to PARRETT lated in the papers that when Vice Ad- 39, has three sons. The last two were i g i l ALLAN A. RUTTER, '11, miral MITSCHER left the burning ' ' ' ' (Lt. Cdr., USNR-Ret), is the BUNKER H I L L in a boatswain's chair twins, so the old man is busy these days performing the duties of a grandfather."

48

101 4 ROBERT W. HAYLER, 14, ' ' ' ^ (RAd., U S N ) , has been awarded the Gold Star in lieu of a third Navy Cross.

THEODORE W. STERLING, 14, (Comdr., U S N R ) : The former Sarah Sterling, daughter of Commander and Mrs. Sterling, was married on 23 June, at Annapolis, to Lt. Carl A. Swanson, USNR. SEVISON C. STENGEL, '14, (Capt., (CEC), USN-Ret.), gives his new address as 6112 Harwood Avenue, Oakland 11, California.

Mrs. Ludlow are parents of a daughter, Cynthia Meriwether, born 16 June at Easton, Md.

RALPH H. ROBERTS, 19, (Capt., USN), has received the Legion of Merit.

ARTHUR S. ADAMS, '19, (Capt., VERNON F. GRANT, '17, (Capt., USN-Ret.), has been given the honorary USN-Ret.), has received a Legion of degree of Doctor of Civil Law by the Merit.

University of the South (Sewanee).

HAROLD B. SALLADA, 17, (RAd., USN), has been awarded a Legion of Merit.

FELIX B. STUMP, '17, (RAd., USN), has received a Navy Cross.

ARTHUR B. BRIGHTMAN, '17, gives his new address as 307 So. 51st St., FORREST B. ROYAL, 15, Omaha, Nebraska.

(RAd., U S N ) , died on his CHARLES G. THOMA, '17, gives his flag ship off Borneo on 18 June, as his address as 26 Rynda Road, South Orange, force was making a successful amphibious assault on Brunei Bay. He is survived New Jersey. by his widow, Mrs. Katherine Royal, and EDWIN D. GIBB, '18, two daughters, Mrs. James Burch, and I Q I O (Capt., USN-Ret.), went on Katherine Royal. Death was due to nat- ' ' ' 째 the retired list on 1 June. ural causes.

1915

PHILIP V. SULLIVAN, '19, (Lt. Comdr., USN-Ret.), of the Texas Company, l6th and Champa Sts., Denver, Colorado, writes: "I am now on terminal leave, the Navy Department having decided they could lick the Japs without my services. I am here with the Texas Company as Chief Engineer of the Denver District.

"My last duty was teaching in NROTC at U. of N. M. at Albuquerque. Prior to that, I was in Central Pacific in command of an advanced Amphibious Training Base. I trained two divisions of the Army plus some Marines. While there I received six letters of commendation from the Army, Coast Guard and Navy."

GEORGE C. DYER, '19, (Capt., JOSEPH J. CLARK, '18, (RAd., USN), is C.O. of USS His job CLIFFORD G. RICHARDSON, '15, USN), has been named Chief of Naval and ship have recently broken out of (Commo., USN), has been awarded a Air Intermediate Training, with Head- security.

Legion of Merit and a Gold Star in lieu quarters at Corpus Christi, Tex. of a second Legion of Merit.

LOGAN C. RAMSEY, '19, (Capt., EDMUND J. KIDDER, '18, (Capt., USN), has been named commanding JOHN J. MAHONEY, '15, (Commo., USN), gives his correct address as 5365 officer of the USS LAKE CHAMPLAIN, USN), and Mrs. Mahoney became grand- E. Broadway, Long Beach 3, Calif. christened and commissioned on 2 June. parents on 12 June, when a daughter was born to Ens. John E. Byrne, Jr., USNR, 1 Q 1 9 CUTHBERT A. GRIFFITHS, '19, JOHN G. CRAWFORD, '19, and Mrs. Byrne. ' ' ' ' (Capt., USN), has received (Capt., USN-Ret.), now on the inactive list, gives his new address as 515 22nd the Legion of Merit.

JOHN L. McCREA, '15, (RAd., St., Santa Monica, Calif.

USN), has been awarded the Legion of CHARLES ALLEN, '19, (Capt., Merit and the Gold Star in lieu of a sec- USN), has been awarded the Bronze i g o n WILLIAM E. MILLER, '20, I Td.\J {^c^^t_^ USN), has assumed ond Legion of Merit.

Star Medal.

101/L HARRIS K. LYLE, '16, (Lt. ' ' '" Comdr., USN-Ret.), gives his new address as 2314 Oregon Avenue, Long Beach 6, California.

SHORE-to-SHIP

LEON F. BROWN, '16, (Capt., USNR), gives his new address as 20 Southgate Avenue, Annapolis, Maryland.

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THEODORE T. PATTERSON, '16, (Capt., USN-Ret.), gives his address as 435 Washington Avenue, Haddonfield, New Jersey.

WILLIAM J. BIRMINGHAM, '16, writes from his offices as Special Agent for The Northwestern Mutual Life Insurance Company of Milwaukee, Wis., 1801 Clark Building, Pittsburgh, Pa.: "1 was a member of the 1916 Class at the Naval Academy and have a son who is a Seaman, First Class, in the Navy now and am more than interested in Navy news."

1917

WILLIAM G. LUDLOW, JR., '17, (Capt., U S N ) , and

AUGUST,

1945

Member

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Proclaims Readiness and Willingness Rendering Service to officers all over the World Allotments

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SHIP-TO-SHORE

command of the CL. USS LITTLE ROCK,

commissioned on 17 June.

WINFIELD S. CUNNINGHAM, '20, (Comdr., USN), Commanding Officer of Wake Island at the time it feU to the Japs, has been transferred to the Prisoner of War Camp in Shanghai, China, according to a recent letter received via Red Cross. His address: Shanghai Gaol, 147 Chang Yang Lu, Shanghai, China.

WADE D E W E E S E , '20, (Capt., USN), has been detached as Assistant CO., USNTC, Sampson, New York.

GILL M. RICHARDSON, '27, (Capt., USN), and the former Lt. Patricia H. Lockridge, USNR, were married in HARRY W. CRANDALL, '22, (Col., Washington on 16 June.

USA), on duty with the Ninth Army, WILLIAM VAN DOORN, '27, gives has been awarded the Bronze Star Medal. his address as 175 Summit Avenue, UpVICTOR J. R OSSOLA, '22, gives his per Montclair, New Jersey. new address as 273 Brantwood Road, HAROLD S. HARNLY, '27, (Capt., Eggertsville 21, New York.

USN), gives his address as 119 Arch1090 W I L L I A M A. FLY, '23, wood Street, Annapolis, Maryland. ^'^^ (Capt., U S N ) : The former STRATFORD B. BIDDLE, JR., '27, Mary-Jane Fly, daughter of Captain Fly, was married recently at New Orleans to gives his address as Room 738, Rialto Lt. (jg) Kenneth H. Kahao, Jr., USNR. Building, San Francisco, California. sistant CO., USNTC, Sampson, New York.

ELWOOD M. TILLSON, '20, (Capt., ALVIN R O B I N S O N , '27, (Lt. THOMAS E. BOYCE, '23, (Comdr., USN), has been awarded the Silver Star Comdr., USNR), writes from Newport: USN), has been awarded the Legion of Medal.

"In the throes of packing and getting Merit and the Silver Star Medal. ready to shove off and go on the staff of MAURICE E. CURTS, '20, (Capt., A R T H U R A. A G E T O N , '23, Commander Battleship Division —, on USN), is the C.O. of the USS COLUMBLA. . After having an AM and (Comdr., USN), one of our June au- the DE and spending my Naval career in thors, has received the Bronze Star 1991 JESSE H. CARTER, '21, Medal. smaU ships, I look forward to living on a ' ^^^ (Capt., USN), has received batdewagon. the Legion of Merit.

"A lot of boys have flown through the ALBERT C MURDAUGH, '23, (Capt., USN), has been awarded the War College and the Training Station ROBERT W. BERRY, '21, (Capt., Croix de Guerre with Etacli de Vermeil here awaiting ships—most of '27 going U S N ) : The former Emily C Berry, by the French. as Execs on cruisers. Among those who daughter of Captain and Mrs. Berry, was have broken a bottle or matched for a married in Black Mountain, North CaroROBERT W. McCORMICK, '23, (Lt. drink out of '27 have been JOE RUBINS, lina, on 15 June, to Capt. John C Raaen, Comdr., USNR), reports he is bound to SINBAD ADDISON, CORT SHANDS, Jr., USA. "East Longitude in the Pacific," but gives who is getting a Baby Flattop, and his home address as 261 MuUin Street, DAVE WALSH, who had the MTB base THOMAS J. RYAN, JR., '21, (Capt., Wateitown, N. Y. here, but is leaving as Exec on a D D USN), has received the Legion of Merit. t tender. ANSCHOL just arriving proHAROLD H. CONNELLEY, '23, duced BILL PCNICKERBOCKER, who LEO S. STAFFORD, '21, (Lt. Comdr., (Capt., USN), gives his new address as appears to have had the commissary deUSNR), writes from the Philippines: 106 Arch wood Avenue, Annapolis, Md. partment in the Supply Corps from the avoirdupois and the four stripes he gal"I have been in this area several lantly pushes around. MAXIE CATTERmonths during which time I have run 1 0 9 4 RAYMOND A. ANDERTON is staying on the staff here for anacross several classmates whom I had not ' SON, '24, (Col., USMC), other term." seen for 25 years. Every now and then I gives his new duty address as Camp see AL GRANUM, T. J. KELLY, A. H. Lejeune, North Carolina.

McCOLLUM and J. D. BEARD. AU EDGAR B. HANDS, '27, (Lt. Comdr., have been very cordial to me."

1Q9C JACKSON S. CHAMPLIN, USNR), gives his new duty address as I 7Xa -25^ (c^pj^ USN), has been Central B.O.Q., Mare Island, Calif.

ROY M. SIGNER, '21, (Comdr., awarded the Bronze Star Medal.

USN), is on duty at USNAS, Adantic RICHARD H. PHILLIPS, '27, (Capt., City, New Jersey.

199/' BENJAMIN F. TOMPKINS, USN), sporting a Navy Cross and a '*-^ '16, (Capt., USN), has re- Bronze Star Medal, writes: W I L L I A M P. KELLOGG, '21, ceived the Bronze Star Medal.

"CHARLIE BERGIN was with me (Comdr., USNR), gives his address as when we made our run down Surigao 1201 E. California Street, Pasadena, Calif.

JESSE L. PHARES, '26, (Capt., Strait against the Japs last October.

USN), has received the Bronze Star (Navy Cross).

EDWIN M. CROUCH, '21, (Capt., Medal.

"I have just been relieved as a DesDiv USN), gives his new address as 3200 commander after eight months with the Cameron Hills Road, Alexandria, Va. EDWIN S. SCHANZE, '26, (Capt., best destroyer division in the Pacific, and USN), has been awarded the Legion of now, after 30 days leave, am on my way I Q O O JOHN P. BENNINGTON, Merit. to a destroyer training command in the ML.^ '22, (Capt., USN), has reCaribbean as Chief of Staff and Operaceived the Bronze Star Medal.

WILLARD M. SWEETSER, '26, tions Officer. Hope not to stay there more (Capt., USN), gives his new duty ad- than six or eight months, as I want to ADELBERT F. CONVERSE, '22, dress as Room 3812A, CominCh Head- get back in the Pacific."

(Capt., USN), has been awarded the quarters, Main Navy Building, WashingGold Star in lieu of the fourth Legion of ton 25, D. C OSCAR H. DODSON, '27, sends in Merit. this interesting dope: 1 9 9 7 DAVID C WHITE, '27 REUNION OF '27 H U B E R T W. CHANLER, '22, " ' ' * • ' (Capt., USN), has received Under tropical palms, by a sapphire (Capt., USN), has assumed duties as As- the Bronze Star Medal. sea, cooled by iced refreshments, the 50 TOr

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AUGUST,

1945

51

Kamikaze dodging members of '27 gathered recently for an afternoon's reunion.

Present were: Tommy Dykers, Jack Hoerner, Skivvy Chamberlin, Charley Bergin, Jimmy Hogg, Walter Winn, Spivis Smith, Doc McKechnie, Alex Patterson, Eddie Herron, Whitey Willcox, Bud Southwick, Oscar Dodson, Crapo Taylor, Monroe Duffil, Gordon Everett, Molly Malone, Charley Beasley, Dean Dickey, Art Taylor, C. C. Faulkner, Jocko Cooper, Pug Downes, Ray Harrell, J. D. Parks, Van L. Wanselow, Robie Palmer and Martin Stone.

Others seen recently in the area but imable to be present for the reunion were: Red StiUman, Jimmy Thach, Pablo High, Jack Broach, Bill Bryson, M. T. Evans, Tommy, Neblet, Ike Hull, Bill Specht, J. R. McCormick, Malen Durski, Tommy Flynn, Tom Eddy, Bill Organ, and George Hansen.

To Red StiUman and Bud Southwick, who did the leg work, goes credit for the success of this pleasant gathering.

^

EDWARD A. HANNEGAN, '28, (Capt., USN), has assumed conmiand of the Patuxent River Naval Air Station.

1928

A Code that the "sons of heaven" never reckoned upon. A Code of JUST RETRIBUTION for treachery—and day after day carrier and land based planes of our Armed Forces are dropping their retributive loads of destruction on Nippon's greatest cities.

Many of these bombs, ranging from 100 to 4,000 pounds carry the M l 03 bomb nose fuse. This fuse, produced by the F. L. Jacobs Co. to meet the urgent needs of our Air Forces, required for its manufacture gears that were hard to obtain. The F. L. Jacobs Co's. "know-how" met this problem by manufacturing them in their own plants...thus swinging into quick mass production.

CARL F. EVERSOLE, '28, an Attorney, gives his new address North Second Street, Richmond, Kenmcky.

THOMAS G. ENNIS, '28, (Col., USMC), gives his new address as 247 Hathaway Lane, Wynnewood, Pennsylvania.

1999 WILLIAM H. WATSON, I 7A 7 .29^ (Comdr., U S N ) , was the CO. of USS LAMSON, which was damaged by a Kamikaze at Ormoc Bay on 7 December 1944.

• DAVID' J. WELSH, '29. (Capt.,.

USN), was the Exec on USS CABOT, the "Iron Woman."

Untold thousands of bombs, e q u i p p e d w i t h these M103 fuses are being used to knockout and destroy, the enemy whether he be on land or sea.

GEORGE H. WALES, '29, (Capt., USN), has received the Gold Star in lieu of the second Silver Star Medal.

K E M P T O L L E Y , '29, (Capt..

USN), has been wounded in action.

JOHN R. EDGINGTON, '29, gives his home address as 717^4 West 60 St., Los Angeles 44, Calif.

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HUGO A. NELSON, '29, gives his address as Box 1487, Great Falls, Montana.

RALPH C. LYNCH, JR., '29, (Opt., USN), gives his home address as 10 Manchester Road, Tuckahoe, New York.

1 93Q VOLCKERT P. DOUW, '30, ^^ (Comdr., USN-Dec), was kiUed on April 29, when his DD, USS

^hinmah

HAZELWOOD

was hit by a Kamikaze off

Okinawa.

ELVIN HAHN, '30, (Comdr., USN), and the former Mary Alice Long were married on 8 May at Bremerton, Wash-

USN), gives his new duty address as Naval Gun Factory, Washington, D. C. LOUIS J. BELLIS, '31, (Comdr., USN), reports a new home address: Hotel Brittany, 55 East 10th St., New York 3, New York. (Apt. 607).

BRUCE McCANDLESS, '32, DONALD M. WELLER, '30, (Lt. 1 0 O O *^^^ (Comdr., U S N ) , recently Col., USMC), has received the Legion of brought his badly battle damaged, USS Merit.

GREGORY, to the San Diego Repair Base, where his father. Commodore BYRON JOHN CORBUS, '30, (Comdr., McCANDLESS, supervised the repairs.

USN), was die skipper of USS HER-

RING, which, while on patrol in the Bay CHARLES F. BRINDUPKE, '32, of Biscay, torpedoed and sank a Nazi Uboat, the only such known case in this (Comdr., U S N ) , has been awarded the Gold Star in lieu of the second Bronze war.

Star Medal.

JOHN M. LEWIS, '30, (Lt., USNRet), writes from 3576 Third Avenue, San Diego 3, California: "For the past four years I have been in Oklahoma acting as Director of the Ground School in an Arihy Primary Flying School. Sort of like a duck out of water for a Navy man to be in this part of the country and working with the Army. However, we all get along fine. 1 waxed prosperous as a result of the Army-Navy football games in 1941, 1942 and 1943, but sort of plowed back some of my winnings this last Fall. Interestingly enough, we had some West Pointers as flight students lately, and among them were some of the football team. No doubt all hands will recall one Bobby Dobbs in Army's backfield. He was here, and, incidentally, a fine boy.

"Well, now these contract flying schools are being closed, and of course we are glad to see that as it means that the end is in sight. Going back to San Diego for a little visit and then may shift my base to Denver. So a further change of address may be in the wind."

BOWEN F. McLEOD, '30, (Comdr., USN), gives his new address as 4075 Park Boulevard, San Diego, California.

FRANK T. SLOAT, '30, (Comdr., USN), gives his new address as 1000 G Avenue, Coronado, California.

ROBERT H. TAYLOR, '30, (Comdr., USN), with the Combined Chiefs of Staff, gives his office address as Room 2108, Munitions Building, Navy Dept., Washington, D. C.

CHARLES M. KEYES, '32, (Comdr., USN), was the commanding officer of the USS WILLIAM D. PORTER, which was Kamikazed and sunk off Okinawa without the loss of a single life.

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JOSEPH W . KOENIG, '33, (Comdr., JOHN D. LAMADE, '32, (Comdr., USN), and the former Barbara W. USN), has received the Bronze Star Erickson were married on 23 June at Medal.

Seattle, Washington.

HENRY S. MONROE, '33, (Comdr., LEON S. K I N T B E R G E R , '32, USN), has received a Gold Star in lieu (Comdr., USN), has received the Navy of the second Silver Star Medal.

Cross.

J O H N A. TYREE, JR., '33, (Comdr., CYRUS BREWER, '32, (Lt.,USNR), USN), has received a Gold Star in lieu is teaching Damage Control and Engi- of a second Bronze Star Medal. neering to NROTC students at Gonzaga University, Spokane 11, Wash., a billet PHILIP W . G A R N E T T , '33, he expects to fill until November.

(Comdr., U S N ) , has received the Bronze HUGH B. SEVERS, '32, (Lr.,USNR), Star MedaL was the Skipper of an LST anchored in Lingayen Gulf, on 17 January, when a Japanese sword was sighted balanced on the mud that was stuck to one of the flukes. Now the sword reposes in the ward room of the LST, a noble trophy.

HUGH writes: "Duty on a Battling Bath Tub is O.K. We get around to the strangest places and do the strangest things and 1 really mean strange. To head your ship for a beach (ours or one that is to be ours) is a thrill that no Navy man ever experienced before this war. In rough weather a combination of a Bronco and a Hula dancer's movements is a mild description of the action of an LST. Have seen a few of '30 and '32 out here and hope to see more of them as time goes by."

JAMES D. F E R G U S O N , '33, (Comdr., U S N ) , has received a Letter of Commendation.

MORGAN SLAYTON, '33, (Comdr., USN), is C.O. of the newly commissioned USS

FLOYD B . PARKS.

EARNEST G. C A M P B E L L , '33, (Comdr., U S N ) , was the skipper of USS M A H A N when she took three suicide planes off Ormoc last 7 December. She was subsequently sunk by our own gunfire.

JOHN M . S T E I N B E C K , '33, (Comdr., U S N ) , is the skipper of USS GANSEVOORT.

B. BALLARD CHEATHAM, '33, ALTON E. PARKER, '32, (Comdr., (Comdr., U S N ) , writes that he is "CFOUSN), was the skipper of USS M A N 1931 PEYTON L WIRTZ, '31, '" (Comdr., U S N ) , has re- NERT L. ABELE, which was sunk off ing a new D D at the moment."

Okinawa when it broke in two from the ceived the Legion of Merit.

WILLIAM C. P. BELLINGER, '33, double blow of a suicide plane and a (Comdr., U S N ) , writes: Baka bomb.

NELSON K : B R O W N , '31, (Lt. Col., "Have a division of five-inch DE's in USMC), has received the Bronze Star Medal.

IQOO JOSEPH F. ENRIGHT, '33, the Pacific. These ships have plenty of I70J (Comdr., U S N ) , has been fire power and are doing an excellent job.

EDWARD S. B U R N S , '31, (Comdr., awarded a Legion of Merit.

AUGUST,

19 4 5

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"At an advanced base recently broke beer with JIMMY STUART, MARY DEMARIA, ED POWELL, and HAROLD SARGENT. Missed seeing RAY THOMPSON and JOHN OGLE who were also around. Some weeks ago I bumped into GEORGE BOWEN and MAURICE BROWN." PAUL D. ELLIS, JR., '33, (Comdr., USN-Ret.), and Mrs. Ellis are parents of a daughter, Vicky Moruroe, born in Atlanta, Georgia, on 30 May. IQO4 BROWN T A Y L O R , '34, ' '^^ (Comdr., USN), has received the Silver Star Medal.

ROY SMITH, '34, reports "quite a reunion at an obscure base recendy. Our skipper, George Koch, '33, the Exec of the base, Al Kilhefner, '34, and myself were all at Severn together. The Hedron skipper was Dick Stuart of '34, and a merry time was had by all."

ROBERT A. BLACK, 35, (Lt. CoL, W I L L I A M T. DUTTON, '34, USMC), gives his new home address as (Comdr., USN), has received the Legion 45 Legare Street, Charleston 4, South of Merit.

Carolina.

SIDNEY D. B . M E R R I L L , '34, DALE E. COCHRAN, '35, (Comdr., (Comdr., USN), now sports a Navy USN), and Mrs. Cochran announce the Cross for his splendid job bringing in the birth of a daughter, Christina, born 2 damaged USS HALSEY POWELL. June at Portland, Maine. The Cochran's DAVID C. MILLER, '34, (Lt. Comdr., have another child, Burke. Dale is on duty on the staff of Commander, DeUSNR), writes from a Pacific DE: "A dass reunion was recendy held in stroyers, Adantic Fleet. an unnamed base in the forward area.

WALTON B. WALTERS, "35, (Lt., Present to discuss the progress of the war and conduct the following business were USNR), gives his new duty address as —JIM CRAFT, D. C. AMBROSE, FAG Naval Air Station, Corpus Christi, Tex. KELLY, LONG JOHN KIRKPATJOHN L. JAY, '35, (Lt., USNR), RICK, BUTCH HARBOLD, DAVE gives his new duty address as Room 3705 MILLER. "In the vicinity, sorely missed, but not Arlington Navy Annex, Washington 25, present, were: TOMMY SOUTH, POP D . C .

GUNN, CHET SMITH. RAYMOND W. VOGEL, "It was resolved that: (1) It's a long 1 0 Q A ' ^ ' ' ° JR., '36, (Comdr., USN), war; (2) Hobart Key declare a diviand Mrs. Vogel, are the proud parents of dend; and (3) It's a long war.

"It was proposed and agreed that the a daughter, Clair O'Neill Vogel, born 15 aforesaid group be constituted as Local June at the Naval Academy Hospital.

999 of '34, Inc. Accordingly, the follow- Commander Vogel is at sea. ing oflScers were unanimously elected: President, Tommy South; Vice-PresiYER DERN TOOTIN dent, Chet Smith; Secretary, Pop Gunn;

By GENE RIEWE Provider of the Beer, Long John Kirkpatrick.

From out in the Phihppines area "The meeting thereupon deteriorated FRED LINCOLN favors us with a very into less' business-like procedure and a newsy letter as follows: good time was had by all."

"SHIPMATE is sometimes slow in catching up with me but it's always welRICHARD L. MANN, '34, (Comdr., come. We have been busy but so far have (CEC), USN), commands a Seabee bat- been in comparatively safe waters. We talion in the South Pacific. were the first DE to report to Admiral KAUFFMAN in the 'Philippine Sea JOHN HARLLEE, '34, (Comdr., Frontier. We did a good bit of escort USN), gives his new duty address as work with mixed Navy Merchant ConOfficer in Charge, PT Shakedown Staff, voys. On one trip we pinch-hit as task USNTC, Miami, Florida. unit commander. It was good experience and cinched my "spot" promotion (gcxxi IQOC GEORGE PHILIP, JR., '35, only while I'm in command of a DE).

I7J3 (Comdr., USN), has been Being a junior ship we got the lion's reported killed in action. His DD, USS share of independent duty. Actually this TWIGGS, sank in less than an hour from was fortunate. We have worked for sevan aerial attack in June off Okinawa. eral bosses, have been on our own a good bit and have managed to get around more SAMUEL NIXDORFF, 35, (Comdr., than the Other ships of the division.

USN), has received the Legion of Merit.

Then our entire division was selected to hunt subs. Part of the rotation inJAMES H. MINI, '35, (Comdr., cluded working with our fleet subs beUSN), has received the Silver Star. tween patrols for mutual training. We have a hearty respect for our leaders in JOSEPH H. WESSON, '35, (Comdr., these parts and their consistent accomUSN), was C.O. of USS HiCKOX, which plishments are astronomical in their prorescued many FRANKLIN survivors. portion.

LLOYD BENSON, a reserve, has done ROBERT B. KAIL, '35, (Comdr., a brilliant job as Skipper of a famous JAMES R. COMPTON, '34, (Comdr., USN), has received the Bronze Star.

APD, (hope he is in the States now).

USN), has received the Air Medal.

DOC DOCKUM is doing well as E U G E N E B. F L U C K E Y , '35, WALTER T. G R I F F I T H , '34, (Comdr., USN), has received a Gold Skipper of a 2100-ton DD, one of the (Comdr., USN), took his sub, USS Star in lieu of a third Nav)' Cross. The slickest ladies afloat.

JOE COPPOLA is slated for Chief BULLHEAD, to within four miles of the trophy flag from USS BARB, G E N E ' S China Coast to rescue three injured B-25 sub, has been on display at the Naval Engineer of one of our new BB's.

Academy museum. crewmen.

BILL PARHAM, Skipper of a fleet 54 ^ ^ 7 #*|t^riTwlLX* *

sub, had SMOKEY MANNING along on one patrol as a PCO. TEX CASSIDY, '34, is on one of our cruisers.

BAIN, '34, BOYLE, '34, KOSSLER, '34 and HAZZARD, '35, are fleet sub Skippers with enviable records.

Our Commodore is Comdr. W. C. JENNINGS, '27, who is a top-notch leader.

Comdr. JIM FOLEY, '29, has departed from DE's to Skipper a DD. We will miss him but are glad to see him receiving recognition for an excellent war record.

NED HARRELL, '30, has welcome orders to the States after a long billet in command of a DE. JOHN GREENBACHER, '40, has command of one of the DE's in our division. He is the youngest Skipper in the division but has set an example hard to equal.

Both my brothers, RASHE, '30 and BILL, '40, are all right as far as 1 know.

Bill was recendy in the States and is still in PBM's.

C. F. PUTNAM, '37, is Skipper of a fleet sub.

BEN JARVIS, '39, is one of the youngest fleet sub Skippers afloat and has an enviable war record and reputation among the ofl&cers and men who know him.

Had the pleasure of having my old wife, FRAN GREENUP, aboard for lunch. We merely put in for fuel but had a good visit on the fly in the process.

Fran commands a new fleet boat and has really been in there pitching for '36.

DICK PRATT was one of die first in the class to command a large destroyer and when I last saw him was expecting orders to the States.

MACK, '37, and McDOWELL, '37, both command DD's.

WILLIE RAKOW, '33, and JOHN FOSTER, '34, did fine jobs in command of large DD's. Both have orders to the States, I believe.

Have not caught up with FRANK LIST, '33, one of my first-classmen, but hope to see him one of these days.

Our first company oflScer, Capt.

HUTCHINSON, '26, has a squadron of subs.

The second company oflficer, BILL BURFORD, '23, also a Captain, has a Destroyer division.

JOHN NEWMAN, '26, also a Captain, did some rugged fighting with a destroyer squadron but 1 understand that he has a staff billet now. I just missed seeing him before he got his orders.

The news from here continues very good. We are all worjcing to speedy victory.

At home, Caroline is doing well but has more than her hands full with three active boys. I'm looking forward to the day when I'll see them again."

AUGUST,

1945

Thanks for the dope, Fred, and congratulations on the new extra half stripe.

We hope that ENGLAND will be able to print the dope you sent without using the censor's pencil too heavily. And we hope that you'll soon get back to Caroline and the boys.

Our congratulations also go to LLOYD BENSON who, we learn through Fred's letter, is back in the blue.

Incidentally, Fred is still on the USS — and can be addressed through the FPO at Frisco.

From FRANCIE FURER we received a note with the following information: "We arrived here in April and found the renting situation hopeless so have purchased a lovely house and now are most happy that we have had to buy. 1 love it

Z I N C TO MEET EXACTING SPECIFICATIONS

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here even though I see very little of Al. He is Navigator aboard a CV so he doesn't get home too often so I'm left with the manly chores for the time being.

He seems to like his new duty very much and certainly it must be agreeing with him as he looks better than he did in Philadelphia." The Furer's new address is 1421 6th St., Coronado, California.

We were glad to hear from you, Francie. Sorry you're no longer our neighbor but glad to hear that you and Al are so happy in your new home and on your new assignment.

Our congratulations go to Archie and Marj Hemenway who report the addition to the Hemenway household of a new boy to join Peter and the parents to make it a cozy quartet. Marj also reports.

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"Henry is in Europe as a naval technician and we do not expect to see him for some time."

ART COFORD reports that he is with American Export AirUnes at 25 Broadway, New York 4, and invites any of the gang to call him should they get into the big city.

Betty Kirkpatrick tells us that Enid and JIM THORPE, '27, were recent weekend guests at her home.

CAL LAWRENCE sends us the news that HOLLIS COOLEY is no longer in the New York area.

When last heard from, CHARLIE RAYMOND was quite excited over an expected liner of pups at his house. Hope you weathered the event in good shape Charlie.

BOB WILLIAMS was ordered to the Pacific area shordy after we saw him about two months ago. W e understand that he has charge of all Aerological work out there. Congratulations, Bob! SULLY and Qair VOGEL, after having three boys in a row, are the proud parents of a daughter, Qaire O'NeUl, born on Friday, 15 June at the Naval Academy Hospital. Our warmest congratulations! They now are tied for the lead in the class with the DUANE PAULS who have two boys and two girls.

SuUy is at sea at the present time. Hope you get home to see your daughter soon.

Sully.

KEN MUSICK, '35, sends us die latest from his front, which is most welcome.

He says, "We are back in the Pacific area putting on the finishing touches and should be in combat before too much longer. Things are rocking along and the group is shaping up very nicely.

"Saw JACK MAURER for the first time since graduation. He is a submariner and is in for a short rest getting his boat reconditioned before going out again."

Thanks, Ken! We're hoping to get off an answer to those letters of yoiurs sometime soon.

Ken is skipper of CAG - - and can be addressed at the FPO at Frisco.

In Chicago between trains recently I phoned ED McLEAN, '35, and had a nice chat. We planned to lunch together on my return trip through the Windy City but a revised schedule prevented that.

In Milwaukee I visited for a short period with BOB BONIN's dad and phoned BILL NEARS' and JIM GRAY's mothers.

Bill is in England on Admiral McFALL's staff. JIM GRAY is now at Atlantic City and we hope to contact him soon. AL FLEMING, his brother-in-law, is also back in the States and is doing a big Radar job down in Florida.

Our get-together for June 3 had to be called off because of the travel conditions and so many leaving the vicinity. Hope 56

to arrange for another later in the simamer.

Comdr., U S N ) , has been awarded a Bronze Star.

JOHN V. NOEL, JR., '36, (Comdr.,

ROBERT L. MIDDLETON, '38, (Lt. Comdr., USN), is air officer of the newly commissioned CVE, USS SiBONY.

USN), was the Skipper of USS HARA-

DEN when it was badly damaged by a Kamikaze plane in the Sulu Sea in December, 1944.

CHARLES F. McGIVERN, '38, (Lt. Comdr., USN), and Mrs. McGivern anPAUL H B J A R N A S O N , '36, nounce the burth of Michael Lankford, (Comdr., USN), and Mrs. Bjarnason are on 2 April, at Armapolis. This is their parents of a son, John Grimur, born at second child, Mary Patricia being almost four years of age. CHARLES is in comSan Diego on 5 June. mand of a submarine in the Pacific.

DAYTON A. SEILER, '36, (Comdr., WILLIAM P. WATTS, '38, (Lt. U S N ) : The engagement of Comdr.

Seller to Yeoman Dorothy N. Rankin, Comdr., (SC), USN), O-in-C of die AdUSNR, has been aimounced by her par- vance Base Group, Naval Supply Depot, ents, Dr. and Mrs. I. A. Rankin of Iowa Qearfield, Utah, writes: "Anyone passing through Salt Lake City, Iowa.

City East or West is cordially invited to P H I L I P E. SHETENHELM, '36, stop over. My name is in the S.L.C. di(Comdr., USN), gives his new home ad- rectory. 1 keep a bachelor apartment." dress as Route 3, Box 49A, Portsmouth, IQOQ THOMAS C. HART, '39, Virginia. â&#x20AC;˘^*^' (Lt. Comdr., USN), son of Senator Thomas C. Hart, '97, (Ad., CORRECTION USN-Ret.), died on 18 June in San SHIPMATE extends sincere apologies Francisco from natural causes. to Commander JAMES RICHARD HANSEN for the error which appeared EDWARD ACKERMAN, '39, (Lt. in July issue, stating that he was lost Comdr., USN), is officially reported when the USS MORRISON was sunk in missing in action. His submarine, USS the batde for Okinawa. Comdr. HAN- KETE, has been reported overdue and SEN was a survivor from the MORRISON, presumed lost. and is now on duty as an instructor at the U. S. Naval Academy.

HUBERT T. MURPHY, '39, (Lt. Comdr., USN), has been awarded the 19^7 ^ O Y H. BURGESS, JR., '37, Legion of Merit. ''*'' (Lt. Comdr., USN), was placed on the retired list as of 1 June.

RICHARD S, ROGERS, '37, (Lt. Comdr., USN), has received the Gold Star in lieu of the Second Distinguished Flying Cross.

JAMES W. McCONNAUGHHAY, '39, (Lt. Comdr., USN), and the former Henrietta N. Elliott were married at Annapolis on 22 June.

CLARENCE W. B E C K E R , '39, (Comdr., USN), is reported missing in EUGENE P. RANKIN, '37, (Lt. action. His DD, the USS LONGSHAW, Comdr., USN), and Mrs. Rankin are went aground on a reef off Okinawa and parents of a daughter, Peggy Seldon, was sunk when taken under fire by Japanese shore batteries. born 21 June at Washington, D. C.

EDWARD THOMAS GRACE, '39, ALFRED W. GARDES, '37, (Lt. Comdr., USN), gives his new duty ad- (Lt. Comdr., USN), was killed in action dress as Naval War College, Newport, off Okinawa while commanding the HALLIGAN, which was sunk.

Rhode Island.

DONALD CLAYTON DEANE, '39, LOUIS E. DE CAMP, '38, (Lt. Comdr., USN), and Mrs. Deane are (Lt. Comdr., USN), gives his parents of a daughter. Suzanne Clayton, permanent home address as 1220 Daniel born in Norfolk on 7 June.

Avenue, Norfolk 8, Virginia.

1938

JAMES B. WALLACE, '39, (Lt. RALPH H. LOCKWOOD, '38, (Lt. Comdr., USN), commanded Composite Comdr., USN), has been awarded the Squadron 92 which has flown more than Bronze Star. two milhon miles in support of the Philippines, Iwo Jima and Okinawa W A L T E R L. SMALL, '38, (Lt. campaigns.

Comdr., USN), has been awarded a Letter of Commendation.

HARRY J. HOLT, '39, (Lt. Col., USA), gives his new duty address as 2A RAYMOND A. MOORE, '38, (Lt. 200 AAFBU, Colorado Springs, Colo.

ROLAND G. BIENVENU, '41, (Lt., JOHN G. STREET, '39, (Lt., USNR), giving his address as 1144 N. W. 38th, U S N ) , has reported at the Naval TrainOklahoma City, Oklahoma, writes, "I am ing Station, Norfolk, to receive instrucTrecuperating from a broken back at tion in duties aboard a DD. Naval Hospital, Oklahoma, after being shaken up a bit in the Philippines."

WALDO W. SIMONS, '41, (Lt., USN), and the former Nancy R. Halsted ROBERT F. DEIBEL, JR., '39, (Lt. were married on 23 June in Garden City, Comdr., USN), back from the Pacific, Long Island, N. Y. gives his duty address as BuAer, Room IWBl, Navy Department, Washington JOSEPH K. TAUSSIG, JR., '41, (Lt., 25, D. C. USN), and Mrs. Taussig are parents of a son, Joseph K., Ill, born on 16 June at R O B E R T R. GREEN, '39, (Lt. Boston, Massachusetts.

Comdr., USN), is the Skipper of USS FLETCHER. FRANK O. LEIGHTON, '41, (Lt., USN), gives his present address as 1925 194n HENRY L. VAUGHAN, Bernard Place, Dallas 11, Texas.

I 7*TU .^Q^ ( LJ Comdr., U S N ) , and JACK B. HADLER, '41, (Lt. Comdr., Mrs. Vaughan aimounce the birth of a son, Michael Woodall, on 30 May. USNR), writes: "I barely mailed that letter from EVERETT E. ROBERTS, JR., '40, Hunter's Point in San Francisco giving (Lt, USN), gives his new home address you the dope on my job out there when I received my sudden orders to report by as 12 Ely Place, East Orange, N. J. first available air transportation to MIT* 1041 RUSSELL WILLSON, JR., for the 2-year-six-months course in ' ' ^ ' '41, (Lt., U S N ) , son of V. Naval Architecture and Marine EngiAdm. Willson, '06, USN-Ret., former neering. Needless to say I'm very happy Superintendent of the Naval Academy, at the prospect of returning to the reguwas killed in a plane crash in Florida on lars upon completion of the course.

21 June. Funeral services were conducted "SPIKE FORTH, '40, also a USNR, 26 June at USNA Chapel, with burial in is the senior man in the group. HARRY the Naval Academy Cemetery.

SIMPSON is the only other '41-er. The

class as a whole is composed of '42 and '43 plus 14 reserves and three USCG." MARVIN B. RUFFIN, '41, of 2913 Stanton Avenue, Forest Glen Park, Silver Spring, Maryland, writes: "I am now with the Applied Physics Lab of the Johns Hopkins University in Silver Spring, Md. 1 had been hoping to run into some of '41 around here, but no luck as yet. Anyone in the Washington area without a bunk for tlje night give me a ring at Shepard 5723."

1949 GEORGE T. WEEMS, '42, ' '^^ (Lt., USN), leader of a Hellcat fighter division, holder of the Silver Star, is four-fifths on the way to being an ace.

ALDEN W. WHITNEY, '42, (Lt., USN), and Mrs. Whitney are parents of a daughter, Pamela Lockwood, born at Annapolis on 6 June.

EUGENE T. MACDONALD, '42, (Lt., USN), and Mrs. MacDonald are parents of a son, Stephen Charles, born on 1 June.

DOTT E. ZOOK, '42, (Lt., USN), reports he is putting a new CA in commission at New York Shipbuilding Corporation, Camden, N J., and gives his

SaUited, tUe Ignited Btate^ J\laaif A grateful nation will never forget the wonderful job done by the men of our Navy. We, who make the Cluff Life Preserver, give reverent thanks to Providence that we were able to play a humble part in the ultimate victory. The Cluff Life Preserver has accompanied the Navy on its missions over the seven seas, and with it has gone our prayer for a joyous homecoming. Wherever and whenever you wear our Life Preservers â&#x20AC;&#x201D; May You Never Need Them.

CLUFF FABRIC PRODUCTS 457-467 E a s t 147th S t r e e t

AUGUST,

1945

New York City

57

address as 1420 Widener Place, Phila- forms about every two weeks with a two delphia 41, Pa. weeks indoctrination before the program Starts. My class is somewhat of a record, GEORGE H. MAHLER, '42, (Lt., there are only seven of us, the other six USN), gives his new mail address as Box ' being Marine officers."

55, NAS, Melbourne, Florida.

NORMAN R. STANFORD, '44, (Lt., 1 0 A ^5 RALPH G. LEEDY, '43, (Lt. USMC), writes from Okinawa: "I am at present lounging around an (jg), USN), and Mrs. Leedy announce the birth of a daughter, Su- Army Field Hospital. 1 was wounded zanne, on 11 May 1945, in Washington, while commanding a company with the D. C. Weight, eight pounds even. Ralph First Marines, and am standing by for orders home. BOB KNAUF, '44, is in the is with a BB in the Pacific. ward with me—he was wounded while ROBERT G. BRADLEY, '43, (Lt., serving with the Sixth Marine Division.

USN), killed in action in vain attempts BOB DAVIS, '45, is also here. He is in to save the PRINCETON, has been post- my company and was hit in the same fire fight. We are all more or less bathumously awarded the Navy Cross. tered but will be operational again before RICHARD R. LAW, '43, (Lt., USN), long. Since this is my second wound I has reported to the officers' school of the expect to make the football season at pre-commissioning training program at Crabtown." the Naval Training Station, Norfolk, VirG. FRED ANDERSON, JR., '44, with ginia, to receive instruction for duties Ryan Aeronautical Company, gives his aboard a DD of the Atlantic Fleet. address as 2437 Gatling Court, San Diego KENNETH R. KLOFKORN, '43, 11, California, and adds: "During my two months absence from (Lt., USN), gives his home address as 16 this coast, I saw only one man from '44, Circuit Road, Dedham, Massachusetts.

EARL YATES. Now that we have reRICHARD H. WALKER, '43, (Lt., turned to San Diego, Sue and I extend a USN), has been awarded the Silver Star. standing invitation to my classmates to be our house guests whenever they are here."

1944 ROBERT E. WOODS, '44, 17 f t ^LJ^ USA), was commisRUSSELL E. BLALACK, '44, (Lt. sioned this June as he graduated from (jg), USN), stationed at NAS Dallas, West Point with the class of 1946. gives his address as 817 Wahoo Trace, Grand Prairie, Texas.

ERNEST E. HOLLYFIELD, JR., '44, (Lt. (jg), USN), and the former Betty Y. Walden were married at Annapolis on 29 May. HAROLD W. HILLER, '44, (Lt. (jg), USN), has reported to NTS, Norfolk, for instruction in DD duty.

RALPH F. MERRILL, '44, (Lt. (jg), USN), was a survivor of USS EMMONS,

sunk off Okinawa by five Kamikaze's.

WILLIAM J. FLANNERY, '44, (Lt. (jg), USN), gives his address as 1757 River Road, Jacksonville 7, Florida.

ALBERT P. CARPENTER, '44, (Lt. (jg), USN), gives his duty address as NAS, Dallas, Texas.

THOMAS WARE, JR., '44, (Lt. (jg), USN), NTS, Class 5C, NAS, Dallas, reports: "Nine of us from the class of '44 are here for flight training, DEWEY WALKER, BOB MORRIS, SCOTTY PALMER, BOB COOGAN, RUSS BLALACK, NORM WILKIE, BILL ULRICH and MARTIN CASEY. At present all of us taking the flight training are officers, and the last few classes have been from the fleet. A new class 58

ANDREW J. PAPAGEORGE, '44, (Lt. (jg), USN), gives his address as BOQ, 1 Room 8, Receiving Station, Navy Yard, Washington 25, D. C, and adds: "At present I'm a member of the Rod and Gun Club here in Washington along with quite a few other of my classmates, H. V. DEWITT, RAY BURKE, SKIP RICHARDSON, KIT CARSON, R. A. WULF, SHANNON CRAMER, BOB HARVEY, HARRY CUMMINGS, FRITZI RAU, FRED SCHNURR, BOB TRAVERS, BOB NORTON, FRANK DEURST, JOHN DONALDSON, H. P. WEIRICH, GEORGE ELLIOT, J. C. STANDISH, GASKIN, and there are others whom I can't think of at the moment—just a good old class reunion.

Many a good party is in the offing, no doubt." iQAC LAWRENCE T. SIMMEi^'*J LINK, '45, (Ens., USN), is on a Pacific submarine.

ALBERT C. LEWIS, '45, (Ens., USN), gives his home address as Newport Farms, Berlin, Maryland.

LUTHER B. WALLACE, '45, (Ens., USN), in the Pacific, gives his home ad-

dress as Apt. C, 74 Park Avenue, Long Beach 3, California.

DEAN A. CAMPBELL, '45, gives his new addres as 615 I Street, Petaluma, California.

WILLIAM G. PLEDGER, '45, (Ens., USN), in gunnery on a Pre-Pearl Harbor BB writes: "I want to announce the birth of my son, William Gilbert, Jr., on the 24th of April. My wife, the former Grace Perry of Jacksonville, and Billy are doing fine.

"My home address is 2877 Downing Avenue, Jacksonville 5, Fla. I'm hoping to get back to the States soon for Flight Training.

"I surely would like to hear from some of the old gang in '44—LEFF, BRISTOW, TROTTIER, and BENOIT, also ROLLO REFVE and JACK NICHOLS of '41. Congratulations to Edy Stock on his marriage. How about dropping me a line, Edy?" GEORGE C. BROWN, JR., '45, (Ens., USN), and the former Muriel Lee Booker were married on 15 April at San Diego, Calif.

WILLIAM H. WHITE, JR., '45, (Ens., USN), writes from an LCS (L) in the Pacific: "I see GUS FLEMING and TOM LYNCH occasionally as they are in my outfit, and I ran into BOB MAY not so long ago."

ARTHUR C. DAY, '45, (Lt., USMC), was killed in aaion on Okinawa.

WEDDINGS: 1946 ROBERT W. WESSON to ^ Jeanne Goodrich.

ROBERT J. BARNES to Katherine Seward.

WILLIAM R. CASEY to Carlyn M. Temple. .MILLARD A. CARLSON to Edna May ' Beers.

ARTHUR K. BENNETT, JR., to Mary E. Rupp.

KENNETH L. MORSE to Bernice J. Butler.

NEILE H. COE to Evelyn F. Pannone.

KARL E. SOMMERLATTE to Betty Jane McCormick.

WILSON HOURIGAN to Anna L. Perkins.

WILLIAM GATEWOOD to Fayetta I. Toliver.

WALTER G. LESSMAN to Evalyn A. Gordon.

YALE M. MILLER to Virginia A. Getz.

HOWARD E. COCHRAN to Betty Jane Hovey.

WILLIAM B. BARR to Edith D. Eldridge.

.he Selsyn Torque Unit was one of the toughest jobs ever handed to a manufacturer. Frankly, we're proud of the way we tackled the exceedingly difficult production and inspection schedule for manufacturing these complete units in quantity for vital war needs.

As will be seen from the cutaway view, the unit consists of 302 separate parts and is composed primarily of a complex gear train, including gears of many different types and sizes, some of which are fast moving, some slow, many of them subject to constant instant reversal as the controls shift position.

What the photograph can not show is that the entire unit must operate with N O BACKLASH WHATEVER. Only an engineer will realize what that meant in precision

AUGUST,

1945

production and assembly. Ordinarily obtainable "precision" gears were unsuitable. W e had to set our own special s t a n d a r d s , o u r own finishing and inspection methods. Aided by the precision production facilities already available in our shop, we were quickly and efficiently able to develop a production schedule that has never faltered on this vital war job. W e suggest that a careful study of this and other outstanding Atlas accomplishments may well point the way to a solution of your own toughest problems in . . . PRODUCT DESIGN . . . PRODUCTION ENGINEERING . . .PRECISION MANUFACTURE. ATLAS ATLAS

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PHILADELPHI A

24,

PENNSYLVANIA

59

MONTFORD T. JOHNSON, JR., to Betty Dawson.

ANDRE A. LEMESHEWSKY to Carol S. Pride.

W m U A M W. MORTON to Dorothy A. Reynolds.

CLARK W. TINCH to Enid G. Plumridge.

WALTER P. GATEWOOD to IsabeUe Toliver.

RICHARD L. METZLER to Jeanne B. King.

SAMUEL L. FISKE to Marian F. Biser.

CHARLES B. COYER to Barbara Ann Cochran.

ORMON E. BASSETT to Mardia P. Smith.

WILLLAM C. MARBLE to Marion G. Smith.

ROBERT E. MEGEE, JR., to Nanq' E. Stover.

Wn.T.IAM T. FULLER to Mary C. Dortch.

BURR C. WILCOX to Doris Freeland.

WILLIAM S. SPANGLER to Thalia Jean Harmony.

ROBERT B. SNOWDEN to Elizabeth K. Alexander.

WILLIAM K. PETTICREW, JR., to Ehzabeth A. Abell., ALISTER C. ANDERSON to Frances Hutchins.

RICHARD S. BAIRD to Olive Van R. Crowther.

JAMES T. ACUFF to Jeanne F. Stanton.

ROBERT L. WRIGHT to Louise Daly.

PAUT. B. RICHARDS to Phyllis M. Gray.

FRANK S. HAAK, JR., to Noradee Houser.

JOHN G. GIEDT to Dolores J. La Fontaine.

WALTER W. VANDER WOLK, JR., to Jane Ellen Peck.

ROBERT B. SCHABACKER to Betty L. Barchet.

NICHOLAS M. SIDROW to Virginia Costanzo.

GEORGE W. ELLIS to Elizabeth A. Schlack.

DONALD A. HEBERLING to Phyllis E. McMillan.

HERBERT W. MOODY to Marjorie K. Talbert.

FIELDING G. LUCAS to Dorodiy Laub.

HARRY MUSCHENHEIM, JR., to Vera Anne Moriarty.

WILLIAM H. PORTER to JacqueHne Ingram.

WILLIAM R. BAKER to Carolyn V. Anderson.

WILFORD E. HAYES to Helene T. Stevens.

JOHN R. MURRAY, JR., to BiUie R. Blevins.

FLOYD G. AVEY, JR., to Jean Dempsey.

THEODORE S. BLY to Mary Skordas.

Serving

GORDON E. ROBINSON to MoUy P. Smith.

ALVIN L. LUGN. JR., to Maralyn R. Alvord.

LONZO R. DAVIS, JR., to Celeste E. Fay. JOHN E. HANSEN to Martha A. Reiter.

FRANKLIN G. BABBITT to Norma J. Weaver.

ALBERT P. MACDONALD to Mariana D. Armstrong.

RICHARD H. KNIGHT to Frances C. Davis.

ROBERT E. WEIDNER to Helen M. Bullock.

LEALYN E. MARTIN to Gretchen B. Perrine.

ROBERT W. MYERS to Nelle L. Hollins.

EDWARD J. SHEEHY to Rose Marie Rielly.

ALDO J. BENEDETTI to Norma L. Gagliardi.

THOMAS J. SMALL to Eileen M. Gray.

JOHN P. FELLS to Ruth C. Dugan.

EDWIN F. LORD to Doris M. Frank.

JOHN T. MARTIN to Evelyn M. Buchele.

JAMES E. EARNER to Mary Anne Worden.

JACK D. KELLEY to Mary E. Heinlein.

ROBERT M. SWANSON to Heanor Liming, Sic, USNR.

the

UNITED STATES NAVY UNITED STATES COAST GUARD UNITED STATES MARINE CORPS

COLUMBIA AIRCRAFT CORPORATION VALLEY STREAM, LONG ISLAND NEW YORK

60

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-ESTABLISHED

1879-

R.C.HELLER<1 MANUFACTURERS

MATTRESSES AND B E R T H S

^e^lTFq /

BALTIMORE,

ROBERT M. LA BARRON to Catherine C Cimdy.

RICHARD I. GULICK to Marian V. Dinger.

THEODORE T. C U L P E P P E R to Frances LaR. MacKenzie.

WALLACE W. HANKINS, JR., to Kathleen Giddings.

HAROLD A. HAMBERG to Betty Lee Wilson.

JOHN P. CRITCHLEY to Jeanne A. Lloyd.

RICHARD W. BROWN to Gloria J. Brown.

DONALD J. LIST to Margaret J. Thomson.

ARNOLD K McCLAY to Marcia E. Fitzgerald.

EDWARD J. TREACY to Loretta M. Cleary.

ALBERT M. LALANDE to Georgia L. Vogel.

ROBERT WILLIAMSON to Dorothy L. Steffes.

JAMES G. BUMSTEAD to Jean A. Pons.

WILLIAM L. JACOBY to Betty Jane Hooper.

FREDERICK F. BASS, JR., to Freda J. Dennison.

ALFRED S. KARCH to Evelyn W. Speaks.

ROBERT F. MOTT to Frances L. Benrend.

JOSEPH T. HOLLEMAN to Adele D. McKey. QUINCY K. CAMPBELL to Margaret M. Shea.

ALBERT J. KELLEY to Virginia M. Riley.

ROBERT A. WEIR to Millicent E. Wright.

ROBERT W. FINLAY, JR., to Ruth M. Devine.

ERNEST T- LITTY to Suzanne Lentz.

JOHN L. TAYLOR to Doris M. Risley.

DONALD D. KUCHARO to Billie W. Stanford.

HOWARD L. WEIGLE to Suzanne J. Bookamer.

ROBERT N. FINLEY to Portia M. Crothers.

AUGUST,

1945

INC.

OF

NAVY, MARITIME a ARMY SPECIFICATIONS

MARYL-AND

ROBERT G. PHILLIPS to Betty J. Day. RAYMOND J. GEAR to Virginia L. Brehm.

ERNEST M. GRANVILLE to Elaine E. M. Eisner.

EARLE S. GREENWOOD to Barbara M. Vance.

JAMES M. SMITH, JR., to Katherine A. Ribal.

ROBERT C. IVERSON to Peggy L. Lugar.

THEODORE H. BATCHELDER to Mary Beth Foster.

JACK R. STICKELS to Trymby A. Calhoun.

JOSEPH S. STOUTENBURGH to Pamela J. Terry.

LLEWELLYN D. BOWEN to Gaylena J. Grieve.

CHARLES H. GUY, JR., to Rosemary L. Langille.

BERNARD L. SNYDER to E. E. Keund.

JOSEPH A. SMITH, JR., to Elinor H. Robinson.

ROBERT M. PICKRELL to Elizabeth L. Hugh.

CHARLES S. WILLIAMS, JR., to Elizabeth B. Henry.

CECIL H. HULL to Alice Macaulay.

JOHN E. MURDOCK, JR., to Marianna M. Kyle.

GEORGE R. MONTHAN to Eleanor C. English.

THEODORE H. COLLORA to Gloria M. Fischer.

JACKSON E. SCOTT to Maurilyn S. Hymans.

PETER M. COOPE to Virginia Thurston.

JAMES E. HUGUS to Jean E. Woodward.

WILLIAM R. PFEFFERKORN to Lucien S. Ramsburg.

GEORGE W. MAYO to Marie P. Brady.

FILLMORE B. BUCHANAN to Annette M. Drischler.

GEORGE W. ABSHER, JR., to Jeane A. Mazzullo.

CHARLES M. JOHNSON, JR., to Jane Ingling.

RICHARD A. VAILL to Sheila Edwards.

ENGAGEMENTS: MYRON ECKHART, JR., and Joan Daniels.

JOHN S. KEARNS and Jane Woodruff.

CHARLES E. KLOSS and Kathryn C. Hadsell.

BENJAMIN S. CHASE, III and Jean F. Kerr.

CECIL C. STOUT and Mary E. Miles.

CHARLES E. BLACKFORD, III, and Elaine Davis.

HARRY E. BRADDOCK and Bevely J. Schultz.

STODDARD S. WALDRON and Lt. Mary B. Moncure, AUS. BRUCE A. WINNER and Jean A. Fedderman.

WILLARD F. SEARLE, JR., and Margaret E. Jackson.

ROLAND F. KORBESMEYER and Margaret 1. Lerch.

SHIPMATE wishes to acknowledge communications from the following:

JOHN H. HOOVER, 07 FRANCIS S. GIBSON, '18 JOHN J. BALLENTINE, '18 JOSEPH T. TALBERT, '20 JAMES A. CROCKER, '20 "OBERLIN C. LAIRD, '20 LLEWELLYN J. JOHNS, '21 ALFRED R. TAYLOR, '22 AARON P. STORRS, '23 JOHN L. MELGAARD, '25 JOHN C. S. McKILLIP, '26 BASIL N. RITTENHOUSE, JR., '28 FREDERICK J. BRUSH, '31 THOMAS H. COPEMAN, '31 HERBERT J. CAMPBELL, '32 JOHN S. LEHMAN, '33 WILLIAM R. PEELER, '34 CHARLES T. TINGLE, '35 BRUCE P. ROSS, '35 CHARLES E. HOUSTON, '36 ROBERT C. MILLARD, '38 ROBERT F. WADSWORTH, '39 ROGER W. PAINE, '39 HERBERT D. REMINGTON, '39 HARRY W. McELWAIN, '39 FRANK M. CULPEPPER, '39 RICHARD H. McELLIGOTT, '40 61

ARCHIBALD T. NICHOLSON, '40 WILBUTl G. BARTON, "40 HENRY M. EASTERLING, '41 FREDERICK C. WYSE, '41 ASA A. CLARK, '41 WALTER B. WOODSON, '42 CARL E. OLSON, '42 BERNARD MOULTON, "43 MARSH K ECKHARDT, '43 ALLAN E. MAY, '43 WILLIAM B. KIRKLAND, JR., '43 JOSEPH L SVEJKOSKY, "44 JACK R. PEAT, '44 CARL R. JENNINGS, '44 DANIEL F. GROTH, '45 EDWARD O. DONALD, '46 ROGERS C. WALKER, '46 ARTHUR B. HORTON, JR., '46 EDWARD J. KARNIS, '46.

the convoys in their long haul across the Adantic to the North African landings, and off the coast they gave valuable air support to the surface imits bombarding the coast and to the troops upon landing.

In the Southern France landings. Naval carrier aircraft, supplementing landbased aircraft, gave protection to surface units and supphed fighter-bomber support to the troops landing and advancing inland.

On the other side of the world, in the Pacific theater, where vast distances are such an important factor, Naval air power has played its part in enabhng our fleet to advance as far as the Japanese home-islands themselves, it has helped to make possible the otherwise impossible long-distance leap-frog advances, which in a year and a half made unprecedented progress across the Pacific to the Phihppines and north to the Ryukyus and Iwo Naval Aviation in Jima, and it has helped to destroy the Japanese naval air force as an offensive World W a r I I force, seriously reduced enemy shipping, and helped whittle down the Japanese ( Continued from page 17 ) fleet to the approximate equivalent of rations and training. Evacuation squa- one of our task groups. drons, flying wounded from the battle By the early part of this year, we had front to well-equipped rear area hoscomplete doimnation of the air in all pitals, and air-sea rescue squadrons are providing still other vital services which naval theaters of operation in the Pacific result in the further conservation of hu- —from our own west coast and that of South America to the East Indies, to man hfe.

In the Atlantic theater, where the China, and up to the very door of Japan.

Navy's principal mission was to insure At this moment Navy search and patrol the uninterrupted flow of men and sup- planes are operating over the South plies to the European battle fronr. Naval China Sea, East China Sea, Yellow Sea, Aviation in close cooperation with the Korea, the Sea of Japan, the Inland Sea, surface forces first helped to drive the the southern approaches to the home-isNazi submarines from our shores and lands, and over the Kuriles to the north. then later to scatter and sink them in the The battle for the control of the air over mid-Atlantic when they reformed in Japan itself is underway. packs in a vain attempt to cut off our In the virtual elimination of the Japalifehne with Europe. More than half of nese carrier based air force and in the the submarines sunk by the Navy were decimation of the Japanese Army and sunk by naval aircraft.

Navy Air Forces, more than 17,000 Emphasizing the dose cooperation enemy planes have been destroyed since with our Allies to achieve viaory was the Pearl Harbor by Navy and Marine planes work of our squadrons serving with the against Fleet combat losses of approxiCoastal Command of the Royal Air mately 2,700; a combat ratio of better Force. As rapidly as equipment and per- than 6 to 1. Preliminary figures for the sonnel became available, they operated fifst quarter of this year indicate that apfrom far flung bases in the British Isles, proximately 2,800 Japanese aircraft were the Azores and North Africa, to mention destroyed by Fleet planes against combat but a few. They too flew long and tedious losses of about 300; a combat ratio of hours, against bitter enemy opposition. over 9 to 1. The most recent campaign, In addition to its important contribu- that for the possession of Okinawa, has tions to the successful anti-submarine war been the most intense of any so far enwaged by the Navy, Naval Aviation countered. From the beginning of the played a significant part offensively. campaign in mid-March up to and into United States Navy carriers transported June more than 3,700 enemy planes were vitally needed fighter planes to Europe; destroyed by Navy and Marine units; 460 and one carrier, in a spectacular evasion by our Fleet AA gunners, 457 by Marine of enemy submarines and aircraft, pilots of the Taaical Air Force, 2,605 by brought fighter planes to Malta during carrier based aircraft, 216 in the course of the period of its grim fight for survival. suicide tactics, and 38 by patrol planes.

In two major European landing opera- Navy and Marine airborne combat losses tions the Na\7, bringing carrier aircraft amounted to more than 650; a combat to assault shores distant from friendly air ratio of approximately 6 to 1. Our airbases, supplied fighter and light bomber sea team will undoubtedly meet even support aircraft. Naval Aviation covered stiffer tests as it progresses to the home62

islands of Japan, where we can expect to encounter increased use of the Kamikaze Corps suicide pilots, who attempt to crash their planes or Baka bombs against our ships, as well as increased use of suicide boats, suicide swimmers, and similar tactics born of desperation. So far, however, no fast carrier, battleship, or cruiser has been sunk by Japanese suicide tactics although extensive damage has been done.

The extent and diversity of the Naval Air power now at the gates of Japan may be measured by the fact that more than 26,000 aircraft of all types were deployed to the Fleet in 1944, a nimiber nearly one half of all aircraft built since Pearl Harbor. This accelerated dehvery to the fighting fronts is continuing this year, and improvements in the operational performance of all tj'pes of aircraft have been and are being accomphshed. New models are either in production or on the way.

Our carrier fleet now approximates 100 aircraft carriers of all classes—27 of them of the "fast" or "firsr-line" types.

Another 69 are of the escort class now proved effecrive as combat types in dose support of amphibious operations as well as in anti-submarine warfare. In addition, we have two of a new class of carrier, the battle carrier, which have recendy been launched; these are the 45,000 ton carriers representing the most formidable vessels of their type afloat. Our carrier toimage, exdusive of more than 150,- •' 000 tons of seaplane tenders, now approximates 1,250,000, and it is the largest single portion of the total combat Navy toimage. The Aeronautical Naval Shore Estabhshment supporting Naval Aviation now represents, in terms of invest- ment, one and a third billion dollars in contrast with an investment of a quarter of a bilhon dollars at the start of the war and this in spite of the reassigimieDt, consohdation, or decommissioning of| some stations in the interest of economical and efficient employment. The number of Naval Air Stations has grown from 43 in 1941 to 177 at the present time when our shore construction program is .' virtually conduded.

Total personnel assigned to Naval Aviation has reached approximatdy \ three quarters of a milhon, including Marine Corps Aviation personnd. Of this total more than one half, or 51 per cent, are on carriers, in air groups, squadrons, and fleet service units. "The program for the training of pilots has been gratifying and has satisfaaorily supphed the Fleet's need. The pilot training program at the dose of 1944 was adjust«i to provide a suitable flow of pilots necessary for a desirable system of rotation of persoimel in combat and rear areas, and pilot training has now been levelled O£E| for the next 12 months in order to maia tain a constant reserve of pilots in "battle.,

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ready" condition. Because of the continuing high quahty of naval aviators, combat losses have remained constantly small and consistently under the expected attrition rate. Of those pilots forced down approximately 65 per cent are saved.

Constant progress has been and is being made along rechnological lines, too, so that we may continue to have the most advanced Naval Aviation in the world. The technological accomplishments achieved have been many and varied and do not permit easy summarization, but some of the more notable, from the combat standpoint, have been the Na^')''s successful application of airborne for^'ard-firing rockets, jet-assistedtake-off propulsion, improvements in radar, new equipment, and techniques in air-sea rescue, and extensive experimentation in jet-propelled aircraft.

With all this progress some of our earliest developments are still proving their worth. For instance, the dive bomber, conceived and developed as an offensive weapon by the Navy in the days before the war has proved to carry a lethal punch for our fast carrier task forces, whether the targets are rapidly maneuvering enemy warships or deeply entrenched shore installations. "The same principle has proved highly effective in the close support of amphibious operations and in cooperation with advancing

64

ground troops. Similarly the torpedo bomber, another pre-war development, has proved both a potent and versatile weapon. It is in constant use for ghde bombing and attack against shore installations as well as deadly torpedo attack against enemy shipping.

Turning aovi, from the noteworthy achievements of Naval Aviation to look at the tasks before us, we can safely say that the toughest fighting lies ahead. The first job of Naval Aviation, and of our Army Air Forces, is the elimination of the Japanese Air Force as an effective weapon. This, I believe, wUl be accomplished shordy. In addition. Naval Aviation must be ready to concentrate its mighty strength wherever it is needed. It must and will be ready to augment the Army Air Forces bombing of Japanese targets by delivering pin-point anacks where designated; it must continue to dehver mobile air power to strike targets inaccessible or unsuited to long range land-based bombers; it must be ready to support fumre troop landings; it must continue its effective destruction of enemy shipping; and it must destroy Japanese naval units wherever found. In addition, it must keep otu: own supply lines safe by constant patrol.

In the Atlantic theater, anti-submarine warfare overshadowed all other Naval Aviation activities. Courage and endurance, a ceaseless application of ingenuityand skill, finally won.

But enemy submarines were not the sole occupation of Naval Aviation in the Adantic.

The aircraft carrier USS WASP twice ferried planes to Malta when that Mediterranean island was in need of quick help; the aircraft carriers USS RANGER, the USS SANGAMON, USS SUWANEE, USS SANTEE and the USS CHENANGO

were a part of the fleet supporting the Allied landings in Nonh Africa, providing air cover from some of the carriers while others ferried Army P40s which they launched from their decks direaly into combat; land-based aircraft spotted five German blockade runners in the South Adantic; the USS TuLAGI and the USS KASAAN BAY furnished part of the air cover for the invasion of southern France; naval aviators helped protect the Allied Expeditionary Forces during and after D-Day. Here again the carriers had the support of our surface forces.

At the beginning of the war, the Navyhad 10 patrol squadrons concentrated in the North Adantic and around Panama.

The enemy prompdy began sinking our shipping in mid-ocean and, a few weeks later, began destroying merchantmen within sight of our shores. Every t)'pe of available aircraft as well as surface craft was pressed into service for anti-submarine operations. It was necessary to develop new equipment for standard aircraft and make installations in the field.

Simultaneous training of personnel was also necessaryâ&#x20AC;&#x201D;training so urgent and of such a speciahzed nature that after completion the pilots were not allowed to move to other units.

Our aircraft consisted of flying boats, single engined planes of both sea and land type for dose-in patroUing, and bhmps. Later these planes were augmented by the twin engined Ventura and, in 1943, by the four-engined Liberators.

By the Spring of 1943. sufficient landbased aircraft manned by highly trained crews were covering all coastal waters and the U-boats were forced to move out to mid-Atlantic where they thought they were safe from aircraft. "They were also harried by surface units of the Fleet. The first escort carriers were put to use then.

Use of CVE's in anti-submarine warfare made it necessary to modify equipment and retrain crews. Special equipment had to be installed in aircraft and supplied with highly specialized maintenance and operating personnel. New tactics had to be developed and taught succeeding groups. Throughout the war against submarines, great stress had been laid on development of new types of armament, improved forms of radar and of any device that appeared promising against the German tactics. A unit of the Adantic Fleet, the Anti-Submarine Developm.ent Detachment at the Naval Air Station, Quonset Point, tested new devices and developed their most effective use in cooperation with surface forces.

When the CVE was assigned to antisubmarine warfare, the Germans had just adopted the practice of staying on the surface and fighting back against our aircraft. We immediately altered our tactics to meet it and we introduced the aircraft rocket against the enemy for the first time in the air forces of the United States.

During the month of August 1943, Allied anti-submarine operations by aircraft reached a new high in effectiveness.

Approximately one-third of all the submarines attacked by planes during that month were sunk. Eight of the seventeen kills credited to aircraft in that period were made by U. S. N a \ 7 planes, all from CVE's. Three CVEs. USS CARD, USS CORE and USS SANTEE, and their accompanying surface escorts, which after the initial success of the USS BoGUE had the benefit of special anti-submarine training, sank two-thirds of all U-boats they attacked that month.

The enemy adopted the pohcy of remaining submerged during dayUght and running on the surface at night. 'We met this with new special devices which permitted naval aircraft to maintain continuous patrols by night as weU as by day. In addition, the escort carriers and their task groups pushed into the U-boat concentrations at night so that surface

craft could also get at the suDmarines.

Tlie Germans then developed the Schnorchel, an extensible diesel intake and exhaust used by U-boats while proceeding submerged for days, gready complicating the search problem. This enemy effort was being countered, however, when the Germans surrendered.

By that time, U. S. Naval Aviation in the Adantic was deployed over almost the whole ocean, from Greenland to Africa and from Iceland to Brazil. It included about 100 aircraft squadrons being used for anti-submarine warfare from more than 100 bases.

In the Pacific, a chronological list of Naval Aviation b.ittle actions reads like an itinerary westward and northward to Toyko itself. It would begin in January and February of 1944 with the fast carrier strikes leading up to the occupation of the MarshaUs, the Gilberts having been won similarly in the closing days of 1943. Then it would swing to the western Carolines for the neutralizing raids there and in the Palau group preceding direct support of General of the Army MacArthur's landing at Hollandia. The first assaults against Truk, mighty and long-secret Jap bastion, and continued blows at Rabaul and Kavieng, were coincidental with these moves.

In June and July came the fast car-

To A & R

rier strikes that—with the surface forces, amphibious units and ground troops— drove the Japs out of the Marianas in the occupation of Saipan, Tinian and Guam. In the decisive Battle of the Philippine Sea carrier planes swarmed on the Jap fleet, shooting down 402 enemy aircraft on the historic 19 June now known as the day of the Marianas "turkey shoot." This is believed to be the greatest number of enemy planes shot down in any single air battle in any theater. By August and September the Bonins, and the Volcano Islands, notably Iwo Jima, had begun to feel the sting of carrier planes. The central Philippines were hit. Direct support was accorded General of the Army MacArthur's landing at Morotai, the Marine and Army landings at Peleliu and Angaur in the Palaus, and the Navy occupation of Ulithi.

The year's mightiest combined operation unfolded in October. Naval Aviation again spearheaded the offensive from the decks of the fast carrier task forces. They paved the way for the return of the American forces to the Philippines. The landing on Leyte precipitated the now famous Battle for Leyte Gulf where four enemy carriers were among the Jap warships sunk and our escort carriers emerged as first line com-

Officers

in

bat crafr. "The December invasion of Mindoro directly supported by Naval Aviation brought the year to a close on a crescendo of progress and victory. The next, and biggest, hurdle—the return to Luzon itself—was achieved only after planes from the fast carrier task forces and the escort carrier direct support units had played a similar but ever-expanding role. As units of the Seventh Fleet provided air cover and close support at the point of invasion in Lingayen Gulf, Third Fleet carriers pounded surrounding Luzon fields and hurled protective strikes at potential support bases ranging from Formosa to Nansei Shoto and tb the China Coast itself.

Impressive evidence of the deadly efficiency of carrier-based aircraft throughout these significant operations of 1944 is their record of destroying during that year 54 per cent or 3,291 of the 6,077 Japanese planes engaged by them in aerial combat. An additional 13 per cent were probably destroyed or damaged.

Next step—and another big one— vaulted American power to Iwo Jima in February of 1945 after carrier strikes dating back for six months, nightly Marine strikes against shipping starting in December, and heavy bombardment by surface ships. Here Fast Carrier Task Force aircraft ranged to Tokyo itself in

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1945

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support of the Iwo landings. They destroyed more than 500 Jap planes in the Tok}'o area on the first anniversar)' of the simUar raid at Truk.

Newest, perhaps the biggest and surely the bitterest campaign launched in the period since the last report of Fleet Admiral King was the invasion of Okinawa, now victoriously conduded. Here Naval Aviation paved the way—and stayed to fight it through.

The surprisingly light resistance encountered on L-Day, 1 April, and during the first weeks foUowing, gready reduced the need of dose support missions in connection with our advancing ground troops. Before contact was made with the Tapanese defenders, support carrier pilots flew scheduled low-level attacks over enemy-held territory.

A powerful deployment of support carriers stood off shore with their supporting surface craft ready for immediate action. Wildcat and HeUcat fighter planes and Avenger torpedo planes were on station, prepared on instant's notice to make precision runs on enemy fortified positions. The pUots attacked piUboxes, gim positions and hangars and the few planes they saw in the air or on the ground.

When our assaidt forces ran into stiff opposition from the Japs entrenched on

the southern tip of Okinawa, the number of dose air support missions increased sharply. CVE pilots were caUed on to blast fortified positions "over hiUs" and "around corners" in addition to targets beyond reach of ship or shore-based artiUery. They battered positions within a few hundred feet of our own front lines, showing the same skiU and accuracy that had drawn such favorable comment from Marine officers at Iwo Jima.

Due to the underground fortifications employed by the Japs on Okinawa, as on Iwo Jima, pin-point attacks by carrier planes proved especiaUy effective in supplementing heavy bombardment from surface forces off shore.

It is dear that the close air support furnished our assault forces on Okinawa was as effective as that used in the Philippines and on Iwo Jima.

Thus a new—and effective—component of Naval Aviation has been hurled against the enemy. The pattern wiU repeat itself on an ever-increasing scale.

Significant in the increased tempo of combat has been the rise in importance of night fighting and bombing operations. They are an accepted part of our carrier operations.

The development has been essentially

a product of the war itself. Early experiments under combat conditions, plus special training and newly designed equipment, have resulted in placing night air groups as additional weapons with our fast carrier task forces. Similarly trained units have served ashore in the combined operations necessary to roU our advance SteadUy toward the heart of Japan.

Results obtained have been sufficient to prove the soundness of the night fighter technique. Ashore in the Solomons the night fighters shot down many Jap raiders and reduced the number of night raids attempted by the enemy.

Similar success was achieved more recendy by shore based units at Leyte at a crucial point in the Philippine Campaign.

Aboard the carriers the results have been equaUy impressive. Two speciaUy trained night fighter groups have now completed fuU tours of duty with the fleet, in the course of which they enjoyed remarkable combat success. AU-nightlong operations were maintained on hecMing missions against enemy installations, night attacks were made against enemy shipping, and night interceptions were carried out successfuUy against attacking aircraft. As a result, the night flier has become firmly entrenched as another of our new and lethal air weapons.

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OF DlIT^ iw nen-miiE m n m 1945 the Navy DepartONment14 July announced changes of duty involving 29 flag officers.

The reassignments are undertaken in order to make possible the relief of certain officers whose combat experience may be utihzed in administrative posts ashore to plan and direct the final phases of the intensified Pacific war. Other reassignments are effected to permit return to inactive duty of officers who have passed the statutory age for retirement.

The remainder of reassignments are for the purpose of fiUing vacancies created by the transfer of officers to shore posts and by retirements.

The changes are made possible in part by the termination and curtailment of Naval activities in the Adantic and Europe.

The changes in command foUow: Admiral Henry K. Hewitt, USN, Member of the General Board of the Navy, wUl relieve Admiral Harold R. Stark, USN, as Commander, Naval Forces in Europe. After his return to the United States, Admiral Stark wiU retire and will be placed on inactive duty, having passed the statutory retirement age.

Rear Admiral Frederick C. Sherman, USN, Commander of a Carrier Division, Pacffic, wiU relieve Vice Admiral Marc A. Mitscher, USN, as Commander, First Carrier Task Force, Pacific. Rear Admiral Sherman's relief has not yet been nominated.

Vice Admiral Mitscher wiU relieve Vice Admiral Aubrey W. Fitch, USN, Deputy Chief of Naval Operations for Air. Vice.Admiral Fitch wiU relieve Rear Admiral John R. BeardaU, USN, as Superintendent of the Naval Academy, Annapohs, Maryland, and Commandant of the Severn River Naval Command.

Rear Admiral Beardall wiU relieve Rear Admiral Howard F. Kingman, USN, as Commandant of the 15 th Naval District and Commander, Panama Sea Frontier and Southeast Pacific. Rear Admiral Kingman will report to the Commander in Chief, U. S. Pacific Fleet for assignment.

Rear Admiral Van H. Ragsdale, USN, Commander, Fleet Air, Alameda, California, has assumed additional duty as AUGUST,

1945

Commander, Fleet Air, West Coast, relieving Rear Admiral Alfred E. Montgomery, USN. Rear Admiral Montgomery will relieve Vice Admiral George D. Murray, USN, as Commander, Air, Pacific.

Vice Admiral Murray will relieve Vice Admiral John H. Hoover, USN, as Commander, Marianas.

Vice Admiral Hoover wiU relieve Vice Admiral John H. Towers, USN, as Deputy Commander in Chief, Pacific Fleet and Deputy Commander in Chief, Pacific Ocean Area.

Vice Admiral Towers wiU relieve Vice Admiral John S. McCain, USN, as Commander, Second Carrier Task Force, Pacific Third Fleet. Vice Admiral McCain will report to the Secretary of the Navy for duty and further assignment.

Vice Admiral William R. Munroe, USN, will be detached as Commander, South Atlantic, to relieve Vice Admiral Robert C. Giffen, USN, as Commander Caribbean Sea Frontier and Commandant, Tenth Naval District.

Vice Admiral Giffen wiU relieve Vice Admiral Sherwood A. Taffinder, USN, Commander, Service Force, Atlantic.

Vice Admiral Taffinder wiU relieve Vice Admiral David W. Bagley, USN, as Commandant of the I4th Naval District and Hawaiian Sea Frontier.

Vice Admiral Bagley will relieve Vice Admiral Alfred W. Johnson, USN-Ret., as Member of the U. S.-Mexican Defense Commission and Member of the Permanent Joint Board of Defense, United States and Canada. Vice Admiral Johnson will return to inactive duty.

Rear Admiral Edward W. Hanson, USN, recently detached from temporary duty in the Bureau of Naval Personnel, will relieve Rear Admiral William R. Furlong, USN, as Commander, Navy Yard, Pearl Harbor. Rear Admiral Furlong wiU report to the Chief of Naval Personnel for temporary duty pending retirement, having passed the statutory retirement age.

Rear Adimal W. H. P. Blandy, USN, Commander of an Amphibious Group, Pacific, whose relief has not yet been nominated, will relieve Rear Admiral Walden L. Ainsworth, USN, as Commander, Cruisers, Commander, Destroy-

ers, Pacific.

Rear Admiral Ainsworth will relieve Rear Admiral David McD. LeBreton, USN, as Commandant, Fifth Naval District and Commander, Naval Operating Base, Norfolk, Virginia. Rear Admiral LeBreton will become President of the Naval Examining Board, Navy Department.

Rear Admiral Francis W. RockweU, USN, whose functions as Commander, Amphibious Training Command, Atlantic, have been absorbed by Commander, Training Atlantic, will relieve Rear Admiral Gilbert J. Rowcliff, USN, as Senior Member, Board of Inspection and Survey, West Coast. Rear Admiral Rowcliff will report to the Chief of Naval Operations before being placed on inactive duty, having reached the statutory retirement age.

Rear Admiral Louis E. Denfeld, USN, Commander of a Battleship Division wiU report to the Secretary of the Navy for duty. No relief for Rear Admiral Denfeld has yet been nominated.

Rear Admiral Russell S. Berkey, USN, Commander of a Cruiser Division, Pacific, will report to the Chief of Naval Operations. No relief for Rear Admiral Berkey has been nominated.

Rear Admiral James L. HoUoway, USN, recently advanced to flag rank, wiU relieve Rear Admiral Francis C. Denebrink, USN, as Commander Fleet Operational Training Command, Pacific. Rear Admiral Denebrink will report to the Commander in Chief, Pacific Fleet, for further assignment.

At the same time that the announcement appeared, the following two biographical sketches were released: REAR ADMIRAL FREDERICK C. SHERMAN, USN

With the transfer of Vice Admiral Marc A. Mitscher, USN, from command of a famous Fast Carrier Task Force to his new post as Deputy Chief of Naval Operations for Air, command of the Task Force devolves upon one of the Navy's toughest and most able flying admirals.

Rear Admiral Frederick C. Sherman, USN. Rear Admiral Sherman is eminently (Continued on page 81) 67

'SOMETHIU OLD...

SOMETHISG S E W . . . " At the U. S. Naval Academy

Museum

C^T.Aix H. A. B.^LDRIDGE, U. S. Navy (Retired)

plane to leave Wake Island." thirty-six hours before the surrender. With the photostat was presented also a Prisoner of W a r s envelope that contained the latest letter received, via Red Cross, from Commander Cunningham. It is from Shanghai, and is covered with many printed Japanese characters. On the back, apparendy passed by the Japanese censor, is Commander Cunningham's fuU address: Shanghai Gaol, 147 Chang Yang Lu, Shanghai, China.

Curator Little Relics—Ail That Remain Of Many Big and Famous Ships:

Kamikase Flag I. S. Carrier's

Survives: Flag in Shreds

T^ERHAPS the most remarkable pair -*• of flags of this war was recently presented to the Museum. They are mementoes of an action in the far Pacffic, one of several in which a Japanese suicide, or Kamikaze, flyer slipped through all defenses and successfuUy crashed his plane into one of our carriers. The name of the carrier, which survived, has not yet been revealed, but the incredible story of rw'O flags, one American, the other Japanese, can now be told.

As the story begins the American flag is proudly flying at the gaff, more than 70 feet above the flight deck of the carrier; the Japanese flag is wrapped about the waist of the onrushing Japanese flier.

As the story ends the American flag, stiU flying, is in shreds; the Japanese flag almost intact!

The Kamikaze (kami-crazy the boys now caU them) flier twisted in under a cloud bank to crash his plane almost in the center of the flight deck. Immediately there was a tremendous explosion which shook the ship, tore a gaping hole in the deck, and shot a great streak of orange flame high into the air.

The flash lasted only a second, but the carrier's colors, flying high above the deck, was in its path. One moment the men on deck saw the Stars and Stripes in aU its glory; the next moment nothing but the skeleton of a flag—the ribs where white and red and blue had overlapped when sewn together. It was a shock, even to men who had seen the strange tricks played by modern high-flash explosives.

When the remnants of the flag were brought down the blue field was missing entirely, but oddly enough the ribs were hardly scorched.

The kamikaze had been kiUed, of course, but in the mangled wreckage of his plane was found a small silk Japanese flag—the kind of personal emblem carried by aU Japanese military. It was inscribed, in Japanese characters, with messages of good wiU and confidence from the flier's family and friends. But it was 68

hardly damaged at aU, even though it must have been in the very center of the holocaust! The flag had obviously been roUed because the few burn holes were repeated at regular intervals across its face.

The Japanese characters on the flag were translated by W. S. Shields of the Naval Academy's foreign language department. The message offers an insight into the strange psychology behind the entire Kamikaze corps and those who glorify it at home. It reads: "A commemorative flag presented by the Governor of Ishikawa for the Military Service. Loyalty and patriotism (holes in flag). May it fly high in the attack. I offer warm thanks for my upbringing in which some twenty-three vears of affection overflow. For loyalty I shaU battle to the last with my head swathed in a towel. Samrday, 19th Year of Showa (1944) 3 December. Humbly, Ryusho."

The skeleton remains of the American flag serve another purpose. As no parts of a batde flag are ever replaced, this emblem, in its present fragmentary state, constandy reminds midshipmen of the importance of their flash-burn dothing. No matter how hot or uncomfortable, even a thin layer of flash-burn clothing may be the means of literaUy "saving one's skin" when trouble strikes— and it can strike very quickly and unexpectedly in combat zones.

Photostat Island

of Letter from Wake Comanding Officer:

A photostat of a letter written and mailed on Wake Island, 20 December 1941,—a day before the gaUant little garrison was overwhelmed by superior Jap forces, has been secured through the courtesy of Mrs. Louise Cunningham, wife of the commanding officer of Wake, Commander W. S. Cunningham, U. S. Navy.

The letter, addressed to Mrs. Cunningham, gives no hint of the imminent fall of the island nor even of the desperate struggle then going on to hold the outpost. It was flown out on the famous "last

When a ship goes down whUe fighting the enemy there is litde time to think of salvaging anything but human hves. Even when combat ships quiedy go out of commission in some obscure yard and are broken up for scrap, or are converted (with a new name) into some himibler type of craft, often nothing tangible serves to recaU its deeds of glory, or even those missions or patrols that make up so much of a man-o'-war's useful hfe.

In recent years ship's brass name plates have been sent to the Museum, which has loaned them to the Department of Seamanship, for decoration of the corridors of Luce HaU. It is interesting to roam through these halls and recaU the names and deeds of ships too soon forgotten.

It is the practice now to have these plates made of plastic material. Among the big plates is that of the aircraft carrier USS LEXINGTON—all that remains of the ship, so far as is known—a reminder of her gaUant action in the Batde of the Coral Sea, 7 May 1942.

In the Museum itself are two rings of keys—aU that remains of the heavy cruiser USS CHICAGO. The predecessor of the new cruiser of the same name was lost in one of the seven naval batdes of the Solomons campaign, 30 January 1943. As the big ship went down the Captain's marine orderly, who remained at his side throughout the action and until they were both picked up, had in his hands the keys to the Captain's and the Admiral's cabins. (Perhaps he had locked the cabins upon going to General Quarters) . He held on to diem aU the time he was in the water awaiting rescue, and later mrned them over to Captain Ralph Otis Davis, U. S. Navy, commanding officer of the CHICAGO. He in turn presented them to the Museum. The orderly, sad to relate, is buried at Tarawa.

After the new cruiser USS JUNEAU went down during the night aaion off Guadalcanal, 12-13 November, 1942, a smaU rug, containing the name of the ship in large square letters, was found floating on the water. It was sent to the Museum by the Commander, Service Squadron, South Pacific Force.

Ash trays are apparendy the most

"snatchable" items when orders come to abandon ship. There is one from the USS CORRY, destroyer lost oft Normandy on D-Day, presented by Lieut. Jewett A. Baldridge, U. S. Navy, son of the Curator.

Also an ash tray from the HMS COURAGEOUS, sunk by a German U-boat 17 September, 1939, at the very outset of the war. It is a loan from Lieut. EUery H. Clark, Jr., USNR, who received it from Captain V. C. J. Buckley of the British Army.

Other

Japanese

on display in the lobby of the Museum) says: "Symbolic relic taken from captured Japanese territory—In the attack leading to its capture, the whole island of Ebeye off Kwajalein was wrecked by bombardments of United States naval aircraft and surface ships with not a building left standing nor even a complete coconut tree. This bell was found near the Japanese headquarters, having been knocked from its pedestal, and penetrated through both sides by a 40-mm projectile."

Bells:

Captain V. F. Grant, USN-Ret., has sent a Japanese bell, now on display in the lobby of the Museum. The label plate with it reads: "This Japanese bell was presented to the 'AtoU Commander' by the Headman of a village which was recendy captured by American forces in the MarshaUs. The Headman said he wished it sent to the Naval Academy Museum and that it was being presented to the U. S. Navy for the relief of his people after the island was captured."

Vice Admiral John H. Towers, U. S. Navy, Deputy Commander in Chief, Pacific Ocean Areas, and Commander, Air Force, U. S. Pacific Fleet at the time Kwajalein, Marshall Islands, was taken, sent a Japanese bell to the Museum. The beU's label plate (and this bell is also

Destroying the Kamikaze in His Nest (Continued from page 18) instead of day vision. Employing a special technique applied in night flying, the night pilot learns to look out of the corners of his eyes. Thus he uses the rods in the periphery of the retina instead of the cones, which are concentrated at the center of his eye. Before going up at night, he must adapt his eyes by shutting out the light for half an hour, a job usually accomplished with night adaptation goggles. Then he must avoid all "white" light, for reverse adaptation takes place in a few dazzling seconds. Many such night techniques are in the night flier's syllabus, besides regular flight training.

He must be familiar with combat tactics.

Furthermore, he must be a master of instrument flying. These are some of the reasons why he must have thirty-four more weeks of training than the average combat flier.

The night pilot flies in a different world, a world of dim shapes and shadows, where the earth and the sea have a new and bizarre appearance. He gets no help from color and texture; everything is a contrast in shades of black and gray.

His eyes furnish him with so little information at night that he must learn to take advantage of the slightest clue. The pinpoint of an exhaust flame in the darkness is enough to tell him that an enemy plane is near. He learns to follow shore lines by the waves breaking on the beach.

He can trail ships for hours by foUowing their phosphorescent wakes. He learns to attack by lining up his targets in the path of the moon and even the paths of the stars.

Many people have written a great deal about how hard it is to land an airplane on that little postage stamp known as a carrier flight deck. Security, however, has prevented them from saying much about a little trick much harder to turn—a night carrier landing. To get aboard a flat-top in the pitch darkness a pilot must make the best use of his instruments plus all the flying skill and experience he has.

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In other words he swaps his flying skiU for personal safety. New operational methods, however, good equipment and plenty of chance for practice have in recent months cut down the hazard to a minimum.

A brief description within security will give some idea of how a night carrier landing is made. Coming aboard at night, the pilot has the assistance of the communications officer, the landing control officer and the landing signal officer.

He pairs up with these men to form three two-man teams which help make up for his lack of eyes. The communications officer helps the pilot get safely into the landing circle. In this cirde, he gets the speed, spacing and altitude which he needs to come up the groove and put his wheels safely down on the flight deck.

Operating from the bridge, the landing control officer lends a helping hand, but it is principally the pilot, working with his ahnost human instruments, who negotiates the curves and brings himself up on the ramp at the right height and speed. Coming up the groove, he flies into the arms—so to speak—of the third team member—the landing signal officer. So that the approaching pilot can see him clearly, the night landing signal officer is rigged out in a weird "zoot" suit of bright yellow fluorescent satin with sleeves like a kimona. Waving the familiar ping-pong paddles of his trade —also faced with yellow satin—the night landing signal officer just about flies the plane to its landing.

E left Pearl Harbor on Christmas W Eve, 1944, for duty with the Fleet.

There we speedily discovered that our night air group was going to have to sell its wares before it got a chance to show them. Night operation was new and commanding officers were justifiably cautious about fouling up their regular operations by getting tied up with too many night planes. Although smaller air units had already shown ship commands that night fighters could protect the fleet, the carrier skippers were still reluctant to put any large number of planes in the air for offensive operations at night. They were not yet convinced that such planes could pay their own way.

Our first chance to show the carrier skippers came when the Third Fleet under Vice Admiral William F. Halsey, Jr., sortied boldly into the South China Sea to strike Jap territory untouched since the beginning of the war. Defying land-based air surrounding it on all sides, the spearhead of the fleet—^Task Force 38, under Vice Admiral John S. McCain —struck ship as well as shore targets from French Indo-China to Hong Kong.

On January 11 and 12, Torpedo 90 got a chance to do its stuff. First carrier-based planes over the Asiatic mainland, we searched for targets during the night of 70

11 January and lined up a juicy convoy for the day groups to hir early on the morning of the twelfth.

Another rich convoy of eight warships and seven merchantmen was spotted that morning, but the weather was so foul that the day fliers could not go out to sink it. That was where we came in. Accustomed to bad weather, fighters and bombers of Air Group 90 took the assignment eagerly. On our first strike, one Jap merchant was probably sunk and one destroyer seriously damaged. Another merchantman and another destroyer exploded when strafed. Lieut. RusseU Kippen, our skipper, got a close straddle on a Katori Class cruiser, which later was seen beached. However, we did not get credit for the damage. Jim Landon (Ens. J. D. Landon, USNR) and Joe Jennings (Ens. J. F. Jennings, USNR) won DFCs for their part in the job. Night searchers of Air Group 90 and Air Group 41, led

by Comdr. Turner Caldwell, helped put the finger on other Jap ships and pile up the imposing total of 635,800 tons sunk in Task Force 38's entire South China Sea cruise.

For the whole lengtli of our combat cruise in the South China Sea, the weather, bad enough in the daytime, was terrible at night. We operated most of the time in the face of high, dangerous thunderheads, fast-rising squalls and densely overcast skies which shut out even the faintest starlight. It is these conditions that reaUy put our instrument flying to a test. At such times, only his long months of instrument training enable the night flier to grit his teeth and foUow that invariable rule: "Don't ever believe anything but your instruments." A wingman, flying close formation on his section leader, tends to lose his sense of proportion entirely. At times he is not sure whether he is flying upside down or right side up. Also, when a night flier straightens out after a turn, his senses teU him he is StiU in the turn although his instruments tell him he is in level flight. If he believes his senses, he will most likely go into a tight spiral and wind up in a fatal crash.

Although "we did not know it then, our strike in the South China Sea was to be our only strike of consequence against ship objectives, for they grew scarcer and scarcer from then on. Our first attack on land objectives came" on 22 January, when the torpedo planes went out to attack Kiirun on Formosa, a target which lay in a difficult terrain and which was strongly defended by anti-aircraft fired with searchlights. The mission was successful but its consequences were tragic, for we lost our skipper, Lieut. Russel F. Kippen, listed as missing in action. Lieut.

C. B. CoUins, Jr., USNR, took his place.

16 February the squadron diary ONreads:

"Excitement runs high. We now know we are on our way to write history with the first carrier plane strike on Tokyo."

Shortly after midnight on 17 February, I took an 11 plane search and attack mission over Tokyo itself. More explicitly we were to cover Honshu and Hachijo.

With my wingman, Lt. (jg) CUfton R. Largess, Jr., I flew up to Yokosuha, the main naval base. We were hunting for the Jap fleet. Results were negative. It became apparent now, as we got right into the Jap islands, that there just were no ship targets of the kind we'd been trained to hit. However, our observations that night showed us what oiir primary targets were to be in the future. We found a great deal of Japanese activity that night, and decided to do something about it. These Japs, we figured, were staging aircraft down to attack our Fleet, so we went over and struck fields at Nii Jima and Hachijo—^fields close to the Fleet—from which attacks might develop. As a matter of fact, we believe that the Japs were right then in the process of forming an attack on the Fleet. Such an attack never came off. Torpedo 90 is believed to have broken it up. The next day I reported the extensive Japanese activity which we had observed, and recommended that regular night strikes be made against these enemy air fields to prevent attacks from forming against our landing operations.

On 22 January we joined the Seventh Fleet to give night air protection to the escort carriers supporting the Iwo Jitna landing. During the entire operation, our group set a record with 175 consecutive hours of combat flying, keeping a combat air patrol over our invading forces, conducting neutralizing raids on surroimding airfields and striking at enemy shiping in the area. In the course of this operation we lost our second skipper, Lt. CoUins, who had led us for only a month.

He was replaced by Lt. Charles English Henderson, III, one of the most fearless individuals I have ever known.

On 27 February we began the first of a two-week series of neutralizing raids on Chichi Jima when it was discovered that the Japs were staging aircraft from Susaki Field there for attacks upon our fleet. Our usual routine was a strike of fighters every dawn and a strike of torpedo planes every dusk, with patroUing during the night hours. AA fire by electronically controlled searchlights was heavy. However, we soon found a method of breaking up the searchlight opposition by teaming up with the fighters. As the torpedo bombers maneuvered at low altitude, the fighters would circle higher up. When the searchlights were turned to light up the torpedo planes for AA fire, the fighters would go down and kiU the lights.

In the two weeks that these raids continued, we proved a lot. We showed the

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carrier skippers that planes could land at night in large numbers without kiUing the pilots or sending the fleet up on the beach. We also proved that night bombers could deprive the Japs their airfields for staging aircraft at night. We had kept Chichi Jima out of night operation aU this time. They kept repairing and we kept pounding away. The best time to bomb Chichi Jima was at night. The AA was too hot in the daytime to risk planes against an island we were not invading.

On 18 March we began night intruder missions against Kyushu in softening-up operations to prepare for our Okinawa landing on 1 AprU. In one five-plane night search and attack in the Inland Sea, one TB was probably sunk, an MV, a TB and an SB were seriously damaged.

A CV, a BB and another MV were attacked and pilots were sure of hits but results were unobserved. InstaUations were also damaged in land strikes against Kurashiki, the Mitsubishi Mishima Plant and Saeki Airfield.

Ar least two episodes on that mission iUustrate the boldness with which it is possible to attack in night flying. In his approach and retirement the night fighter or torpedo bomber takes fuU advantage of the element of surprise afforded by darkness. It was a common practice for us to nose right into the Japs' inner mUi-

tary sanctums. We would skim right over Yokosuka, the main naval base at Tokyo, also Kanoya and Nagasaki, and Sasebo, other key naval bases, going in so close that we could see what the people were doing.

•pROBABLY the best iUustration of -'- this daring was the attack made on the night of 18 May by Ernie Lawton (Lt. (jg) Ernest J. Lawton, Jr., USNR) and his two aircrewmen, Ralph A. Cowling, Aviation Chief Radioman, USNR and WiUiam R. Kiser, Aviation Radioman, first class. Ernie, who scored hits on a large Jap carrier as a member of Torpedo 10 in the First Battle of the Philippine Sea last June, was searching the Kobe-Osaki area on Honshu, Japan's main island, when he detected a veritable Jap fleet, including two large warships.

One was a large carrier and the other was the Yamato, Japan's newest and greatest batdeship which was later to make a suicide run on our fleet. Escorting warships lay at anchor close around the two giants. Down into this nest of firepower glided the lone avenger. Lawton first made a run over the flat-top, foUowing the creed of "get the carriers first." I think he was pretty choosy down there where aU that anti-aircraft could break out at any minute but he did not like his

first run so he did not drop his bombs.

The second time everything seemed aU right, so he let go of two 500 pounders.

One hit squarely aft and the second was a damaging near miss. (He probably pur the carrier out of action because it never did show up when the Yamato made its suicide run). Then Lawton moseyed over to investigate the other warship, the Yamato. No anti-aircraft yet, mind you!

Out of bombs, Lawton now attacked with rockets, firing three of these steel comets from a mere 600 feet into the innards of the big vessel. Then, figuring he had made enough of a good thing, Lawton went home to catch up on his sleep. Surprise had been complete. Not one single gim in the entire concentration had opened up on him.

Our skipper, Lieutenant Henderson, was another feUow who went out of his way to be insolent to the Japs. He'd go anywhere and attack anything, no matter how big, and he always got away with it. Lieut. Henderson was snooping around over the Inland Sea off eastern Kyushu when he spotted four ships moving in formation. He picked the biggest —a merchantman—for his first target and made a 5 00-pound bomb hit on the bow. He then took after a destroyer escort and gave it a good mauhng with his rockets. His second 500-pound bomb

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registered a near miss.

On his way home, Lieut. Henderson picked up evidence of a Jap plane. Time was running short if he hoped to get back under the cover of pre-dawn darkness but he elected to give chase. Soon he was in position to see a large Jap four-engine patrol bomber, an Emily. If Lieut. Henderson had been flying a Hellcat, it would have been routine for him to pick on such a plane, but not in an Avenger, for this plane had only two forward fixed guns—50-calibers. With these he was slightly out-gunned by the Emily's five 20-mm's and four 4.7's. Nevertheless, Lieut. Henderson moved in on the big Jap bomber to make his first run.

T

HE initial burst poured into the Emily's right wing as the Jap, attempting evasion, dived for the water.

Lieut. Henderson foUowed him down and continued his passes, the two 50's working overtime. Finally, as the Jap skimmed over the water at a dangerously low altitude—only 15 feet—Lieut. Henderson let go with a final burst—his last buUets. Fortunately that did it. The Emily broke into flames and hit the water with a tremendous fiery explosion.

Another night, Lieut. Henderson picked on two other opponents way out of his class and again he got by with it.

Both were Jap fighters. The first one was a George, one of the Jap's newest and fastest fighting planes. It carries four 20-mm cannon, and, as I have said before, Lieut. Henderson's forward fixed armament consisted of those two 50 calibers. Nevertheless, Lieut. Henderson flew right up to the George and opened fire.

He started the Jap's engine smoking and the enemy decided to use aU the power that was left to him to get away. Lieut.

Henderson chased the crippled fighter for about 50 miles but the fugitive had too much horsepower left.

StiU thirsting for blood, he ran onto another Jap fighter. This one was a Rufe —float-type Zero—fast, maneuverable and weU-armed. Also catching this fellow by surprise, Lieut. Henderson once more opened fire. The Rufe may have been hurt but not enough to keep him from starting a dogfight, something Henderson wasn't at all equipped to enter.

Round and round they went, getting lower and lower over the water. Then the Rufe, in the middle of a mrn, went into the drink and blew up. Whether the Jap pilot was killed or whether he spun in, Henderson never knew. He just chalked up another Jap beside the three he already had. One more Jap plane and Henderson—torpedo bomber pilot—wiU be an ace of the fighter class.

On the night of 12 and 13 May, we intensified the tactics we had put into effect to neutralize Chichi Jima during the Iwo Jima operation. This time we put the operation on a time table and set it AUGUST,

1945

up more nearly on a large scale basis, teaming up with the day air groups to keep the whole area around Okinawa damped'down for three days and three nights. It was an air umbrella covering many thousands of square miles on a round-the-clock basis. On those nights.

Air Group 90 really set out to put carrier-based bombing strikes on the night shift.

Torpedo Ninety joined up with Fighting Ninety in flying continuous intruder missions over Kyushu, Amami O Shima and Sokashima. We concentrated mostly on Kyushu, covering some fifteen airfields on that island. During the three days and nights of this continuous air umbrella, there were no Kamikaze attacks on our ships from fields in the territory covered. One small attack came in from Shikoku, a point that had not been hit. Though this attack damaged one of our carriers so that our squadron had to return to port, our "offensive defense" had served its purpose. The last operations at Kyushu had been the longed-for opportunity to prove the effectiveness of our night carrier planes, especially the torpedo bombers. We demonstrated that, while night fighters are extremely effective on such raids, it is the night torpedo planes that reaUy carry the load in largescale operations. They lug more bombs and they have more range. Furthermore, they have the advantage of crew teamwork. The navigator and radio operator in the TBM crew relieve the pilot of many duties, make him more efficient and less inclined to fatigue. But whether fighter or bomber. Air Group 90 had shown that night planes could impose high damage on the enemy with few losses of their own.

Final entries in our squadron diary read: 19 May—Arrived in Ulithi. Our tour of combat duty is over. Reports indicate that night torpedo bomber squadron has been "sold" to the fleet. Our task is successfully completed.

25 May—Departed Ulithi. Next stop PEARL HARBOR. The hit tune among all hands is CALIFORNIA, HERE WE COME. Members of Torpedo 90 have now been assigned to new units where their night flying experience is being applied to train new fliers. Night operation is in for rapid expansion. In equipment, we have the designs we need and our fliers have the know-how. What we need now are more fliers and more equipment.

We're going out to get them. As they are driven out of the day air, the Japs will increase their night flying, already extensive, and stage more of their attacks at night. We wiU be more than ready.

Meanwhile, we will be working in a few attacks of our own. From now on, the war will have to be fought 24 hours a day.

The Navy's Newest (Continued from page 20) There will be 20 more Mars soon; the first will be winging toward Japan within a month. Four of the most powerful aircraft engines in operation (Wright 2,250-horsepower) give the Mars a maximum speed of 225 miles per hour.

Consolidated-Vultee Privateer (PB4Y2)—The "Admiral's Thousand-Mile Eyes," this latest land-based long-range search plane is playing a role of littlerealized importance in hastening V-J Day. Getting into action in December, 1944, the Privateer is ranging millions of square miles of the Pacific 'round the clock each day, keeping the enemy under constant surveillance, clamping on history's most completely-successful aerial blockade, telling the high command about the enemy's every move, enabling the Task Forces to surge ahead with immunity from surprise. Designed from lessons learned in this war, the 4-engine search bomber has a range of over 3,000 miles, and a speed of better than 250 miles per hour. With its 12 .50-caliber guns spitting from six power turrets (20millimeter cannon sometimes substituted) the Privateer quickly convinced Jap fighter pilots it can defend itself. The Banzai Boys are showing increasing reluctance to close with this plane. The Privateer's primary mission is search, but it totes along three tons of bombs "just in case." This has resulted in destruction of several hundred Japanese ships. Four Pratt and Whitney engines provide increased takeoff power and lower fuel consumption.

Martin Mariner (PBM5)—This is the sturdy patrol bomber which has made a brilliant record in both Atlantic and Pacific, but with something added. That "something" is more horsepower and more shooting power. Teamed with the Privateer, the Mariner has made the far western Pacific anything but a Japanese Sea. Lockheed Harpoon (PV2) —• The Harpoon's predecessor, the Ventura, was the first 2-engine search bomber to sport 4,000 horsepower. The Harpoon loses nothing in speed by comparison. It will get along at well over 300 miles per hour with 4,000 pounds of bombs, ten .50caliber machine guns. Range is over 2,000 miles. Pratt and Whitney supplies the power. Privateer, Mariner and Harpoon have made it unhealthy for Jap shipping, from sampan to superbattleship to show anywhere from the Kuriles to the Bismarck Archipelago.

Grumman Tigercat (F7F) — The Navy's first 2-engine fighter, the Tigercat enjoys a versatility the Japs won't.

Announced early in June, 1945, the Tigercat was the first Navy plane officially credited by the ever-conservative 73

Admirals with a speed in excess of 425 mUes per hour. With this speed, it wiU smash enemy strong points in close support of ground troops. Operated by Marine pilots, .this smashing can be done with its multiple machine guns, with rockets, or with the 4,000 pounds of bombs the plane can lug. On low-level bombing missions, the Tigercat wiU use its blinding speed to get away after dropping. Or, if a little torpedo-dropping is required, the Tigercat wiU go out with a fuU-sized marine "fish," and again use its speed to get out of there, an ability the lack of which has bothered Navy torpedo bombers in the past. Structurally able to operate from carriers, the Tigercat could base comfortably on the new 45,000-ton MIDWAY class — and may. Another version, a two-place model, will prowl the Pacific night skies to add new chapters of success to the Navy's recendy-told history of night-fighting.

After any of her diversified missions, when the main load has been disposed of, the Tigercat obviously becomes a piure - and - not - so - simple fighter with which the Japs' best wUl have substantial trouble coping. With its two Pratt and Whitney 2,100-horsepower engines the Tigercat can go up at a speed that makes it regrettable the "dimbs like a homesick angel" phrase was coined before.

Ascending at a mile-a-minute dip, the Tigercat becomes the Navy's fastestclimbing plane.

Curtiss Seahawk (SC)—^With a firebaptism early in June, the Seahawk established at a new high, the Navy's perennial supremacy in batdeship and cruiser scouting. As an AUied task force softened up the Brunei Bay area of Borneo before assault troops stormed ashore to recapture another Japanese theft, the Seahawks scurried about upstairs teUing the gunners where to put 'em.

A single-place, single-float, low-wing seaplane, the Seahawk joined the fleet with nearly three times the horsepower of its predecessor, the Kingfisher. The Seahawk's job is scouting, fire-spotting and rescue, but the Zero pilot who gets too familiar may be very sorry. The plane has a high rate of climb, good speed, long range, added firepower (aU being kept under the hat for obviously good reason) and a maneuverability that give it fighting ability of no mean measure.

The problems inherent in scout-observation design possibly are the toughest faced by engineers. This type must make rough water landings, making necessary a strut strong enough to withstand six times the force of gravity. High speed, invaluable in the air, is a dangerous liability in rough water landings, unless means are found to provide a low landing speed, and nearly perfect lateral control. The pilot must have time to pick the spot on the water he wants to hit. If he hits the top of a wave, he might bounce up level 74

with the ship's funnel with too low a flying speed to keep him going. This problem was solved in the Seahawk by design of fuU span automatic wing slats which delay the staU by raising the angle of attack.

A new Corsair fighter—the F4U-4— has joined the fleet in its present avowed task of destroying Japanese air power in the enemy homeland.

The major change in the new plane, which was designed by Chance Vought Aircraft and is to be built also by Goodyear Aircraft, is the incorporation of the Pratt & Whitney Double Wasp 2800-C engine in the design. The "C" engine gives the akeady speedy Corsair considerably more horsepower both for normal flying and in combat emergencies. The engine is rated at 2100 horsepower and this powet can be substantiaUy increased by the use of water injection. The F4U-4 is the first carrier plane to take advantage of the "C" engine's high horsepower.

Very litde weight has been added, so nearly aU the added horsepower has been transformed into increased speed, dimb and ceUing, three of the four basic criteria of air combat-—the fourth is maneuverability with which both the F4U-1 and F4U-4 are weU supplied.

The new Corsair is in the 425-milean-hour dass; climb has been increased almost 1,000 feet a minute and ceihng has been upped enough so that the new Corsair will have an altitude advantage over high flying land based Jap aircraft.

So much for the new planes in action.

NaturaUy, litde can be written about the other half of the "Dirty Dozen " until the Jap knows as much about them as the Navy does—and has paid a price for the knowledge.

Little need be said about the performance of the Navy's other planes in the last year. The Hellcat and Corsair fighters kept right on living up to their moniker of "Terrible Twins" as they led the parade in moving the 1944 five-to-one air batde advantage held by the Navy up past six to one. The HeUdiver dive bomber and Avenger torpedo bomber kept right on "carrying the bomb" behind the Twins' interference, devastating ground installations, blasting shipping, making it deathly hot for the Jap with fire bombs.

Back of this performance and foreshadowing of even greater accomplishment lies a phenomenal record of design and production. At Pearl Harbor, the Navy had 5,000 planes, averaging 3,000 pounds in weight, the fastest having a top speed of 300 miles per hour. Today the Navy has 37,000 planes, averaging nearly 7,000 pounds in weight, the fastest weU over 425 miles per hour. The four-machine-gun fighter of that time has given way to an eight-gun plane, whose firepower is supplemented by halfa-dozen deadly rockets and sometimes

two 1,000-pound bombs. While these advances were being made, new manufacmring "know how" trebled the output of each aircraft industry employe.

Since 1 July, 1939, over 70,000 planes were built for the Navy.

But that is not the whole story. WhUe production was being increased under aU the disadvantages imposed by a war forced on an unprepared America, technical and tactical devdopment was not aUowed to suffer. Jet-assisted take-off and catapults of gready-increased capacities were developed, permitting launching of aircraft of gross weights undreamed of five years ago. Thus could be put into the air additional important cargoes of men, materiel and munitions. The rocket projectile, so valuable against the cave-entrenched Jap, was just a name in '41.

The fighter-bomber is a chUd of this war. With the fighter's speed and the bomber's load of destruction, this weapon has scourged the by-passed Jap islands into complete passivity. From carriers in the last year, it has lugged more tons of explosive on offensive missions than would have been possible with the slower pure-bomber.

The Radford plan, named for the flying admiral who also originated Navy night-fighting in the Pacffic, now provides Navy and Marine pilots with brand-new planes every eight to twelve months; the pilots thereby are able to derive the last ounce of combat superiority from their craft.

AU of these technical and tactical developments, and scores of others stiU doaked in military secrecy, were not just suddenly puUed from a hat. Behind their existence, and behind the sensational record of Navy-industry production, hes 20 years of cooperative plaiming, usuaUy done on a financial shoestring, but done.

Result: a nudeus of men and planes and a deep weU of knowledge from which the world's greatest Naval air force has been built in less than four years.

Without Glory (Continued from page 22) depends on those guns Typical of the rear seat men are the Webb brothers. They showed up at the Navy recruiting office in May, 1942, and gave their names as Robert and Forrest.

Their foUcs, WiUiam and Anna Webb of Des Moines, knew them better by their nicknames of Spider and Red. After "boot" training, they were sent to JacksonviUe, Florida. First they attended radio school. There were months of charts and diagrams and repairing sets and learning code, and aU the rest of the intricate radio business. Then they went to gunnery school and learned about machineguns and how to use them.

When they graduated, they could

"strip" a machinegun in less than two minutes (including putting it back together again), and they could hit what they aimed at. They had fired thousands of rounds of ammunition, from shotguns as weU as thirty and fifty caliber machineguns.

T

go down to Empress Augusta Bay and hit the Marines from behind. Admiral William Halsey called on the SARATOGA and an escort carrier to go into Rabaul and hit them hard enough to change their plans.

When flight orders were posted.

Spider's pilot was not listed. Red was to go again, without his brother.

Spider waited and worried all morning. The crew of the carrier knew things were going around and around in Rabaul Harbor, with plenty of Zeroes and the new Tonys and heavy anti-aircraft greeting the Navy fliers. It isn't fun to wait on the ship while your brother is out there.

They could hear Commander CaldweU's unruffled voice. "It's quite a party."

It was. Almost every plane was shot up, either by flak or enemy fighters. Our own HeUcats were knocking Japs down until the air was full of their falling planes. But, miraculously, the SARATOGA'S Air Group lost only two planes, a HeUcat and a Dauntless. There couldn't be enough praise heaped on the heads of the gunners and the fighter squadron for that day's work.

HEY went to the West Coast for a little while, awaiting assignment. In January of 1943 they became gunners of a dive bomber squadron and went out to the South Pacific.

Part of the squadron went to the batde area almost at once—and Red's pilot was among those chosen. So Red went while Spider stayed behind. The older boy (he was 23, his brother one year younger) had some fun shooting up the Jap airfield on Kolombangara Island, but didn't get a chance to shoot at any enemy planes.

In August they were put aboard the aircraft carrier SARATOGA, along with their squadron.

The Marines went into BougainviUe while the squadron set out to make things easier for them by leveling the airfields at Buka and Bonis. Red and Spider flew out together. It was the only time. ' I ^WO planes lost, three men lost.

On November 5 th, word came that a -'• There was a gunner in that DauntJapanese cruiser task force was as- less, too. And when the Air Group resembling in Rabaul Harbor, evidently to turned to the carrier, there was work for

AUGUST,

1945

the hospital staff. Two men were dead in their rear cockpits, six gunners were wounded — and the most seriously wounded was Red Webb.

A Jap slug had struck him in the thigh and ripped its way through the flesh right up to his hip. But that hadn't stopped him from firing. He kept his twin guns going until the Zero fell off, smoking. No one saw it crash, so he was credited with a probable.

V j ^ H E N his pilot. Lieutenant (jg) ' ^ "Swede" Gunderson, brought him back, he was unconscious from loss of blood. They gave him four units of plasma. Later, in the shore hospital, they gave him a transfusion with a whole quart of blood from volunteer donors.

After he recovered enough for the trip. Red was sent back to the States.

Spider stayed on for ten more strikes against the Japs in the Gilberts, and other places that can't be mentioned yet.

He changed pilots, though. Spider moved over to Lieutenant Gunderson's dive bomber and made his strikes in that same shot-up seat. , Earlier in the war, gunners like Red and Spider might have shot down a number of Japs. They can't now, though, because the enemy fighters won't give them chances often enough. Those Nips in the Zeroes and other fighters have a

75

wholesome respect for Navy gunnery.

When one does press home the attack, there is a lot of armor-piercing steel waiting for him.

Top scorer among the Navy gunners is Aviation Chief Radioman Wayne CoUey. He got t\^'0 in the Coral Sea and two more off Guadalcanal.

John Liska, Aviation Radioman 3rd Class, got three in the Coral Sea and one off Santa Cruz.

Joe Deluca coUected a few Zeroes in fights aU the way from Pearl Harbor to the Marshalls, by way of Midway, Marcus and Wake. IncidentaUy, Deluca was the first man authorized to wear the Navy Aircrew wings.

Watch for those wings. You'U see them on men hke Ken Bratton and Bob Morey. Ken was turret gunner and Bob was tunnel gunner in Commander CaldweU's plane at Rabaul. The fourth man, photographer Paul Barnett who had taken the extra seat to get some pictures, was kiUed. Morey and Bratton were both wounded, both shot down an enemy fighter.

And when you do see those upturned sUver wings with their gold stars for missions against the enemy, think of what they stand for . . . as expressed in this song the Navy Aircrewmen sing: "It takes nerve to be a gunner,.

To sit out in the tail

"When the Zeroes start in coming And the slugs begin to waU! The pilot's just the chauffeur.

It's his job to run the plane.

But the GUNNERS do the fighting.

Even though they miss the fame!

My Life on the Dirty D (Continued from page 23) hat pin, I lit out for the laundry with blood boihng.

I cornered Dinty and told him he had blankety weU ruined my pants and cap —to wit—and what the blankety blank did he intend to do about it?

He backed off and looked me over, with genuine concern on his round face.

He clicked his tongue sympatheticaUy. "WeU, sir," he declared at last, dead serious, "there's only one thing I could suggest. Bring down the coat to that uniform and we'U shrink it to match."

Dinty's assistant is a quiet little man named Klaus. He generaUy wears a twoday smbble of blue-black beard, and looks like a fugitive from a George Price cartoon. He comes from Nudey, New Jersey.

Together, Dinty and Klaus run the D's laundry. They handle all the laundry of

her two-hundred-odd crew and officers, including Wardroom hnen, and manage to run a thriving pressing business on the side. Furthermore they give one-day service. I'm open to offers from aU housewives who are used to waiting one, two, or three weeks for washing ashore. I work on a commission basis—send your dirtj' washing to the D's laundry in the morning and get it back that same evening. What you get back, that is.

The prices are attractive, too. We pay a flat fee of 50c! per month per man, which covers everything we want to send.

Only the replacement cost is high. The Exec, who bought eight dozen pairs of socks in a single year only to end up with none to wear, hit on a plan to put a stop to the attrition. (This story is introduced solely as an excuse for the lousy pun at the end. It has practicaUy nothing to do with the laundry.) He woiUd place each week's dirty socks in a mesh bag and send the bag along with the rest of his wash.

But where to get the bag? FinaUy his wife, a resourceful lady, fashioned exacdy what he wanted by sewing together two of these snoods that women wear around their hair, and rigging a drawstring at the top. The Exec was showing off the finished bag and pointing out the saving in socks.

"Its sweU,' drawled the Communications Officer, "but when do you send ir

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That 50f-a-month laundry fee I mentioned does not cover pressing, which is a tidy little racket in itself. At first, Dinty charged 25c for a press job. But just before hitting a liberty port, and just before inspections, he was swamped with pressing business. Tlie price jumped to 50e, then 75c, and finally to Sl.OO. The presses were going 24 hours a day, with Dinty and Klaus working in shifts. During the occasional brief periods when they had to take time off from pressing to wash clothes, they let their erstwhile customers press their own dothes if they wished—for a smaU 50^ fee for the use of ffie press!

It appeared for a while as if Dinty and Klaus would emerge from the war millionaires. But like all tycoons, they were too greedy. In their scramble for gold they neglected just one detail; namely, their regular duties. Laundry schedules feU farther and farther behind. The presses were such lucrative money-makers it seemed a shame to waste time ironing the regular laundry. So the laundry started coming back unironed. Well, the first time the Captain found his dress shirts returning with a rough-dry finish, he hit the ceiling. A wave of reform swept through the second deck. Rigid schedides and standards of workmanship were established. A ceiling price of 500 was slapped on pressing, and overcharging was made a disciplinary offense. The Golden Age of rhe D's laundry was over.

It remains, however, a social gathering place. Since it often must work late at night to meet its schedules, it is a hangout for fugitives from taps. Sometimes surreptitious poker games go on there far into the mid-watch hours, Dinty and Klaus leaving their hands only long enough to shift clothes from washer to extractor, from extractor to drier. More often the boys just sit and shoot the breeze. Joe Chrest, the D's top-notch lookout and No. 1 self-professed lady killer is talking: ". . . bein' broke I go into this U.S.O. joint, and there passin' out the doughnuts is this babe. She's plenty classy with a paira knockers that come right up and hit ya, smack! So I walk up and stand there lookin's her over.

She gives me the cool eye and says, 'What will you have, sailor?' 'Whadda ya got?'

I asks right back. We're still looking at each other, see? She says, 'Oh, coffee or doughnuts or whatever you like.' So I laugh and say, 'To hell with the coffee and doughnuts, sister, just give me a little of that whatever-I-like . . .'"

Or maybe it's one of the Torpedomen, a man in his middle thirties, saying; The wife had always been writin' me to look up this cousin of hers when we hit New 'V'ork, but you know about how much you're in the mood to visit relatives on your liberties there. WeU, the wife kept writin' how she had promised AUGUST,

1 945

I would, so when we was there in July I look up this cousin. Damned if she isn't a big, blonde gal who has an apartment of her own down in Greenwich Village, which she keeps stocked with rye. She's thirty-three, thirty-four maybe—old enough to know what she wants —and boy! is she glad to entertain hei dear cousin—by—marriage!

"Well I shack up there the rest of the time we was in, and the next time too, but we got our signals crossed. I wrote the wife that I hadn't got around to looking Ruth up, but Ruth writes her how she had enjoyed ineeting me. So the wife put two and two together.

"The first thing I know, I get a letter from the wife saying she's coming to meet me in New York this trip. She's even bringing the kids along, by God. The works. The payoff is, she says to meet her at Ruth's.

"1 go to Ruth's all right, and the whole lot of them are waiting. I say hello to the kids and they kiss me. I say hello to the wife and kiss her. I say hello to Ruth. 'Ha, ha,' says the wife, 'why don't you kiss your cousin Ruth? Go ahead and kiss her.' I see that cousin Ruth is plenty riled. She has got the idea somewhere along the line that I am going to leave the wife and marry her. She's jealous of the wife, and plenty sore. Anyhow, I went ahead and kissed her, but she gets back at the wife by throwin' her arms around me and hangin' on. Jeezus, what a kiss that was! Then she glares at the wife as much as to say, 'Well, you told him to kiss me.'

"Well, you know what happened? We all stayed there in this two-room apartment—Ruth, the wife, the two kids, and me on my liberty night. Kee—rist, but I went thru hell! Me and the wife are sleeping in the bedroom, but Ruth is after me to sneak in after the old lady's asleep and lay with her. The kids are sleeping in the living room, too, but that doesn't stop her. And the old lady is laying awake most all night for fear I will sneak in to see Ruth. Those two women were at each others throats day and night like a couple of she-hyenas—all sugarsweet on the surface, you understand— and me in the middle. Man, I was never so glad to put to sea in all my life!"

Support Carriers (Continued from page 27) Ground officers say that knocking out one machine gun saves 100 casualties. At that rate, fliers from the supporting carriers prevented casualties by the hundreds of thousands with their pinpoint bombing, strafing and rocket attacks.

They wiped out AA emplacements, mortar positions, pillboxes and artillery batteries. They eliminated command posts.

fortified caves, slit trenches, enemy troop concentrations or any other stray obstacles that happened to be in the way of the advancing troops. This was their main job—close support of the troops.

As a side assignment, these CVE fliers knocked down 279 Jap planes during the desperate storming of our transports and warships by the Kamikazes. This does not count the Japs "splashed" by the boys at the AA guns on the carriers themselves. Then, in their spare time, Admiral Durgin's aviators flew anti-submarine patrol, observation, courier and airsea rescue missions. They also took on the odd jobs like laying smoke screens, spraying DDT and dropping propaganda leaflets.

This, in brief, is the pattern of action for the support carriers on a typical landing operation, but anything can happen. And it usually does. The approach to the Luzon invasion was a good example. For this event, eighteen CVE's were assigned to cover the invasion fleet over its 800-mile course from Leyte to the objective. The great convoy, stretching 4() miles in each direction, crept through the restricted waters of the Surigao Straits into the Mindanao Sea and then the Sulu Sea, threading Mindoro Straits and moving up the China Sea to its objective on the shores of Lingayen Gulf. Over the whole route, the ships were attacked incessantly by swarms of Japanese aircraft flying from bases on all sides of the convoy! Many ships were damaged and one of the CVE's—the O M A N E Y BAY—was sunk, but the convoy got there in fighting trim.

During a typical two-day period en route, 75 of the CVE planes engaged 70 Japs and shot down 51 without loss. Once at Lingayen, the CVE air groups pitched into their regular support routine, firing 4,000 rockets and dumping a miUion pounds of bombs on Jap positions while our troops swept into Luzon.

In support of the landing at Leyte Gulf, eighteen CVE's fought off a whole Jap fleet. This unscheduled and unorthodox engagement took place when an enemy task force of four battleships, eleven cruisers and nine destroyers suddenly appeared at dawn out of the mists obscuring the San Bernardino Straits.

Most of the "hand to hand" fighting fell to the lot of one group of six CVE's, four destroyers and three destroyer escorts under Rear Admiral C. A. F. Sprague. For two and a half hours this group was under the concentrated shelLfire of 16, 14 and 8 inch guns of the big Jap ships with the range sometimes as close as 10,000 yards. As they ran, the little carriers returned the fire with their five-inchers.

Planes of all eighteen carriers threw bomb, torpedo and strafing attacks at the Jap men of war until, suffering more damage than he could stand, the enemy retired from his advance on our landing 77

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ships at Leyte. Admiral Sprague conduded his battle report with the words: "The faUure of the enemy main body and encircling hght forces to wipe out completely aU vessels of our task unit can be attributed to our successful smoke screen, our torpedo counter-attack, continuous harassment by bomb, torpedo and strafing attacks from the air and the definite partiality of the Almighty God." In estimating the damage inflicted on the enemy. Admiral T. C. Kinkaid, who headed the Seventh Fleet under which the CVE's were operating, gave credit to the little carriers for sinking the Japanese heavy cruisers CHIKUMA and SuZAYA and one unidentified destroyer, as weU as heavily damaging the battleship YAMATO, another heavy cruiser and an unidentified destroyer. The CVE air groups in other phases of the batde also probably sank the damaged cruiser AsHIGARA, seriously damaged the cruisercarrier MOGAMI, several destroyers and one unidentified light cruiser.

These are but three actions in the combat narrative of the CVE's, which begins at Tarawa and runs right through the list of Pacific landings—Kwajalein, Hollandia, Saipan, the Palaus, Leyte, Mindoro, Luzon, Iwo Jima and Okinawa. To be strictly accurate, it reaUy dates back to Attu, where a single CVE—the NASSAU—covered a whole invasion singlehanded.

78

NEW YORK

NEW ORLEANS

SAVANNAH

TIPPED

VS7 L These are the action chapters in the "rags to riches" story of a ship which started life as a converted merchantman, a stop-gap assembly-line job hastUy thrown together just to give the Navy something from which it could launch planes in the emergency. ACV was her class then, and that meant auxihary vessel, carrier—just a transport which carried airplanes. Oh, yes, she could run some anti-submarine patrols on convoy escort and ferry planes to land-based squadrons. But fighting? No! "Two-torpedo ships," they caUed them. The story dated from one of the launchings where a war-weary admiral scornfuUy remarked: "The first torpedo wiU sink that thing so fast that the second wiU go over it on the way down."

For their lack of speed, the litde carriers picked up the name "ferry boats."

They were called "coffin lids" by the young Naval aviators trying to land a plane on them in the bucking Adantic sweUs. They acquired another name from the British, who liked to identify the litde flat-tops with the United States by tagging them "Woolworths." "Jeeps" they were to everyone, and, like the jeep, they got stuck with aU the odd utility jobs such as hauling airplanes "on the hoof" and escorting the poky Atlantic convoys. Nobody ever thought this inglorious little airplane transport would

ever work herself into the dass of a first dass fighting flat-top.

Little less dramatic than the baby flattops' history in combat is the story of their production and the training of their crews. It is a story of how we created, in two brief years, a fleet of three score ships of this dass, complete with crews, of an assembly line for carriers in an Oregon swamp, of a captain who commissioned one every week and a mad fairy-tale training ship that operated on land. But the deeds that made them great, these little ships, were those of the 90-day officers and crews fresh from civihan hfe, who took a stop-gap, mass-production "airplane transport" and turned it into a combat carrier.

The story of the CVE's goes back to the presidential order of 1 January 1941, when Franklin D. Roosevelt decided to start a program of auxiliary aircraft carrier conversion to keep ahead of the experiments then being conducted by the Japanese. The first offspring of the order proved to be the daddy of aU the merchant-huU flat-tops, the USS LONG ISLAND. When, after Pearl Harbor, our need for carriers became so desperate, $he gave us a prototype and the experience from which the Navy could convert some twenty additional C-3 huUs then available. Before the spring of 1942 was over, 48 conversions had been put in the works and the Navy had taken over the Seatde-

^.

Tacoma Shipyards to throw an emergency small carrier production line into operation.

In June Henry Kaiser came to Washington and got an order for fifty, on contract with the Maritime Commission under technical guidance of the Navy. Back to Vancouver went Kaiser, to build a shipyard on a stretch of swampy farm land and turn out by the first of the year an aircraft carrier a week for fifty weeks.

For such was his amazing promise.

By August, 1942, while Guadalcanal and the Casablanca landing were brewing, the CVE's converted from C-3 hulls and oilers began to hit the water from eight shipyards on both coasts—most of ffiem at Seattle-Tacoma. Six were finished in August, nine in September, and then construction hit an average of three a month. These were the first fruits of our post-Pearl Harbor emergency planning.

Pitching in the high Atlantic waves, the first half of the C-3's went out to start breaking the back of the subs with their converted landlubber crews hanging weakly over the rails. Four of the baby flat-tops converted from oilers, along with one bigger carrier, escorted over the sub-infested Atlantic in November the biggest fleer ever assembled up to that time—it was 25 miles square—and flew air cover while the huge armada seized French Morocco in three days.

Meanwhile the other half of our C-3's rashed off for the southwest Pacific, the first with replacement airplanes for Guadalcanal. Queen of these baby flattops was the NASSAU, whose log teUs the story of how this class carried the baU in the Pacific before the Kaiser carriers began to pour out to help them. Hurrying out of the yard with only the barest pass at a shakedown cruise, the NASSAU carried a cargo of planes and 600 Marines to the rescue of Guadalcanal—besides her own personnel! From then on, the NASSAU got into everything. She operated with battleship task forces, ferried emergency combat planes and personnel on shuttle trips aU over the Pacific, and her aviators dived through holes in the fog to fly air cover for our invasion of Attu when land-based aircraft were grounded.

On 8 July 1943, the first Kaiser carrier — now the CASABLANCA — was placed in the hands of the Navy at Astoria. From then on, the story of the CVE's was reaUy a story of mass production, mass training and mass combat. It must be said, however, that the Navy hadn't been so slow itself up to that point, having built 34 CVE's before the first Kaiser job sailed down the coast.

But now at Kaiser-Vancouver, mass production techniques cut the millions of man-hours in half and in thirteen months that stretch of swampy farm land had mrned into a twelve-way shipyard capable of launching one aircraft carrier AUGUST,

1945

hull a week. One a week they came out, just as Henry Kaiser had said they would —or anyway, fifty in fifty-two weeks. The job was done by dam-building engineers who'd never worked on a ship and by an average of some 30,000 men and women recruited from kitchens, farms, banks and drygoods stores.

A mass-production method was also evolved by Captain J. D. Barner, USN, coordinator of the CVE Pre-Commissioning Detail. Most skippers commissioning a new ship allow themselves several months and a good nervous breakdown.

And here was Captain Barner charged with the commissioning of fifty in fifty weeks. Former captain of the LONG ISLAND, the guinea pig of the whole CVE program, he was the man to do it.

Captain Barner's detail had to write up the organization and battle books, test and oversee the installation of equipment, order and put aboard hundreds of tons of stores every six days and supervise more than 100 changes made necessary by battle experience. Impossible!

But they did it. Every week a new escort carrier was on its way.

Meanwhile the Navy was stuck with the little chore of marching aboard each new carrier, every week, a trained crew of some six hundred officers and men.

Every week! Why, man, that meant tens of thousands of men trained in a hundred different specialties. "That meant mass production. At the Bremerton Navy Yard the only man not overwhelmed by the job was the man who had to do the teaching.

He was one of Captain Barner's assistants, Lieut. Comdr. D. A. (Jack) Frost, USN, who turned out carrier crews by a method of his own. Some said he was a dictator. Some said he was screwy. But the method worked.

Commander Frost turned school buildings into ships with an officer of the deck, quarter ieck and all the other stations. It was as "salty" a place as you'd ever want to see. "Learn to use ship's language," Frost was always saying, and signs all over the "bulkheads" interpolated with phrases like "A slip of the lip might lose your ship."

Signs! Signs were everywhere. "Stop!

Is your hat on straight?" the new officer was greeted at the gangway. In the head it said: "Halt! Instead of loafing here you could be learning your Navy regs!"

Visual education was a mania. Every known visual aid was applied and many were invented. For four weeks, knowledge was poured into the trainees; meanwhile they were toughened by strenuous athletics and their spirit of adventure was stimulated to the utmost. Each man was made to feel that the war was his own personal fight and that his failure would mean disaster for his ship.

It was Frost's school that turned out most of the officers and men who man our carriers and which became a model

for schools now being set up for other types of ships. Two weeks on the training carrier CASABLANCA plus thirty days' drill on their own carrier; then these self-confident civilians—now officers and crews of U. S. Navy ships of the line, if you please—were ready to take their carriers out to the Pacific Fleet.

These were the men who fought our CVE's from Tarawa to Okinawa. In the latter engagement there were only fifty Academy men in posts of command throughout Admiral Durgin's whole fleet. The rest were Reserves.

Admiral Durgin thinks his Reserve officers are wonderful. In a press conference after Okinawa, he said so in no uncertain terms. As long as they do their jobs the way they have, he doesn't care if they call the forecastle a front porch.

Ask any of the CVE captains what made their ships work and they'll aU tell you the same thing. There were other factors, but the thing that really put the CVE's over was the courage, intelligence and willingness of their officers and crews. Take a bunch of boxers, hairdressers, insurance underwriters, bond salesmen, truck drivers, chemists, lawyers and tree surgeons. Give them a few weeks' training and mix with 15 or 20 per cent experienced officers and chiefs .and they run a combat aircraft carrier.

Nobody seems to know exactly how they do it. It's just the kind of people the country raises.

Now what was all this talk about "oneshot" ships, all this griping about faulty materials and beefing about the "lousy duty" aboard the baby flat-tops? Well, there were SL lot of headaches in these assembly-line carriers. They suffered from all the sins of high-speed production. They were slow, and thin-skinned.

Sometimes they couldn't launch planes in the calms of the Pacific. They had minor engine trouble and pump trouble and trouble with the hot water tubes . . . all sorts of trouble with merchant-standard materials under strenuous combat conditions. The ventilation was sometimes below Navy standards. And some of the hatches and ladders were built for angleworms pnly.

There was a lot of griping—most of it the routine gum-beating of the Navy.

Sure, who wouldn't like to be on the biggest and fastest carrier afloat? But somebody had to run these little feUows. And everyone knew they were the best we could get at the time and that we had to make them do. So all hands put up with the living conditions, fixed up the "bugs" and made a go of it. A lot of crews now prefer the smaUer CVE's to the big CVs because of their more intimate atmosphere.

On the air side, the aviators treated the baby flat-tops like any other carrier, worked around their shortcomings and made out all right. When there wasn't

79

enough wind over the flight deck to launch planes, they used the "built-in breeze," or catapult. They always got the planes aboard by skiU, ingenuity and just sheer wiU power. Some days all the landings seemed to spell disaster, but, when the day was over, there sat the little ensigns, calmly eating their suppers.

Altogether, it adds up ro nearly three years' successful operation on two oceans, and you scratch only baby flat-tops.

Vice Admiral Aubrey W. Fitch, then Deputy Chief of Naval Operations for Air, pretty well summed things up on the credit side for the battling babies when he said recently: "A possible deadlock in the Pacific was averted and the war brought years closer to its end by a big fleet of little aircraft carriers which three years ago was popularly known as the oil slick class."

How to Strangle an Empire (Continued from page 29) point of view, is that his tenacious attackers are rugged, durable—as when Lieutenant Frank H. Cutaiar, of Kennett Square, Pennsylvania, and his crew became the first Navy airmen to take a Navy Liberator on a strike against Singapore. On approaching the target, Cutaiar selected two large transports for his target. One of them was probably sunk, but the ships in the area opened up with what was described by Cutaiar, a veteran of the European campaign, as "the heaviest, most concentrated closerange stuff we had seen in either theater." Damage to the Navy plane included the number three engine, which was knocked out. So to get back to base. Lieutenant Cutaiar and his crew traveled over more than 1000 miles of South China Sea on only three engines, an accomplishment which is believed to be the longest recorded three-engine over-water flight.

Cutaiar's place was alone on that trip, and most of the long water-spanning, water-scanning flights are made by single aircraft. They are the "thousand-mile eyes" of the Navy, and their primary mission is stUl to discover the enemy and report him. An attack is made only if the pilot believes that he can strike successfully and still complete his mission of searching and reporting. But because the airmen and the squadrons feel strongly about their secondary mission—that of destroying the enemy in addition to seeing and recognizing him—the search planes sometimes hunt in pairs.

That was the case when Lieutenant Joseph H. Jobe, USNR, of Goldendale, Washington, and Lieutenant (junior grade) George Serbin, USNR, of Besse80

mer, Michigan, combined their offensive and defensive power to sink four enemy ships, three merchantmen and a larger freighter, just off the coast of Korea. The two Privateers achieved this destruction in sight of an enemy fighter airfield.

Another time when the system of hunting in pairs paid off was when two Mariners were mischief-bent a few miles off the enemy-held Korean coast. The two Mariners were flying close to the shore because they were seeking enemy vessels which might be sticking close to Korea to gain the comfortable protection of coastal defenses. The shipping was found, and Lieutenant Commander A. J. Sintic, Jr., USNR, of Cleveland, Ohio, took his flying boat against a large, heavily armed enemy tanker. Tanker and plane both opened up on each other, and both scored. The Mariner, one engine stopped and the other damaged, had to make a forced landing in sight of the enemy.

That was where the partnership method came in handy. The second Mariner, piloted by Lieutenant F. O. McKneely, USNR, of Macon, Georgia, was in the water before Sintic's plane had even completed its forced landing. The crew was rescued and the damaged plane sunk before the Japanese nearby could begin to make an effective move, and everybody was back at base in time for supper.

The Japanese must sometimes think that naval aviators carry matters to extreme, with an American ingenuity which has proved a better weapon than the willingness of the Jap to die stupidly.

One day while he was engaged in the continuing effort to destroy Japanese seaborne communications around Borneo, Lieutenant V. L. Flint, USNR, of Milton, Massachusetts, spotted a camouflaged barge and tug, well hidden under tall jungle trees at the water's edge at Noenokan Island. Tugs and barges are tremendously important to the Japanese who are suffocating in the Netherlands East Indies, and Flint was overlooking no oppormnities. But the difficulty was that the huge trees prevented a successful bombing and strafing attack.

Lieutenant Flint solved the problem by turning his Mariner into a surface craft. He landed the big flying boat and, handling it much as though it were a warship, allowed his gunners to go to work. The barge and tug were sunk. And Flint continued his patrol.

The goal of Navy search planes is shipping, and other targets are strictly minor league to an airman who would rather sight and sink a ship than blow up a gunpowder factory. But sometimes those other targets just thrust themselves under your bombsights, and that, frankly, is apt to be more than almost any pilot can resist. Thus it happened that within nine days. Lieutenant Henry S. Noon, USNR, a Seattle lad who was fly-

ing his Liberator in the area east of Okinawa, destroyed rwo Jap miningcamp buildings, four large warehouses and a four-story concrete factory. In addition, he set fires raging in four other warehouses, left two small Jap merchantmen dead in the water and burning, and seriously damaged a radar station, three smaU freighters and an 8,000-ton merchant ship.

Another naval aviator from the Northwest—^Lieutenant Robert E. Vadnais, USNR, of Pordand, Oregon—also found some land targets to his liking—two shipyards in the vicinity of Pontianak Harbor on the west coast of Borneo. He wiped out the two shipyards, and in addition sank or burned more than 20 enemy freighters in a single sustained attack as he repeatedly took in his Privateer at low level.

And here is the boxscore of a Privateer which recently spent rwo hours over the Canton River in China. Shipping was scarce that day, so after sinking a 1000-ton freighter and a 250-ton river boat. Lieutenant (junior grade) W. B. Vogelsang, USNR, (a Californian since listed as missing in action), and his crew damaged three more 250-ton river boats, two seriously; exploded two locomotives and strafed 23 railway cars; set afire 14 trucks equipped to run on railway tracks; and straffed a warehouse and storage tank. Three enemy aircraft were seen taking off from the nearby Whampoa airfield, but except for spasmodic anti-aircraft fire which slightly wounded one aircrewman and did minor damage to the Privateer, the attack met no opposition.

While the search planes are carrying out their work of detection and destruction, their friends and allies, the rescue planes, which must fairly be considered to be a potent part of the Navy's air offensive against Japan, are standing by to help whenever and wherever needed. The rescue planes would be worthwhile if they did no more than contribute a sense of security to the other squadrons. But in addition to making the other pilots feel better about missions deep into enemy waters, the rescue pilots and their crews are constantly pulling their comrades out of the drink.

Lieutenant W. D. Eddy, USN, who •most recently hails from San Diego, gave an example of the effectiveness of rescue work at Miyako Shima one day. He landed his Mariner in the open sea just as the feet of a parachuting aviator touched the water, and exactly 176 seconds later the survivor was safely aboard and Lieutenant Eddy was taxiing away for a take-off. At the opposite end of the pole as to speed of rescue work is the report of one Mariner, slightly damaged and so heavily loaded that it could not take off, which taxied 150 miles to bring the survivors to safety.

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In applying ever-mounting pressure to ffie Japanese homeland, naval aviators are flying PRIVATEERS, LIBERATORS, MARINERS, VENTURAS and even CATALINAS. By all the terms of ffieory and common sense, the CATALINA should be outmoded by this time.

In fact, many naval aviators bluntly insist that it is outmoded. But the CATALINA is the plane that won't die, and the Fleet Air Wings still find it useful for some purposes.

The records of LIBERATORS and MARINERS are now long and honorable in the Pacific, and the VENTURA, fast to the point that enemy fighters have difficulty catching it at low levels, delivers a terrific punch against its victims.

But die PRIVATEER, a development of the faithful twin-tail LIBERATOR, is ffie Navy's newest weapon in the aerial onslaught.

The PRIVATEER began simply as an improved model of the LIBERATOR, but two years of engineering and of changing combat requirements made it a completely new airplane except for its long, narrow Davis wing. It has a nose seven feet longer than the LIBERATOR and carries more than a ton of radio and navigational equipment. It takes two members of the 11-man crew just to operate that "flying radio station."

The PRIVATEER has a top speed equal to that of the LIBERA'TOR, in

spite of the extra load the new plane carries. As a result of its new engines and increased auxiliary gas tank capacity, it can stay in the air more than 20 hours and fly well over 3,000 miles. With a single tail which towers 27 feet into the air, the PRIVATEER is, in appearance, design and performance, one of the new class of super-bombers which have grown out of the FLYING FORTRESS and the LIBERATOR. It's a big country, so not many people have seen the PRIVATEER in the United States. But the Japs can tell you what they look like. The Japs see them, all the time, from Singapore to Tokyo, as naval land-based aviation tightens the strangle-hold. There is a dark shadow over Japan today; it falls from the wings of Navy search planes.

more than 200 Japanese planes at once; yet, incredibly, all were driven off and chased home by Rear Admiral Sherman's HELLCATS. After covering the other landings in the Philippines, the Task Force, this time under Vice Admiral John S. McCain, USN, staged a series of daring raids in the South China Sea and set a new record in the amount of enemy shipping sunk.

Without stopping for rest, they then struck repeatedly at Tokyo itself, setting another recordâ&#x20AC;&#x201D;this time for the number of enemy aircraft downed. Covering the invasion of Iwo Jima was their next job; then the fierce fighting off Okinawa.

Now they are once more striking the Japanese home islands, this time with more aircraft than ever.

During all these actions, Rear Admiral Sherman was the senior task group commander within the task force, and as such saw more action than any other officer of Changes of Duty his seniority. Command of the Task Force as a whole alternated between Vice (Continued from page 61) Admiral Mitscher and Vice Admiral Mcqualified for his new position by his ex- Cain. Rear Admiral Sherman, however, perience. Since August of last year he has was in on every action.

His remarkable record does not stop been in command of a carrier task group within the Fast Carrier Task Force. As there. As Captain of the LEXINGTON, his such, he took part first in the operation was a major part in the Battle of the against Palau and was thereafter plunged Coral Sea, doubly famous as the engageinto the hottest part of the epic Battle for ment that saved Australia from the hands Leyte Gulf. At one time in that battle, of the Japanese and as the first carrier his task group was under mass attack by duel in the history of Naval warfare. A

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large Japanese task force moving against Port Moresby was repulsed with heavy losses, including one big carrier. The LEXINGTON herself was lost in the last stages of the battle, but Rear Admiral Sherman directed the abandonment of the ship with such skill that not a single man was lost. Rear Admiral Sherman was the last to leave his ship and was boathooked out of the sea by a cruiser.

It was following this action that Rear Admiral Sherman predicted that the subsequent major battles would be decided by aircraft. He stated at that time the belief that has since become his basic tenet: "No defensive force can stop a determined offense by air."

His next assignment was.as Assistant Chief of Staff to Fleet Admiral Ernest J. King, USN, Commander in Chief of the U. S. Fleet, and Chief of Naval Operations, after which, in October, 1942, he returned to the Pacific as a carrier task force commander. From then until early 1944, he participated in one major carrier attack after another. In one four months' period (1 November 1943, to 1 March 1944) his forces sank 46 enemy ships and destroyed 350 enemy aircraft, for which Rear Admiral Sherman was awarded the Distinguished Service Medal and a Gold Star in lieu of a third Navy Cross. His citation for the former reads in part:

"Boldly leading his force deep into enemy waters, Rear Admiral Sherman skiUfuUy directed the daring raid on units of the Japanese fleet, rendering impotent the large hostile force concentrated at this major enemy stronghold, (Rabaul Harbor). In neutralizing this threat to our forces, he contributed essentially to the success of our operations on BougainviUe. An aggressive leader and briUiant tactician . . . (he) enabled the ships under his command to inflict severe damage on the enemy and retire . . . unscathed."

The Gold Star in lieu of a third Navy Cross was for extraordinary heroism described in his citation as follows: ". . . the position of his group was reported to the enemy (who launched) a series of attacks by enemy torpedo and bombing planes. These attacks were delivered in aggressive, determined manner and continued throughout the night . . .

(Five of these enemy aircraft were destroyed) . . . In the face of these attacks, he continued his approach to the aircraft launching point. Aircraft were launched from carriers under his command and delivered repeated attacks on . . . Tinian and Guam . . . and inflicted heavy damage on the enemy. The above action and subsequent retirement were completed without damage to the ships of his Task Group."

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Rear Admiral Sherman was born in Port Huron, Michigan, 27 May 1888, and was graduated from the Naval Academy in 1910. During the first World War, he commanded rwo submarines, and, "for distinguished and heroic action," won his first Navy Cross.

He learned to fly in 1936, since which time he has served continuously in Naval Aviation. An early indication of the toughness for which he has since become noted was an accident he had on a tour of duty as commander of Patrol Wing 3, based at Coco Solo, Canal Zone. He cracked up a fighter plane in an obscure corner of the Panamanian jungle.

"I knew I was badly hurt," recaUs Rear Admiral Sherman, "but I didn't know how badly, so I beat my way through the jungle until I came on a smaU viUage where I was able to borrow a horse." He then rode horseback 5V^ hours before reaching the nearest point of civiUzation.

Upon examination doctors informed him that his right arm was broken in four places, and that his back was broken as well In addition to the Navy Cross wiffi two Gold Stars (he got his first Gold Star for an early LEXINGTON engagement) and the Distinguished Service Medal, Rear Admiral Sherman has a Commendation Ribbon from the Commander in Chief, Pacific Fleet; the Nica-

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Rear Admiral Sherman's home is at 3118 McCaU Street, San Diego, California.

VICE ADMIRAL J O H N H . TOWERS,

USN

Vice Admiral John H. Towers, USN, who flew the U. S. Navy's first airplane, is the new commander of the world's most powerful weapon of air-sea might, the Navy's Fast Carrier Task Force, and the 1,500-plane fleet of aircraft which it wields. It is his dream of 35 years' aviation development come true.

The U. S. Navy has more than 50,000 aviators. Of these, Admiral Towers is Naval Aviator Number One. The Navy has more than 37,000 aircraft. When Ensign Towers qualified, it had yet to buy its first. He was one of three young officers taught to fly by Glenn Curtiss in return for the Navy's promise to take three of the Curtiss planes. Coming in as Naval Aviator Number Three, Admiral Towers has survived his two feUow students.

Lieutenant Theodore G. EUyson, USN, and Lieutenant John Rodgers, USN, to become first on the list.

Then a Lieutenant (junior grade), he began setting up firsts in Naval Aviation in May 1912 when he became head of the Navy's initial air organization, the Naval Aviation Camp at Annapolis. In October of that year he made a flight of six hours and ten minutes to establish the first world's endurance record for seaplanes. In 1919, Commander Towers led NC Seaplane Division No. 1, which first spanned the Atlantic by airplane. In 1927, he became commanding ofl[icer of the USS LANGLEY, first of the carrier fleet which has now grown to approximately 100 carriers.

Several times the man who is often caUed the father of Naval Aviation was almost lost to the Navy. The first of these occasions was when he was turned down for Annapolis. He had completed two years at Georgia Tech before his application was reconsidered. He entered the Academy in August 1902, graduating on 12 February 1906. The second time was on 20 June 1912, when he was flying as a passenger in a Wright seaplane with Ensign W. D. BiUingsley, USN, at the controls. The two-seater open cockpit plane hit a violent down-draft and both men were bounded out. The pilot feU clear and was kiUed by the fall but Lieutenant Towers managed to grasp a projection of the plane and fell with it, suffering severe injuries. After that, the Navy adopted safety belts. The third time was during the N C flight across the Atlantic when Commander Towers' own plane was forced down in a fog at sea, slightly damaged. He managed to keep it afloat for 52 hours, and, without charts, AUGUST,

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1945

guided only by his knowledge of currents and wind, he taxied his plane 200 miles to the Azores. One of the seaplanes in the division, the NC 4, arrived in Lisbon, Portugal, 27 May 1919, completing the first crossing of the Atlantic by airplane. For his leadership of this flight.

Commander Towers was awarded the Navy Cross.

In the 23 years from 1916, when he was in charge of Naval Aviation in the Office of the Chief of Naval Operations, until 1939, when he became Chief of the Bureau of Aeronautics, Admiral Towers rotated in a series of administrative commands ashore and operational commands at sea. These included command of the USS SARATOGA. Ashore, he built up equipment and techniques; at sea, he put them to the test. From the early 20's he was a strong proponent of the aircraft carrier, which he visualized as spearheading the fleet's attack.

After 1939, as Chief of the Bureau of Aeronautics, he organized the mass production program for all types of planes during which the Navy's total aircraft have risen from less than 2,000 to more than 39,000. He was responsible for the present pilot training program which began with rigorous athletic conditioning and admitted no compromise with quality even in urgent wartime expansion. He pushed forward a program for training a large corps of reserve specialists, to provide capable ground ofiicers without taking the time for flight training. In the training program started during his administration, total personnel assigned to Naval Aviation has reached approximately three quarters of a million.

In September 1942, Vice Admiral Towers became Commander, Air Force, Pacific Fleet. It was his job to supervise development, organization and supply of the growing carrier fleet as well as landbased Naval and Marine aviation. Later, as Deputy Commander in Chief Pacific and Pacific Ocean Areas, his jurisdiction extended to the whole fleet, as well as to Army commands. In both posts, his functions were largely logistical and administrative, but he shared in the development of the strategy by which the carrier fleets have become the most powerful weapons in Naval warfare. Particularly has he helped build up the tactics by which they neutralize air and sea defenses in a million square mile invasion area while a new landing is taking place.

The carrier thus takes the offensive role visualized in early Towers theory, destroying the enemy attack at its source.

of this year, is the first of three of these mammoth warships â&#x20AC;&#x201D; largest, fastest, strongest ever built. One sister ship, the USS FRANKLIN D E L A N O ROOSEVELT, is

being fitted out at the New York Navy Yard, while another, the USS CORAL SEA, is under construction by the Newport News Shipbuilding and Drydock Company," builders of the MIDWAY. When the Navy added the letter "B" to its standard "CV," which stands for aircraft carrier in naval terminology, it simply meant "big." And that's what the MIDWAY is. The same applies to the ROOSEVELT and the CORAL SEA.

Commissioning the MIDWAY not only will mark the advent of a new class of aircraft carriers, but it will also commemorate the historic Battle of Midway, which occurred between June 3-6, 1942, and signaled the first decisive defeat for the Japanese Navy in 350 years. It was also at Midway that the war against Japan for the first time turned from the defensive to the offensive.

Originally, the USS FRANKLIN D E L A N O ROOSEVELT was to have been called the USS CORAL SEA and the name of another famous naval engagement was to have been given the third ship of the class which has been laid at Newport News. However, after the death of President Roosevelt it was determined that naming the second ship in the new and mighty CVB dass for the dead commander-in-chief would serve as a fitting tribute. Regarding the name of the third CVB, it will be recalled that the Battle of the Coral Sea took place in May of 1942, effectively checking the Japanese in their advance to the southward and marking the end of the period during which the U. S. Navy was totally on the defensive.

Prospective commanding officer of the MIDWAY is Captain Joseph F. Bolger, USN, New Englander, whose two Navy Crosses awarded for his performance of duty as commanding officer of the carrier INTREPID during her actions against the Japs last year in the Pacific, speak louder than words. The 47-year-old skipper, Class 1921, graduated from the Naval Academy in 1920 and has been associated with naval aviation since winniiig his wings at Pensacola in 1924. He also had duty from October 1942 until May 1944 as aide to the Assistant Secretary of the Navy for Air. A. Soucek, USN, is the CAPTAIN prospective commanding officer of the

ROOSEVELT.

What are some of the things to be expected from the CVB's which will place them in a class superior to their cousins Super-Carrier of the lighter weights? Increase in speed, (Continued from, page 34) more fire power, greater protection from berthed, asked enthusiastically, "Is it true enemy attack, larger complement of planes â&#x20AC;&#x201D; the Navy also has announced that the runways wiU be numbered?"

The MIDWAY, launched on March 20 that planes of a new design would be 83

included — more ofl&cers and men to handle the various duties aboard, and, of course, an overaU larger ship. Add to that the fact that the CVB's wiU faU heir to aU the latest inventions and changes which have been devised by the massed brainpower of the experts in the business of waging successful warfare.

In the CVB class the entire system of protection against enemy attack is different and intensive experimentation has been conducted to prove that the defenses which have been adopted are superior to any heretofore employed. The larger size of the CVB's demanded from the outset a revision of these defenses and once that got underway plans for more impregnable standards foUowed. Included as a matter of course are defenses against attacks from the air, under the sea or anywhere else. While security reasons forbid revelation of the precise characteristics of the CVB's, the Navy has announced that against dive bombing and torpedo attacks these super carriers are equipped with a multitude of rapid firing rifles. These can raise a curtain of fire around the ship, and it is also expected that these guns wiU represent newer and more effective types.

Combined with their great size the CVB's also boast great speed. The most powerful power plants ever instaUed in any ship wiU boost these super carriers through the water at speeds greater than the national speed limit for automobiles set by the OPA. This speed, too, wiU provide extraordinary maneuverability, thus bolstering the vessels' defensive characteristics. the exact type of planes and » * the number to be carried by the MIDWAY class cannot be revealed, the Navy has given to understand that more planes and of a newer type than those now used wiU be employed by these giants of the sea.

As for ofiicers and men aboard, increases in complements for aU departments over those in the Essex class have been reported. At the time of the christening last March of the MIDWAY it was disclosed that the ship would carry a complement exceeding 3,000 officers and men. Just how many more than that number wiU be aboard when the carrier sails is not known.

Meanwhile, thousands of men are hastening the day when these vast warships will carry their loads of death and destruction to the enemy in the Pacific.

These men include not only the workmen actually aboard the vessels—and the Newport News Shipbuilding Company alone has reported that approximately 4,000 men are at work just on the MIDWAY —but then there are the additional thousands of ofiicers and men scattered in schools and detail ofiices at widely separated places equipping themselves so that VVTHILE

84

the CVB's wiU not be lacking in anything when they put out to sea. Sevent)' tons of blueprints, enough steel in the MIDWAY to construct approximately 25,000 passenger automobiles, man hours sufficient to construct approximately 35 Liberty ships, around 1750 compartment spaces, over 2,000 telephones per ship— these are but a few of the figures compiled in making a CVB.

The Navy Guards the Air Lanes (Continued from page 37) on information radioed from the ships.

The guard ships were put into service in line with the Navy's long-standing pohcy that no American life wiU be lost if it can be prevented in any way. For many months similar vessels have patroUed below the air lanes between the Pacific Coast and Hawaii. When Germany coUapsed and the redeployment program went into effect, the Navy was ready with a comparable but greatly expanded scheme for the Adantic.

Ocean flying can be just as perilous as it was twenty years ago when the first planes spaimed the Adantic. The air crews of the Sth and 9th Air Forces were accustomed to little cross-water flying, only the narrow stretch of the English Channel and sometimes the North Sea. For aU but a few minutes of their bombing missions they had navigational check points in the form of cities, hiUs, islands, church steeples and even windmiUs on which they could rely for a straight course. Even in dirty weather they could get occasional fixes through gaps in the clouds. And if their planes developed trouble that could not be corrected they could bail out for a parachute trip to dry land and a fair chance of contact with friendly forces.

In the Adantic there are no church steeples or windmiUs, no solid earth on which to land. So the Navy provides them with the nearest thing it has on hand.

Like the isolated beacon stations in the mountains of the western states which direct commercial aircraft, these ships stand lonely vigils in specific locations, ready to help an aircraft in difficulty.

Planes flying the regular routes are given the vessels* location in advance so that, during daylight hours, they may observe them and plot their courses accordingly.

At night they need only flash a message by radio to get the precise information they need.

Equipped with powerful transmitting and receiving radios, the guard vessels maintain close watch on the air lanes for any indication of trouble. If a bomber's engines fail and it is forced to ditch, a message for help will bring a Navy ship

speeding to the scene as quickly as possible.

F the 22 ships now stationed in die O Atlantic, not aU fly the American ensign. Seven are British Navy vessels and four are manned by the BrazUian Navy. But all are out there for the same purpose.

American ships generaUy cover the North Adantic between Iceland and Canada or the States and other routes nearing the East Coast. Britain's seven guard vessels operate over the Western Approaches to the United Kingdom and North Africa whde Brazil guards the South Atlantic between Natal and the Azores.

Since redeployment began in the third week of May, the 8th Air Force alone has flown 2,118 bombers—one every 20 minutes—across the Atlantic and has carried 41,500 USAAF persormel to the States. In almost every case the heavy bombers brought back not only their own crew but ten ground crew members besides.

Impressive as are those figures—and without a single loss publidy aimounced by the Air Force—the total of redeployment reached double that amount in the same period. ATC Skymasters, many of them fitted with accommodations for wounded, sped across the ocean loaded with troops. In hundreds of cases the Navy gave aid by radio or searchUght or by just remaining in its proper location.

Plane guard ships of the Navy are a composite development of peace-time aerial exploration and the new kind of warfare which the great employment of aircraft has brought about.

Pre-war trans-oceanic airlines used ordy crash boats with a limited range to speed from their island bases when an airliner was reported to have gone down nearby. They had no dependable methods of searching for lost planes and often caUed on the Navy for help. During the period when trans-Pacific routes were being surveyed for commercial air travel the Navy provided ships along the proposed routes as a protection for the charting aircraft. In fact the Navy even did the entire survey job in some instances, looking to the future from a potential combat viewpoint.

With the start of the war in Europe both the British and Germans developed small, fast crash boats similar to the air lines' craft. When their respeaive forces tangled over the Channel or each others' territory and got back as far as the Channel only to succumb to their wounds, the tiny craft would rush out to the rescue.

Later they began using flying boats both to search for downed planes and to reach those beyond the limits of the smaU boats.

When America was plunged into war it immediately adopted both rescue methods and added blimps for spotting

purposes. The plan for stationing guard ships over regularly used routes caipe next.

Both the Navy and the Army needed speed and plenty of it to transport vital war cargo and Vipers to the Hawaiian Islands in those parlous days of 1942.

Aircraft which in normal times would be considered incapable of making the long flight, chugged across the Pacific to Oahu while schedules of big flying boats were doubled and tripled to handle the load. Some of the planes faltered and fell on their long sky hops and it was evident that something had to be done.

In addition to a comprehensive system of traflSc control and a wide-ranging force of planes and ships stationed at both ends of the Alameda-Honolulu run, the Navy graduaUy developed its first plane guard network. At first any ships that were available were pressed into service, circUng their station points for several weeks until relieved. Then later, with the development of frigates and other escort and patrol vessels, longer range, faster and better equipped ships took over the job. n p O D A Y there are four plane guard -•• vessels stationed at regular intervals across the 2000 mile route. The Army's Air Transport Command controls all schediUed flights across whether they be

its own planes, those of NATS or combat planes being ferried to the fighting fronts. From San Diego, Long Beach, Alameda and other coastal air bases a steady stream of aircraft flows out into the Pacific. Below them the chain of Navy vessels maintains constant contact with San Francisco and Hawaii and is immediately notified if any plane sends out distress signals so that the guard ships can proceed to assist if possible. Alternately they may notify other ships closer to the plane's area of the possible danger.

Recently a B-24 headed for Oahu was crippled en route. Its crew bailed out but not until the radio operator flashed its distress signal which was picked up by powerful Hawaii stations. Plane guard vessels were notified and the word was relayed to other ships. Just as the biUowing chutes began to descend a Navy oiler steamed up to the scene. Every one of the ten-man crew was saved.

Another time a Navy Coronado ran into trouble in mid-ocean. It radioed a call for help to the mainland where two stations obtained a fix on it and transmitted the position to a guard vessel.

Minutes after the plane put down on the sea a smaU boat pulled alongside, took aboard crew and cargo and carried them safely back to the guard ship.

The Navy's successes in air-sea rescue by ship have not been restricted to the

Atlantic and the comparatively short stretch of the Pacific between the mainland and Hawaii. Out beyond the Philippines, the Ryukyus and even as far as Japan itself, combat fliers of the Fleet and crews of the giant B-29s can thank the Navy for their lives in hundreds of rescues.

Carrier pilots now take as a matter of form their survival when they ditch near a target after completing a bombing, torpedoing or strafing attack on an enemy shore or ship. Every fast carrier task force sends out its pickets—destroyers and sometimes cruisers—in advance, not only to get in the first licks at any attacking "bogies" but to pick up those pilots and gunners who can't quite make it back home. Some cases of rescue by ships of downed pilots are almost unbelievable, such as the DD that steamed into Tokyo Bay to pick up a fighter pilot who ditched there.

There have been several instances of submarines rescuing ditched air crews which had completed their missions'.

All these efforts to save the men who fly the planes have had a marked effect on post-war planning. Several months ago when representatives of the United Nations met in Chicago to discuss post war international air travel, the matter of protection on oversea routes came up.

A Canadian delegate made a strong plea

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for some effective form of guidance and rescue but the entire matter bogged down in a morass of international argument concerning the responsibility for such precautions.

The entire matter was not left there.

Today those discussions have been renewed by the State Department, civil aviation interests, maritime companies and the Navy and aU agree that such a system must be put into effect. But none seem to agree on the financial responsibility. Several logical plans have been advanced: The civil air lines should provide their own guard ships; An international patrol should be established with each nation sharing duties and costs; The Navy or Coast Guard should take over the job, operating on lines similar to those now used and expenses should be paid on a basis of nations protected in the same manner as is the Coast Guard's northern Adantic ice patrol in peace time.

Whatever the method of payment, aU nations agree that such a scheme must be instituted for the days of peace and it seems logical that the operation, by which thousands of hves would be protected aimuaUy, would be among the priority topics to be discussed and solved by the United Nations when they first

meet under the international charter writ- which you are carrying on your new responsibilities as President, and I assure ten at San Francisco. you of my loyal cooperation in every possible way.

RespectfuUy yours,

Three Executive Changes (Continued from page 39) after a short rest, which I assure you is necessary at this time, I shaU be available to serve him for the balance of the war on special assignments, if he has further need of my services. The Navy's interests will always be paramount with me, as they are now in this request which I am making for relief from routine duties as Under Secretary of the Navy.

During these past years, under Secretary Forrestal, the Navy has reached its full strength, and is going forward admirably under the able leadership of Secretary Forrestal and Admiral King.

It has been a great and stimulating experience to have served both you and President Roosevelt as Commander-inChief, the Secretaries of the Navy, and the Navy itself. To the officers and enlisted men and my civilian associates of the Navy I bow with deep respect and in admiration of their unmatched achievements.

I would like also to express the admiration which I feel for the manner in

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The Nav-y on Capitol Hill (Continued from page 42 ) our current wars.

"Such leave credit, less the aggregate period of furloughs, delays en route, and leaves acmaUy received and used, other than those granted for sickness, convalescence, or in the interest of public service, shaU be deemed to be a period of accumulated leave credit within the meaning of this Aa," each biU reads.

"Each member . . . honorably relieved, retired, or separated from active service not later than six months after the termination of the last of the wars in which the United States is now engaged, and who is entided to accumiUate leave credit under section 1 of this Act or any other stamte or regulation, shall be entided to receive a lump-sum payment computed as foUows: '"When such leave credit exceeds 120 days, payment shall be based upon the

U

120 days' credit accumulated last in point of time. Payment for each day of such credit shall be made at the rate of the base and longevity pay and the allowances for quarters and subsistence received at the time of final relief, retirement, or separation."

Since the method of handling accumulated leave credit has not been worked out by the department, there is little use in explaining this bill further. ' Transfer Of Reserves To Line The Navy Department is working out a program for transfer of Reserves to the Regular Navy. Because of this, bills providing for transfer of Reserves are receiving little attention at present. S. 490, which would increase the number of naval aviators in the line of the Regular Navy and the Marine Corps, has been reported adversely by the department.

The Matter Of Claims Persons in position to know say that the subject of claims has often been embarrassing not only to the Navy personnel submitting daims for loss or damage to personal property, but also to the department and sometimes to Congress.

So-caUed "master" legislation on the subject is now under consideration. The latest biUs—S. 1257 and a companion bill in the House—^would give the Navy a system of laws for the settlement of claims uniform with the laws governing setdement of Army claims. It is easier, informed authorities say, for an Army man to obtain compensation for losses than it is for a Navy man. S. 1257 was introduced 12 July. Unlike other claims legislation, this bill woiUd authorize compensation for personal injury or death.

S. 569—This biU would amend a biU passed 27 October 1943, so that provisions of the 1943 biU would apply to losses occurring on or after 31 October 1941. The biU was reported favorably by the department, passed the Senate, and now reposes in the House Claims Committee.

While plans for improving methods of handling Navy claims are being formulated. Congress continues to legalize payment for claims outlined in specific bills.

Here, briefly, are most of the claims bills concerning groups of Navy men so far enacted into law.

Private Law No. 8—Hurricane and flood at Parris Island, S. C , 11-12 August 1940.

Private Law No. 9 — Explosion at naval mine depot, Yorktown, Virginia, 16 November 1943.

Private Law No. 7—Fire at the naval auxiliary air facility, Astoria, Oregon, 2 April 1944.

Private Law No. 66—Fire in the training building at Marine Corps Air Station, AUGUST,

1945

Cherry Point, N. C , 3 June 1944.

Private Law No. 146—Explosion at naval air station, Norfolk, Va., 17 September 1943.

H. R. 2615 (passed by House and Senate, probably law now): fire at degaussing branch of Norfolk Navy Yard, Portsmouth, Virginia, 4 December 1942.

S. 761 (passed by House and Senate): fire in quarters of 83rd Construction Battalion at Camp Rosseau, Port Hueneme, Cal., 22 December 1944.

S. 822 (passed by House and Senate): fire at Naval Base Two, Rosneath, Scotland, 12 October 1944.

H. R. 2853 (passed House and Senate) : fire at U. S. Naval Hospital, Seattle, Wash., 10 May 1944.

S. 824 (passed House and Senate.): fire in Quonset hut E-172 at Camp Bradford, Norfolk, 20 January 1945.

Private Law No. 142: fire in Bachelor Ofiicers' Quarters at Naval Operating Base, Trinidad, British West Indies, 11 June 1944.

bill, S. 1064, which would authorize the Secretary of the Navy to discharge midshipmen for "unsatisfactory conduct or aptitude." The department favors this bill, and its enactment, when it is explained to Congress, is assured, authorities believe.

Necesity for the bill is said to result from the fact that at present midshipmen can be discharged only in rare instances for offenses other than academic failure.

Other reasons for discharge are moral turpitude and a serious military offense.

•We are told that Naval Academy authorities don't want midshipmen languishing in the brig. Midshipmen who constantly run afoul of rules and regulations aren't wanted, no matter how they rank academically.

Bill To Change Enlisted Men's Uniform

For a year or so now the uniform of the Navy enlisted men has been a subject of some controversy. The possibility of designing a new uniform has been the subject of various newspaper stories.

Officers For The Postwar Navy Now a bill—S. 1082—has been introAbout three months ago the Navy De- duced, authorizing a change in this unipartment reported adversely on a bill to form. On 2 June it was referred to the build two additional naval academies. Navy Department.

The department requested that no action be taken at this time. At that time nuNaval And Military Research merous bills on the subject had been under consideration, or at least in commitLegislation authorizing the establishtee. And since then other bills on the ment of a "research board for national sesame subject have been introduced. curity to insure the continued preparedSome authorities believe there will ness of the Nation along farsighted technever be a second naval academy, let nical lines by providing for the applicaalone more than two. They believe that tion of scientific research to national seby retaining in the service a sufficient curity; to provide a means of utilizing in number of reserve officers, transferred times of peace as well as war the services to the regular Navy, plus a doubling or of the outstanding scientists of the Namore of the number of midshipmen at tion in the planning and executing of the Annapolis Naval Academy, the post- mUitary and naval research," is receiving war Navy may be adequately staffed. strong support on Capitol Hill and is In late July a conference was held in likely to become law. the offices of the House Naval Affairs (EDITOR'S N O T E : This column does Committee on the proposed purchase of not pretend to bring up to date, each the St. John's CoUege property at An- month, all legislation relative to the napolis. It is believed that in the near fu- Navy. If there is legislation in which you ture a bill authorizing this purchase will are interested, please ask us to run it be introduced, and that Congress, after down. Recently Congress has worked at some real legislative fighting (more than top speed on legislation of various kinds, a few members of Congress insist that and some naval biUs, particularly claims there should be two or more academies, bills, not mentioned here, may be law by preferably another on the Pacific Coast now.) and a third in the South), will pass the biU. By utilizing the St. John's CoUege Radar property, the Naval Academy could accommodate a total of 6000 to 7500 stu(Continued from page 41) dents, as compared to the present enrollment of about 3000. this with an accuracy which corresponds to oiUy 5 or 10 yards range, or about onethirtieth of a millionth of a second.

Midshipmen Won't Languish In The use of pulses, as we have seen, The Brig gives a simple means of measuring range.

Within the next several months, possi- How, then, is the direction in which a bly as late as spring of 1946, Congress target lies determined? This is done by is expected to take favorable action on a providing the radar with a directional an87

tenna, which sends out the pulses in a narrow beam, like a searchlight. This antenna may be rotated as the piUses are sent out, and we get back a "pip" (radar slang for a target indication) when the anteima is pointed toward its target. We get the strongest pip when the beam of energy sent out by the radar is pointed directly at the target. The bearing of the antenna—which is also the bearing of the target—may then be read off and used to point a warships guns, or set the course of a bomber, or direct a fighter to intercepr an enemy plane, or for other use the particular purpose of the equipment dictates.

An even more spectacular indication of the direction and range of the target is obtained with the use of the PPI—Plan Position Indicator. In this case, the radar echoes are caused to draw a map on the face of a cathode ray mbe. The radar operator could imagine himself suspended high above the set, whether on a ship or plane or on the ground, looking down on the scene spread out below. No matter how many targets surround the radar set, each is indicated by a blob of light on the mbe face—the direction of the blob from the center indicating the targets range. The whole picmre is there. It is not like television; the blobs do not acmaUy look like ships or planes, but are

interpretable to a trained operator.

StiU other ways of displaying radar echoes are used. On a batdeship, for example, where exact range is desired to lay the 16-inch guns, the radar echoes are so displayed that the operator can read a range scale down to a few yards. In the case of Army antiaircraft fire, the radar antenna actuaUy moves automaticaUy so that it always points at the plane without help from an operator, and the guns foUow automaticaUy by remote control.

Other types of radar use other types of displays, designed to perform one or another special purpose.

What we may caU the sharpness of vision of a radar set—its abUiry to distinguish separately the echoes from two targets close together and at the same distance from the radar—depends on the sharpness of the radar beam. With an antenna of given size, the beam wiU become sharper and sharper as the wave length decreases. In fact, for a given antenna size, the beam width is just proportional to the wave length. The earliest radar worked on wave lengths of several meters, with correspondingly broad beams, unless large antennas were used.

Then there was a great flowering of equipment working near a meter and a half, which was, at the beginning of the war, about the shortest wave length at

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which radio techniques had been worked out. The w.artime period of development has wimessed an intensive exploitation of shorter and shorter wave lengths.

3. EARLY HISTORY OF RADAR

Successful radio detection devices, operaring on the principles set fordf in the previous chapter, were developed independendy in America, England, France, and Germany during the 1930's. Back of this discovery lay half a century of radio development, plus a handful of early suggestions that because very short radio waves are known to be reflected, they coiUd be used to detect obstades in fog or darkness. Back of it, but less remotely, lay the technique of pulse ranging, which made successful radio detection a reaUty. The fact that radio waves have optical properties—the properties usuaUy associated with visible light—was condusively demonstrated as long ago as 1886 in the famous experiments of Heinrich Hertz, the discoverer of radio waves.

Hertz showed among other things that radio waves were reflected from sohd objects. In 1904 a German engineer was granted a patent in several countries on a proposed way of using this property in an obstade detector and navigational aid for ships. In June 1922, Marconi strongly

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urged the use of short waves for radio detection.

The beginning of interest in radio detection as a military device can be dated from communications experiments carried on by two civilian scientists working for the United States Navy, Dr. A. Hoyt Taylor, now Chief Consultant and Chief Coordinator of Electronics at the Naval Research Laboratory, and Leo C. Young, StiU an associate of Taylor's. In the autumn of 1922 they observed a distortion or "phase shift" in the received signals due to the reflection from a small wooden steamer on the Potomac. These results were embodied in a suggestion to the Navy Department that "destroyers located on a line a number of miles apart could be immediately aware of the passage of an enemy vessel between any two desuoyers of the line, irrespective of fog, darkness, or smoke screen."

In the summer of 1930, the same men in experimenting with radio directionfinding equipment, made the important observation that reflections of radio waves from an airplane coidd be similarly detected. As a result, in November 1930, the Director of the Naval Research Laboratory submitted to the Navy Department a detailed report on RadioEcho Signals from Moving Objects. Since by 1930 the threat of airpower had begun to assume serious proportions and any means of early detection of enemy aircraft had vast possibilities, the Bureau of Engineering ordered the laboratory to "investigate the use of radio to detect the presence of enemy vessels and aircraft."

The method, which has been variously described as the "beat method" or the "Doppler method," used ordinary continuous radio waves and required at least two widely separated and comparatively bulky stations, one for transmitting and the other for receiving. It detected the presence of moving objects like aircraft by the interference of the main ground wave with the wave reflected from the aircraft when both arrived simultaneously at the receiverâ&#x20AC;&#x201D;one wave having traveled by the direct route along the ground and the other by a longer path from the transmitter to the plane and then to the receiver.

Army officers were shown the Navy equipment in 1930, and in January 1932, the Secretary of the Navy officially suggested to the Secretary of War that it might be better adapted to Army than to Navy use, since such a system could hardly be installed on shipboard. However, the Army carried on development along other lines which brought about a complete mobile detector at a single site.

The United States Army had been working intermittently since 1918 on various sorts of heat detectors for the location of aircraft. In 1930 the responsibility for this development was transferred from the Ordnance Department to AUGUST,

1945

the Signal Corps laboratories which had just been placed under the direction of Lt. Col. (now Col., retired) WiUiam R. Blair. While heading the Research and Engineering Division, Office of the Chief Signal Officer, from 1926 to 1930, Colonel Blair had urged the use of infrared or radio waves to replace the Army's sound locator. In his new post Colonel Blair immediately instituted projects for aircraft and ship detection, continuing the work on infrared detection and undertaking experiments on radio detection using microwaves a few centimeters in length.

Experiments with microwaves at the Signal Corps laboratories did produce echoes from nearby targets. Until the advent of the modern cavity magnetron, however, it was not possible to generate microwaves with sufficient power for practical use. More successful results were obtained by the Signal Corps with detectors which picked up the heat radiated by airplane engines and by ships; there were numerous instances of successful tracking by airplanes. Navy blimps, and ocean liners entering and leaving New York Harbor by means of these detectors.

In his annual report to the Chief Signal Officer in July 1934, Colonel Blair stated that with the radio method "a new approach to the problem is essential."

The Naval Research Laboratory informed the Signal Corps of its development, and thereafter there was a complete exchange of information between the services.

The principle of pulse ranging which characterizes modern radar was first used in 1925 by Dr. Gregory Breit and Dr. Merle A. Tuve of the Carnegie Institution of Washington for measuring the distance to the ionosphere, which is the radio reflecting layer near the top of the earth's atmosphere. The technique consisted of sending skyward a train of very short pulses, a small fraction of a second in length, and measuring the time it took the reflected pulse to return to earth.

After the experiments, in which the Naval Research Laboratory participated, pulse ranging became the established method for ionospheric investigation in all countries.

Radar was born when it occurred to different persons independently and in different parts of the world that the pulse technique could be used to detect objects such as aircraft and ships. This idea seems to have occurred almost simultaneously in America, England, France, Germany, and perhaps also in Japan.

Scientists in these countries worked secretly on problems of increased power output, shorter pulses, directional antenna systems, and many other practical aspects of the problem.

ments, proposed that this principle be applied to the still unsolved problem of getting the transmitter and receiver in the same ship. Robert M. Page was assigned by the Radio Division to this new project in January 1934, and during the next few years materially assisted in solving in quick succession the difficult problems of generating pulses of the proper length and shape, of building a receiver which would not be blocked by the transmitter pulses and therefore would pick up those extremely short pulses after they are reflected, and of designing cathode ray tube displays for the received pulses.

The Naval Research Laboratory during this period was developing a highly important radar "duplexer" which permitted the use of a common radar antenna for both transmitting and receiving.

In 1935, on the urging of Rear Admiral H. G. Bowen, then Chief of the Bureau of Engineering, the Naval Appropriations Committee of the House of Representatives aUoted $100,000 for research purposes to the Naval Research Laboratoryâ&#x20AC;&#x201D;the first funds for the specific development of radar. The committee later made inspection trips to the Naval Research Laboratory and continued to give financial support to its work.

In June 1936 representatives of the Bureau of Engineering witnessed demonstrations of aircraft detection at the Naval Research Laboratory and Rear Admiral Bowen directed that plans be made for the installation of a complete set of radar equipment, as it then existed, aboard ship. The relative handful of scientists at the Naval Research Laboratory were given a tremendous impetus in February 1937 when Charles Edison, then Assistant Secretary of the Navy, and Admiral (now Fleet Admiral) William D. Leahy, then Chief of Naval Operations visited the laboratory, witnessed a demonstration of radar and thereafter gave the project their wholehearted support.

In April 1937, radar worked over salt water at the mouth of the Chesapeake on the old four-stack destroyer LEARY. The next 2 years were spent in designing a practical shipboard model.

After much experimentation and many improvements, a radar set, built at the Naval Research Laboratory and operating on a wave length of a meter and a half was installed on the U. S. S. N E W YORK in December 1938. Early in 1939 it was given exhaustive tests at sea during battle maneuvers. The commanding officer of the N E W YORK and the commander of the Battleship Division wetk both enthusiastic and gave their full support to the continuation of the work. It was at this point that the resources of American industry were officiaUy caUed At the Naval Research Laboratory late upon.

The first contract was awarded in in 1933 Mr. Young, who had taken part October 1939 to a commercial company in the Breit-Tuve ionosphere experi89

for the manufacmre of six sets of aircraft detection equipment.

The Army's first pulse radar was designed as a complete system at the Signal Corps Laboratories early in 1936, slighdy anticipating a War Department directive to the chief signal officer on 29 February 1936 that the highest priority be given to the development of a detector for the use of antiaircraft batteries. By the end of 1936, echoes had been seen from radio pulses directed at commercial planes flying on a regular airway in New Jersey.

By May 1937, a successful demonstration against test bombers was carried out at Fort Monmouth in the presence of the Secretary of War and members of Congress. The equipment not only detected the aircraft but passed on information about their direction, elevation, and range so that searchlights were pointing at precisely the right point when the aircraft came within range. This demonstration resulted in the first substantial aUocation of the Army funds specificaUy for radar development.

This was foUowed by the establishment of the Radio Position Finding Section of the Signal Corps Laboratories.

This enlarged section went to work in a special guarded area at Fort Hancock, on Sandy Hook, overlooking the approaches to New York Harbor. The section was led by the late Paul Watson, and its work was directed by Col. (now Maj. Gen.) Roger B. Colton, then direaor of the Signal Corps Laboratories and now on duty with the Army Air Forces. Many developments by this group—the improvement of transmitting tubes so thajt the wave length could be reduced to IV2 meters, the introduction of a precise direaion-finding technique called lobeswitching, and the refinement of pulsing devices, transmitters, and receivers—led to an antiaircraft detector for searchlight control and gunlaying.

In November 1938 this equipment was given extensive tests by the Coast ArtiUery Board at Fort Monroe, 'Va. During these tests, in addition to locating planes for ground batteries, radar showed new possibilities. The set detected antiaircraft sheUs in flight, and also guided back to a safe landing an Army bomber which had been blown out to sea on its test mission as a radar target. Eighteen pre-production models were built in 1940 and 1941 by the Signal Corps Laboratories in order to get equipment in the hands of troops for training, while commercial quantity manufacmre was getting under way.

In May 1937, Brig. Gen. (now General of the Army) H. H. Arnold, then deputy chief of the Air Corps, witnessed the demonstration of the short-range pulse detector developed by the Signal Corps Laboratories. A few weeks later the Air Corps formally asked the Chief Signal Officer to undertake development 90

of a "long range detector and tracker." A radicaUy improved form of transmitter tube was developed and a complete set demonstrated to the Secretary of War in November 1939, showed a range of more than 100 mUes against bombers. As a result the long-range set was adopted as a standard item of Army procurement in May 1940. In August, the Signal Corps let a contract for quantity production of this equipment for use by the Air Corps.

From this begirming the Army Air Forces have come to be the largest service user of radar. Requirements set up by strategic and tactical air commanders in aU theaters of operation, coordinated with tests of prototype equipment by the Air Technical Service Command and the Proving Ground Command, have resiUted in the development of many new radar devices by the scientific laboratories. • Among the United States military applications of radar which the AAF pioneered in combat with land-based aircraft are: Early warning, low-altitude and high-altimde bombardment, short-range air navigation, short-range weather forecasting, and the technical coordination of air-ground operations.

During the early days of radar research and development carried on within the services, the cooperation of industry was exceptional Research was carried on at industrial laboratories at the suggestion of the services, often without cost to the Government. AdditionaUy, initial produaion of radar equipment was undertaken wiUingly by industry, even though such production necessitated entirely new methods and techniques. Much could be told with respea to industrial cooperation from the earhest days of radar to the present day.

Much of this cooperation was obtained through the efforts of Rear Admiral Bowen, and in recognition of this. Rear Admiral Bowen was recendy cited by the Secretary of the Navy for "convincingly presenting this new weapon of war to commercial concerns qualified to produce it" and for "contributing in great measure to the expansion of facilities for manufacturing this type of equipment in the large volume necessitated by the outbreak of war."

British radar was developed at about the same time as the American systems but at a somewhat faster pace under the immediate threat to Britain's security.

During the winter of 1934-35, the Air Ministry set up a Committee for the Scientific Survey of Air Defense, with Sir Henry Tizard as chairman. Among the suggestions it received was a carefuUy worked out plan for the detection of aircraft by a pulse method similar to that developed by Breit and Tuve for measuring the height of the ionosphere. This was submitted by a Scottish scientist, now Sir Robert Watson-Watt, then at

the head of the National Physical Laboratory Radio Department. The first experimental system was set up in the late spring of 1935 on a smaU island off the east coast. Development during the summer led to the blocking out of the main features of the British Home Chain of early warning stations by fall. Work began in 1936 toward setting up five stations, about 25 mUes apart, to protea the "Thames esmary. By March 1938, all these stations—the nucleus of the great final chain—^were complete and operating under RAF personnel.

The emphasis in British radar development then shifted to airborne equipment Two types were envisaged: A set for deteaion of surface vessels (caUed ASV) and an equipment for deteaion of aircraft from nightfighters (caUed AI).

Work was concentrated on ASV first; an experimental system successfuUy demonstrated during fleet maneuvers in September 1938.

By June 1939, experimental AI equipment was working; it was demonstrated to the chief of the RAF Fighter Command about 1 August 1939. The Air Ministry asked that 30 such systems be instaUed in airplanes within the next 30 days. Before the end of September all these systems had been installed, 4 having been ready on the day the war broke out.

This emphasis upon airborne radar led to the observation that if sharp radar beams were ever to be produced by an anteima not too large to carry in an airplane, wave lengths shorter than the meter-and-a-half used in the early British airborne equipment would have to be employed. At 1.5 meters, conventional radio transmitting tubes were adequate to give the required pulse power, but no generator of waves much shorter was known, which gave more than about one one-hundredth the power required. Accordingly the problem of devdoping a generator of microwaves was given to a research group at the University of Bhmingham, sponsored by the Admiralty.

With the cooperation of British industry, the Birmingham group developed a practical form of the cavity magnetron. This, along with other developments, opened the possibility of obtaining satisfactory power output at extremely short wave lengths, leading to the enormous widening of the powers of radar which took place after 1940.

4. W A R T I M E RADAR DEVELOPMENT IN THE U N I T E D STATES

The tremendous expansion of American defense activities in 1940 brought about a new phase in radar. The development up to that time was remarkable for the way in which separate groups working in different countries in comparative isolation produced similar resiUts. After

1940, development was a shared responsibility and a common achievement of service laboratories, industrial laboratories, and civilian government-sponsored laboratories in the United States and Britain.

It is perhaps symbolic that the era of mutual effort coincided with the adoption of a common name for the new means of detection. The British had caUed it "radiolocation" and RDF. The United States Army Signal Corps had used the term RPF (radio position finding). The Navy coined the word "radar" as an abbreviation for radio detection and ranging—and this convenient term was soon adopted by common consent in the United States and subsequently, in 1943, was officiaUy adopted by the British.

An important step in unifying research and development activities on radar in the United States and in breaking the ground for entirely new techniques was the establishment on 27 June 1940 by a presidential Executive order, of an independent agency caUed the Narional Defense Research Committee to "correlate and support scientific research on the mechanisms and devices of warfare."

The Army and Navy were thus able to turn over to scientists mobilized by this committee a large number of problems of a long-range and somewhat specula-

tive nature certain to involve considerable fundamental research. This research was accomplished through contracts with universities, nonprofit research institutions or commercial concerns. The NDRC set up no laboratories of its own and encouraged the fuUest decentralization of effort. This structure was not basically altered when, a year later, the NDRC was made part of a new larger independent organization—the Office of Scientific Research and Development, headed by Dr. Vannevar Bush.

A Microwave Committee, headed by Dr. Alfred L. Loomis, was set up in July 1940 to explore the possibility of vising microwaves in radio detection, a problem that appeared speculative in the extreme, since no good source of power at these wavelengths was known.

The" efforts of American and British laboratories were combined as a result of an agreement between the two governments in 1940 for an exchange of scientific information of a military nature. A British Technical Mission, headed by Sir Henry Tizard, arrived in Washington in September 1940 and mumal disclosures were made of British and American accomplishments in radar up to that time.

Members of the mission, with fuU War and Navy Department authorization, visited the Naval Research Laboratory and the Army Signal Corps Laboratories at

Fort Monmouth and the Aircraft Radio Laboratory at Wright Field, as weU as manufacturing establishments which were engaged in radar work. They demonstrated the cavity magnetron to American scientists and the United States equivalents were soon made.

On 12 October, members of the British Mission discussed with the Microwave Committee two specific projects which they suggested that the United States undertake: A microwave aircraft interception (Al) equipment, and a microwave position finder for antiaircraft fire control.

These suggestions found favor with the Microwave Committee, and it was decided to set up a microwave laboratory staffed by physicists from a number of universities. After several possibilities had been canvassed, the Masachusetts Institute of Technology was prevailed upon to accept the responsibility of administering the laboratory under an NDRC contract. This new Radiation Laboratory, headed by Dr. Lee A. DuBridge, opened its doors in Cambridge, Mass., early in November 1940. The Radiation Laboratory's accomplishments and contributions have been a major factor in the rapid advance in radar techniques in this country.

The era of cooperation had now begun. Contracts to help develop components of the proposed AI equipment had

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duction contract fOr microwave equipment based on the work of the Radiation Laboratory. This was for a production version of the equipment that had been demonstrated on the SEMMES. During November, the NDRC set up a model-shop facility to build smaU numbers of laboratory-designed equipment, in advance of large-scale production by established manufacturers. This organization undertook its first fuU-scale job on 15 December 1941 when representatives of the Signal Corps and of the Coast Artillery asked for the construction of 50 sets for harbor defense, similar to a laboratory prototype which, at the outbreak of the war, was operating experimentally at the Harbor Entrance Control Post in Boston. There was now under way a tremendous cooperative program of microwave development in which the Radiation Laboratory, the Armed Forces and the great electronic concerns all played an indispensable role. By 1943, the new microwave equipment was in production on a large scale and was beginning to have a significant role in maintaining the AUied margin of radar superiority over our enemies. At the present time, the great bulk of radar equipment in use by the AUies is based on the microwave techniques which only seemed a speculative possibility at the beginning of the war.

The tremendous expansion of the radar development program may be measured by the fact that the personnel of the Radiation Laboratory increased in early 1941 to almost 4,000. Similarly the Radar Section of the Naval Research Laboratory increased its personnel to 600. The Radio Position Finding Section of the Signal Corps Laboratories grew into the separate Evans Signal Laboratory at Belmar, N. J., with a peak personnel of more than 3,000, part of which in mrn became a nucleus for the Army Air Forces Watson Laboratories at Eatontown, N. J. A similar growth took place at the Aircraft Radio Laboratory at Wright Field. So intimately did airborne radar become involved in the design of military aircraft that this activity was taken over in 1944 by the Air Technical Service Command from the Signal Corps.

A tremendous amount of work has been carried out by the research and engineering staffs of many industrial concerns both large and small. In some cases, these firms, working either independentIn the late spring of 1941 an experi- ly or on development and production mental microwave sea-search radar contracts from the armed forces or equipped with a PPI was installed on the NDRC agencies, have engineered cervenerable destroyer SEMMES. This radar tain types of radar sets all the way was operating by 14 May. Later that same through from the basic idea to the finmonth there was recorded the whoUy ished product. automatic tracking of a target plane, acTo a larger extent, particularly in the complished by a prototype of the micro- microwave field, industry's great achievewave antiaircraft position-finder. ment has been to take the "oread-board" On 30 June, the Navy let its first pro- or prototype models produced in governbeen let by NDRC to several manufacturers. Another contract was made to provide model shop facilities for the improvement, under Radiation Laboratory direction, of the British magnetron.

Hangar facilities under military guard were provided at the East Boston Municipal Airport, and both the Army and the Navy contributed aircraft for experimental purposes. Both services assigned permanent liaison officers to the Radiation Laboratory.

Meanwhile, in their own development laboratories, the Army and Navy concentrated on the urgent engineering problems involved in getting equipment out immediately for use in the field and with the fleet. By the time of the Japanese attack on Pearl Harbor the Navy had already installed on key ships not only radar for air warning, but also mediumwave radar for surface search and fire control, while the Army had deployed in the field numbers of long-range aircraft warning sets, as well as antiaircraft gun and searchlight batteries equipped with radar. Navy installation of equipment on more and more ships, and Army training of additional Signal Aircraft Warning Battalions and antiaircraft batteries were proceeding at full speed by the end of 1941.

During that year, by contrast, not a single item of equipment based on the new microwave development was delivered for operational use. However, the research was already showing great promise for the future. A summary of important dates may indicate the early nature of this research. In January 1941 the Radiation Laboratory obtained echoes from its first microwave radar set. On 10 March, in a B-18 airplane supplied by the Air Corps as a flying laboratory, there took place a successful flight test of a working "breadboard model" of microwave airborne equipment. In this flight it was discovered that this equipment was extremely effective in searching for ships or submarines at sea. By the end of the year the Army and Navy had both expressed interest in a microwave AS'V development and a British Liberator had been equipped with a prototype for demonstration to the British Coastal Command. Before the end of May an experimental prototype of microwave AI appeared to the Air Corps to be so promising that it was turned over to one of the large industrial concerns to be engineered for production.

92

ment scientific laboratories and make the design suitable for quantity manufacture and rugged service under combat conditions. The art has advanced so rapidly that the manufacturers have often been called upon to make major changes during the course of production to incorporate new lessons from both the laboratories and the battlefields. Field engineers from the factories have gone right out to the combat zone with their equipment to check on its performance and cooperate with the armed forces in maintenance and repair problems.

Army and Navy radar requirements were coordinated to the point where many sets and nearly all component parts were made interchangeable between them. The original Navy and Signal Corps nomenclature systems were superseded for new equipment by a joint "AN" (Army-Navy) system in which all sets or components developed for either service were given the same nomenclature in the supply catalogues of both.

Meanwhile, the radio and electronic manufacturing companies greatly expanded their facilities for development and production of radar equipment.

Through the cooperation of the Radio and Radar Division of the War Production Board, many manufacturers of entirely unrelated items were converted to the production of radar components. So close has been the cooperation in development that it is often difficult to say whether a given set was essentially the work of one of the major electrical companies', or of the Army, the Navy, or an NDRC contractor.

The growth of this new industry, which hardly existed before 1940, is indicated by the fact that by 1 July 1945 approximately $2,700,000,000 of radar equipment had been delivered to the Army and Navy. This included approximately $1,000,000,000 worth of airborne equipment, $500,000,000 worth of shipborne equipment, $800,000,000 of ground equipment and $400,000,000 worth of miscellaneous radar. The scientific pioneering, engineering skiU and plain hard work that these figures represent has been paid for over and over, as the following chapters will tell, by the accomplishments of radar in giving new eyes to our forces on land, sea and air.

5. RADAR AND A I R D E F E N S E â&#x20AC;&#x201D; T H E PROBLEM O N LAND

The assaults on England by the Luftwaffe, which the British had anticipated for so long, began on 8 August 1940, and rapidly increased in intensity. The first raids were directed at RAF bases,' but by 7 September the mass raids on London had begun. England's defensive radar chain, begun 4 years before, was to have its first great test. Strangely, as

it seemed to the British, the Germans did not try to destroy the stations by determined attack, although the great masts which marked each radar site afforded an unmistakable target. Neither did the Germans try to evade the coverage of that early radar by approaching as low as possible, which would have made the job of long-range detection much more difficult.

What happened, and why, is now weU known. Despite a critical shortage of fighter planes and pilots, the British were able to spot each incoming raid in time to throw fighters against it. The necesâ&#x20AC;˘ sity for constant airborne patrols of fighters was removed by the use of radar, and the few to whom so many owed so much were thrown into battle economically and with maximum effort. During that August, the average losses of the Luftwaffe in raids over England was 15 per cent; the total loss was 957 aircraft. In the great battles of 15 September, said by some to mark rhe turning point, the Nazis lost 185 aircraft out of 500 which attacked. By the beginning of November, German tactics had changed, and the day raids were replaced by night attacks.

These night attacks increasingly put the reliance of the defender on radar.

Not only was visual spotting more difficult, but the defending fighters encountered such poor visibUity that the aircraft

interception (Al) radar which had been developed with such foresight during the preceding 2 years had a major role in leading the fighters to their targets. A whole new technique of aircraft control was rapidly built up called GClâ&#x20AC;&#x201D;for ground controlled interception.

During the day raids it had been sufiicient to bring the fighters into the general vicinity of the incoming bomber stream, and rely on each pilot's vision and judgment for choosing targets, making interceptions, and pressing home his attack. At night this was no longer possible. Instead, a controller on the ground, watching the air situation on the PPI of a special radar set, chose a specific Nazi airplane as a target, gave detailed course instructions (called "vectors") to the fighter under his control, and skillfully maneuvered the fighter to a position 1 to 3 miles behind the target, just below, and on the same course. When this had been done, the fighter was instructed to "flash his weapon," and the AI radar in the plane took over. This was operated by a special radar operator, who had no other duties, and the pilot was stiU a chauffeur obeying instructions, right up to the moment when he was dose enough to his enemy to see the dim blur of the Nazi plane against the night sky. From this time on, the pilot completed the attack.

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Needless to say, this complicated technique demanded teamwork of a very high order between ground controUer and pilot, and between radar operator and pilot. And it demanded virtuosity of a very high order and a very special type on the part of the ground controUer. Not everyone could be a controUer, or a night-fighter pilot, or an Al operator, but many were found who did the job well, and some did it superlatively weU. It was not unknown for a single controller, in a single night, to coach his fighters into the destruction of as many as six Nazi planes.

Two other technical devices, beside the early warning and GCI and AI radar, were required to make this complicated defense system the success it was. These were a communications system of the utmost reliability and ease of operation, to permit the controller to fly the fighter by telephone instructions; and an identification system for friendly planes, to make sure that the controller could tell which of the "blips" on his radar scope ("blip": RAF slang for radar signals) belonged to the hostile planes, and which to friendly aircraft. In particular, the controller needed to know which "blip" was that of the fighter he was controlling.

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A communications system caUed VHF (very high frequency), which operated on a shorter wave length than any operational radio telephone had before, was ready for the Battle of Britain. It was free from static, highly reliable, and it played as big a part in winning the Battle of Britain as all the radar put together. AU of the AUies, and the enemy as weU, are now using VHF. The British had an electronic gadget for identification, which they caUed IFF (identification of friend and foe). This was the electronic analogue of the painted insignia on a fighter plane; instead of making its signal to human vision, it made it to the radar. It had a special sign that a night fighter could use, on request from his controUer, to identify himself individuaUy. Today a vastly improved IFF, developed within the various laboratories of the United Nations, is used not only on aircraft, but on every combat ship in the AUied Navies. It has revolutionized the nature of sea warfare to be able to teU whether an approaching ship is friend or foe.

The great success of the complicated technical war fought by the EAF in the Battle of Britain had rwo effects, one good and one bad. The good one, which outweighs the bad entirely, is that it turned the Luftwaffe back and saved the island. The bad one is that the very success of the highly organized and undeniably cumbersome mechanism of radar and communications and airplanes and cotnrol centers which was the RAF Fighter Command in 1940 and 1941 tended to freeze the thinking about radar along the lines of static defense against air attack.

This enabled radar's detractors to say that we didn't need it, for we were going to fight an offensive war. What they meant was that we didn't need a comphcated static system of radar defense, which was largely true. Even more harmful was the fact that it caused radar's friends to overlook, to a very large extent, what was found out empiricaUy a good deal later: Radar is a superlative weapon of offense.

The record shows that even by January 1943 there had not been delivered from production any type of radar meant primarily for attack, with the exception of a few sets for control of main battery fire of ships, and some ASV sets which, as we shaU see, were largely meant for antisubmarine work. The bulk of the Army's delivered equipment consisted of heavy long-range air warning sets, and searchlight control sets, resulting from early work of the Signal G)rps.

While the Luftwaffe was being beaten back with the aid of British radar, and while the United States was stiU at peace, the U. S. AAF Fighter Commands were rushing the completion of the Aircraft Warning Service, using Signal Corps 94

equipment and personnel for the radar phase of the operation, along the Atlantic and Pacific coasts and at vital bases overseas. The problem confronting the American air defense authorities was on a far greater scale than that solved in the compact area of Britain because of the enormous territory that had to be covered.

Emphasis was placed on getting the greatest possible range out of our aircraft detectors. For example, a radar with an effective range of 100 miles could cover twice the length of coastline and four times the area in square miles covered by a radar good only to 50 miles, besides allowing more time for interceptor planes to make contact with the enemy.

With the two ocean Navy. stiU on the ways, the most urgent problem confronting the United States in the defense period was the protection of the Panama Canal. A new kind of military unit, the First Signal Company Aircraft Warning (Panama), proceeded to the Canal Zone in the spring of 1940. On 7 October, the first of the long-range sets, overlooking the Caribbean, went on the air, thus marking the beginning of the aircraft warning watch by American radar in protection of national security, as distinguished from the numerous laboratory and field tests of the preceding years. On its second day of operation, the detector picked up a cotnmercial airliner from Miami at a range of 118 miles.

During the ensuing year production and instaUation were carried out at a maximum possible pace. Two kinds of long-range sets were produced: Fixed stations, their antenna arrays mounted on high permanent towers, and semimobUe sets mounted on trailers for use in areas where roads were available.

The long-range detectors were shipped out on high priority to Air Force units at strategic spots along the Atlantic and Pacific coasts, in Alaska, at bases in the Atlantic and Caribbean acquired from the British in the exchange for American destroyers, in the Hawaiian Islands and the Philippines. Since the sites were selected for the widest radar coverage rather than for convenience, the task of instaUation was a formidable one, involving unremitting labors in aU kinds of weather, in climates ranging from the tropics to the subarctic.

Commanders of overseas departments and continental air defense commanders, who were responsible for the instaUation and operation of the detectors, were assisted by special teams of officers and civilian technicians sent out by Signal Corps Laboratories.

Immediately after the outbreak of the war the result was that the radar program, already proceeding at the maximum pace possible with available defense funds, now expanded explosively, with practicaUy all ceilings removed on

the aUotments for production and training.

The production problem was critical Manufacturers new to the field had to be educated in radar techniques. Many of the needed high quality electrical materials were scarce, and skiUed labor had to be trained. Special committees representing the Army, the Navy, and the War Production Board, balancing the capabilities of the radio industry against the urgent needs for radar in its different tactical and strategic roles, worked out priority and precedence lists to prevent the production of one kind of radar from being expedited at the expense of some other type which might be of more urgent importance to the plans of the Combined Chiefs of Staff.

Probably the most significant decision of aU was to concentrate the bulk of the production effort on offensive rather than defensive equipment. This meant, for example, giving priority to naval radar equipment and to airborne radar, and in the case of ground equipment, shifting the emphasis to mobUe sets that could be shipped overseas and be rapidly put in operation.

To make way for these offensive applications, the production of fixed station long range detectors was held to the minimtun essential for the security of especiaUy vulnerable points. Here tie volunteer aircraft spotters and information center operators recruited for the Ah: Defense Wings by civUian defense organizations made a definite contribution toward winning the war in spite of the fact that the sirens in our cities never were caUed upon to scream their warning of a real air attack. The fact that the visual observers were on duty made it possible for the armed forces to concentrate the radar production effort on equipiment for overseas attack rather than yielding to the play-it-safe procedure of spotting detectors aU over the length and breadth of the United States.

We started to learn about ground radar in combat in the Pacific and learned more in the invasion of North Africa at the end of 1942. What we learned was that defense of ports and vital areas against night attack by aircraft was essential on the very first night after we moved into a place. The German raids duriiig November and December emphasized the need for portable equipment which could be put in operation immediately. The German losses averaged about 20 per cent during December, when the radar system was working, and the scale and effectiveness of the raids dropped off, demonstrating the value of a coordinated radar air defense in the field.

During early 1943, the buUc of the attackers came in very low, attempting to get under the coverage of the long-wave radar that the Allies were relying on;

five new American-built microwave sets were valuable in supplying coverage against such low planes. This was the first proof that microwave equipment has a place in air warning, supplementing the original Signal Corps long-wave radar, improved versions of which, however, still play a part in safeguarding Okinawa.

M these lessons have been implemented long since, in our equipment and our planning. Our island-by-island advance in the Pacific, which thrust advance airfields out among Jap-held bases, has emphasized the desirability of a promptlyset-up radar defense, and it is fair to say that we do pretty weU at it.

There is another department of defense against air attack in which radar has played an enormous role. This is antiairaaft artiUery. Modern aircraft fly so fast, and modern antiaircraft guns shoot so far, that the range at which it is desirable ro pick up a target and commence to track its position accturately is often greater than the range at which a single airplane is visible on a dear day.

This, and the night attacks, suggest the use of radar to point antiaircraft guns, and so does the fact that target range, which must be known with extreme accuracy for good control of fire, is so hard to measure with an optical range finder.

Recognition of the antiaircraft fire problem led the early radar workers of

HAVE

the Signal Corps to turn their earliest efforts toward a set which would permit effective ground gunfire against nightflying aircraft. At the time this research began, and until radar became operational, the standard equipment of Army antiaircraft batteries included sound locators, searchlights, optical range finders, and tracking telescopes. The system for repeUing night air attacks was as complicated as it was inaccurate. First of aU, an airplane was detected by gathering the arriving noise in listening horns which were turned toward the source. Of course, this information was always obsolete since the airplane had moved along while the noise was traveling toward the detector. Nevertheless, the data from the sound locator assisted in scanning the proper region of the sky with a searchlight. If the airplane was iUuminated— which did not always happen with speedy, high-flying planes—it was then foUowed by means of tracking telescopes and optical range finders to supply firing data to the antiaircraft gun. It was the effort to overcome the tardiness of sound waves, and if possible to combine aU these operations into a single instrument, that gave the greatest impetus to the Army's radar development program in its early stages.

curious resemblance to the mounting of sputtering gasoline engines on wagon wheels at the beginning of the century.

The transition appeared in experimental equipment built by the Signal Corps Laboratories in 1937 in which the listening horns were stripped away from the old fashioned sound locators and were replaced by directional radar antennas. Since the sound locators were equipped to swing from side to sideand up and down, they enabled tracking of aircraft by radar until special mounts could be constructed for the purpose.

The progress of radar in the United States owes much to the constant support, both moral and financial, given to the Signal Corps project at this early stage by the highest officers of the Coast ArtiUery Corps, the using arm for antiaircraft fire-control equipment. During most of the development period a Coast ArtiUery liaison officer and a detachment of antiaircraft artiUerymen were stationed at the Signal Corps Laboratories.

The presence of these enlisted men was valuable because the design engineers were constantly warned against making the equipment too complicated for operation by troops in the field.

In November 1938 a mobUe service test model, developed by the Signal In the "horseless carriage" era of radar, Corps, was officiaUy declared to have adthere was a transition stage which had a vantages "over the best sound locator."

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Jt was at this time that the Coast ArtiUery Board saw the practicabUit)' of eliminating entirely the intermediate stage of searchUght iUumination, caUing upon the chief signal officer for "eventual production of a radio detection device which wiU provide accurate azimuth, accurate angular height, and accinate slant range for use as basic firing data for antiaircraft guns."

It was therefore further improved for greater acctu-acy and was modified so that its output data, including an automatic calciUation of the altitude of the airplane, could be fed directly to the M-4 and M-7 gun directors. While this equipment, largely because of its relatively long wave length, never was fuUy up to the requirements for accurate antiaircraft fire, it has given long and faithfiU service in aU theaters of war in the hands of Army antiaircraft batteries as weU as Marine Corps units in the Pacific. Many German and Japanese planes were shot down, damaged, or frightened away from vital targets by its use in coimection with antiaircraft guns and searchhghts.

In addition, a sUght modification tripled the range of the set to 120,000 yards.

This modification was used as a mobUe early warning radar and for GCI, pending the dehvery of sets especiaUy designed for those purposes.

The improvement in accuracy possible with shorter waves led to an early effort, on both sides of the Adantic, to develop a microwave position and finder which would not suffer from the same difficulties. A very considerable amount of work was put into this problem by NDRC, the Signal Corps, and three industrial laboratories, and by mid-1943 there resiUted a radar which—pardy by accident—had been developed hand-inhand with a new type of antiaircraft computing device which was developed by a great industrial laboratorj', coUaborating with the Fire Control Division of NDRC. These two devices, with the new f>ower-driven and automaticaUy controUed guns now standard in the Antiaircraft ArtiUery, gave the United States the most accurate and powerful local area defense against air attack that the world had ever seen.

Battalions equipped with the new combination of devices saw service in Africa, in Sicily, and in Italy. The showing they made on the Anzio beachhead was a proud one. When the invasion of France was being mounted, one of the many novel undertakings was to get heavy antiaircraft ashore on D-day itself, and ready for business by nightfaU. So, much had been learned about the importance of immediate air defense.

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But aU during the planning for the great invasion, antiaircraft men had their minds on something else. Enough had leaked out from the continent to make it dear that the Nazis were planning a weird sort of counter-invasion: the bombing of England by pilodess aircraft.

The air forces were doing aU they could to smash the latmching sites, and to break up the pattern of French transportation which had to supply these sites with ammunition. However, the launching sites were the worst sort of target; they were hard to see in the first place, smaU and hard to hit and difficult to damage even when the area containing a site was discovered and blanketed with bombs.

Nevertheless, the sites were smothered with bombs by the Eighth and Ninth Air Forces and the RAF and this probably delayed the attack. It seemed certain, nevertheless, that the attack would come.

There was one thing about the prospective attack that worried the antiaircraft men a lot: you cant demoralize an automatic pUot. You can demoralize a human pUot, and a good deal of the effectiveness of air defense is due to this fact. An inexperienced pUpt can be demoraUzed by the sheer volume and impressiveness of flak, regardless of whether it is effective or not; and even the most experienced pilot can be demoralized by

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effective flak, because he can figure out his chances of not coming back from a mission just as well as anyone else can.

When these chances start to rise above 5 or 10 per cent, pilots start giving serious thought to whether it wouldn't be better to get "lost," and to fail to find the briefed target, and pretty soon the raids stop. But you can't demoralize a gyroscope, and every pilotless aircraft that can get through the defenses will go straight where it was initially aimed and the only antiaircraft defense that will pay off is one which knocks down as nearly as possible every pilotless aircraft that comes along.

Our AAA men knew that they were good; they couldn't help wondering whether they were good enough.

The pilotless aircraft, or buzz bombs, or Vergeltungswaffe eins, or whatever you like to call them, came. And it turned out, after an inevitable period at the start of learning exactly what they were and what to do about them, that the defenses were good enough. Now everybody knows that these defenses were not andaircraft artillery alone. There was a great balloon barrage across the Downs, made by stripping the defenses of every British city which could spare a balloon, and some of the buzz bombs which got across the British coast got tangled in the cables of this barrage. The coastal radar for warning and fighter control, augmented by some brand-new and effective United States gear rushed there for the purpose, did two things. It plotted the bombs accurately enough to trace their paths back to the French coast, and thus pointed out to Allied bombers the launching sites which were active. And it permitted ground control of the newest and fastest fighters, which alone could catch the buzz bombs. Britain's new jet planes, and gasoline of a higher octane rating than had ever before been used in combat, plus the fastest new United States P-51's were aU engaged in shooting up the buzz bombs. Even so, it was clear to everyone, right from the first foggy day, that if the doodlebugs were to be dealt with, it was the antiaircraft that had to deal with them. For the balloons caught only those V-l's which were low enough on the right course to be caught, and headed for a wire instead of a space between wires, at that. And the GCTfighter team was intended for dealing with somewhat infreauent raids of great intensity but limited duration, not raids of medium intensity which went on ceaselessly. The planes and the personnel wore themselves out just as firemen would do if thev had to work 12 hours a day for 2 months to put out a fire. And most of all. when the weather wasn't flvable, the buzz bombs didn't know it.

They kept coming: they could be seen on the radar, and heard uo there in the sou p, as they went by, but the defending fightAUGUST, mu.

19-45

ers had to sit on the ground. No defense was left but the radar-controlled antiaircraft.

While it is perfectly true that capture of the launching sites—the best of all defenses—was what finally stopped the V-l's, only 6 weeks after the attack started it can be said to have been contained. One Sunday late in August 105 buzz bombs crossed the British coast, headed for London. Only 3 of them arrived. The Nazis were simply not getting their money's worth any more out of the enormous effort on their part that V-1 represented. At the end, the antiaircraft was shooting down the great bulk of the bombs, and doing just as well on cloudy days as on clear ones. Many batteries preferred to use "unseen" fire—radar controlled—even on days of good visibility, just to keep th^ir hands in. There was no perceptible difference in effectiveness between seen and unseen fire, radar range data being used in both cases.

few weeks after each new landing, the AAA is one of the most important features of the ground forces. Ships have to be unloaded, and depots and headquarters and hospitals and bivouac areas set up, and for a few weeks the Japanese have enough airplanes left in the vicinity to sneak in at night. Since we are winning the war, the work of the antiaircraft never lasts very long but it is comfortable to know that the shooting will be jusr as good in the dark as in the daylight.

6. RADAR AND AIR D E F E N S E : T H E PROBLEM AT SEA

The problem of defending a fleet of warships from air attack is somewhat nore complex than that of defending a land area. The differences in the problem are reflected in different radar techniques.

First of all, the ships are moving. This means that since they are not especially vulnerable to high-altitude, heavy-bomber attacks, they will be subjected to closein dive bombing, torpedo, and even suicide attacks; which, in turn, means that their inner defenses must be powerful.

The fact that they are moving also puts a premium on the instant detection and destruction of enemy snoopers and reconnaissance planes. And, in addition, the fact that their carriers are steaming along complicates the navigatioti of carrier planes. Not only do they have to find their way to their target but they musr find their way back to a small point in midocean some hundreds of miles on a zig-zag course from the point they took off.

Ships are moving in other ways too.

They roll and pitch and yaw; they twisr and turn and vary speed. All this means that the job of the radar controlling their gunfire is immensely complicated. Ir must take into account all this motion and still make sure the shell hits its speeding target.

Finally, the fighter defense of ships must be accomplished by aircraft which can take off and land from carrier decks.

For practical purposes so far in this war, this has meant single-seater fighters.

Night fighters meant for use over land have always carried at least two men: a pilot and a radar operator, the latter spending all his time in adjusting the radar and reading its indications. The Navy, however, was faced with the problem of supplying the already busy pilot of a hot fighter with radar reliable enough, simple enough to operate, and giving indications sufficiently easy to interpret, to permit him both to fly the airplane and to serve as his own radar observer.

Most of the work was done by the British antiaircraft batteries, partly because of the immense organization England had built up during the years of German raids, and partly because most of the United States antiaircraft in England in the early summer was committed to move across to the continent as operations there progressed. While they were waiting to go, most of the United States batteries were moved down to the south coast to have a crack at the V-l's, and some of them hung up a record for accuracy which still stands—1 buzz bomb downed for every 40 rounds fired. Our antiaircraft men were very pleased at the showing our own batteries made; and ir pleased them, too, that the United Statesdesigned radar turned out to be a handier device against the buzz bombs than its British counterpart. General Pyle, commanding the British Antiaircraft Command, asked for and got every United States radar we could spare to outfit his batteries; and when the excitement was over he wrote General Marshall to say how grateful he was.

After the Battle of the Buzz Bombs, what happened subsequently on the Continent, although it would have been impressive only a few months earlier, was something of an anticlimax. The Luftwaffe didn't have the potential to give our AAA much exercise. When raids came within range of our radar and our guns the antiaircraft made a very good showing. And Antwerp had to be defended from V-1 attack, as did some of the other important cities. But we were rapidlv winning the war, and antiaircraft is a weapon which, while very useful at any time, is absolutely vital only when your side has not yet started winning the war.

This was the problem as it came to be Needless to say, as our forces stride across the Pacific toward Japan they are understood during the years of 1940 and. accomoanied at every steo bv the anti- 1941, while the overworked British Navy (Continued on page 99) aircraft and its radar eyes. For the first 97

tries to keep the files SEARCHLIGHT and wanted lists as accurate as possi-

The Searchlight

ble, but sometimes the inquirer will give us incorrect initials, and usually a guess at the husband's rank, so we do make errors. Answers stating "I am the wife of " giving us husband's full name and rank are greatly appreciated.

Some of the names on the list have appeared many times as we still have not heard from them. If anyone knows for sure the addresses of any of the wives names appearing on the list, will you let us know, so that we can answer requests we have received without delay.

Bartlett, Mrs. Wilson R., wife Lt. Cdr.

We WeUiitUf, Wwei â&#x20AC;&#x201D;ORIENTAL PATIENCEâ&#x20AC;&#x201D;

In planning this month's article on the activities of Waiting Wives it was necessary to approach the subject in a roundabout manner. Almost daily in Annapolis one or more members of the group of 25 Chinese Naval Officers are to be seen going to or coming from their classes at the Postgraduate School. It occurred to me that some of them were married, what were their wives doing at home in China?

Usually it is fairly simple to get my information from the wives themselves, but this time I had to talk to a husband.

Frankly, I was dubious of the reception my request for an interview with a married Chinese Naval Qfficer would have.

I needn't have been, the slender young Junior Grade Lieutenant understood perfectly that I had come to talk about his wife. None of the six of the group who are married, he said, have seen their wives for over two years. Three have two children each, a boy and a girl apiece.

Lieutenant Mang's young wife is employed as a Teller in the China Farmer's Bank in Chungking, he told me, going to work to replace a man who had gone to fight. As I learned more of her family background my imagination leaped to the picture of younger China working, so many at jobs tradition would have ostracized only ten years ago. In this case the young bank teller's father is a Rear Admiral. Her father-in-law is a Captain veteran of forty years Naval and Diplomatic service. Both are on active duty in Ghungking now. Young Madam Maiig lives with her own family in her husband's absence, helping to raise several 98

younger children in the family and maintain a home in the face of inflation and separation of many of the normal familiar group. Fortunately she has also the allotment from her husband, similar to our familiar bank allotments. Two other wives also live in Chungking of the ones whose husbands are at Annapolis and the three are good friends and hasten to compare news and letters. Mail is more frequent than I would have believed possible and photographs of families are a big item. Of the three officers with children each has one child whom he has never seen, born after their departure for duty and advanced study in this country.

Lieutenant Mang and his wife met first on board ship to Hongkong. Although, he and his wife's brother were classmates at Mamoi and their mothers had been good friends for years, the young boys had left home for their naval cadetship at thirteen, so the young couple had not met. Entry into the Chinese Naval Academy, formerly located at Mamoi, near Fuchow, followed the British custom of entry at a very youthful age after passing examinations and receiving appointments.

Courses at Mamoi were five years for deck officers and over six years for engineers. No leaves were granted and authority and distance discouraged family visits.

The initial period of cadetship was followed by several more years of practical work, so separation from families was long and hard.

The houses of the two families had been originally in Peking the former capital, where Lieutenant Mang's father

Bunner, Mrs. James A., wife Cdr. (SC) Cook, Mrs. A. B., wife Comdr.

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had started his naval service under the Ching Dynasty. In the middle Nineteen twenties the Goverimient of China decided to remove the capital back to Nanking, the original and ancient location.

Peking was felt to be too near the Northern border of China for a capital city, together with the desire to have the capital centrally located. So although the two families had lived in Nanking when the Govermnent offices were moved and were established there, and had known each other in Peking, the young couple first met briefly enroute to Hongkong.

Then several years later when Lieutenant Mang had completed his naval training he was ordered to report for special duty on board one of the ships which was evacuating the families of Government officials from Nanking as the Japanese advanced toward that city. His future wife and her family were among those on board, forced to flee. The Mangs were married shortly before Lieutenant Mang left China for duty in this country after a formal engagement of several years.

Young Madam Mang had started her formal education as a girl at the Chunghwa Missionary School in Hanking. She couldn't have imagined as the daughter of a Government official that to help that Goverimient exist, she would be with other Chinese women behind the windows of a bank in a bombed and shaken city a few years later.

The brother, who was a classmate of her husband at Mamoi, is dead in Chinese Naval service, lost at sea. Other members of her family are widely scattered, her husband's return is certainly uncertain.

Lieutenant Mang paid American women a compliment seemingly, when he said that he hoped after the war to see Chinese wives freer and able to accomplish the things we do. When he remrns to China he should see in his own wife and other Chinese women, the prophet in the land.

^^/)/77p/g

Radar (Continued from page 97) was trying, in the face of sustained largescale Axis air attack, to keep the Mediterranean life-hne open. Ships of the Royal Navy were equipped with air warning radar, and all too frequently it was just that. It enabled the ship to alert its defenses in advance of a raid, to know how soon and from what quarter the raid was to be expected, and to have some idea of the strength; but it was not sufficient to defend the ships adequately.

United States Navy observers with the British ships during this dark time came home convinced of the tremendous role that defensive shipboard radar was destined to play and of the magnitude of the problem yet to be solved.

As we have seen, the United States Navy already had in service air- and surface-search equipment, and work was forging ahead in constantly improving these t3^es. To these, during the first years of the war, was added long-range miaowave equipment designed specifically for control of defending fighters, and a start was made on the difficult problem of an AI for the Navy single-seat fighters. Meanwhile, the Navy at sea was working out doctrines for integrating these various types of radar for the defense of their task forces.

The result of their work was the creation of CIC—Combat Information Center—a concentrated, complex, and highly dramatic center of radar activity on our men-of-war. The purpose of CIC is to coordinate information—predominately from radar, but also from look-outs, from other ships, and from technical devices other than radar—evaluate this information and determine what the enemy is doing. The resulting information is then channeled to other essential control stations through the ship. CIC has grown and developed hand-in-hand with shipboard radar. In fact, it was originally called Radar Plot, its function being just that—to plot the movement of planes and ships tracked by radar, and to direct friendly fighter planes to an interception where enemy raids developed. As supplementary equipment grew in scope and application, so Radar Plot expanded into the present-day set-up.

The organization and primary operational functions performed in CIC varies with different types of ships. On carriers it emphasizes defense, being concerned primarily with fighter direction, control of aircraft, and AA defense. In battleships, cruisers, and destroyers, it is primarily concerned with gunnery or torpedo attack procedures with AA defense playing a secondary role. In a later

chapter, we will see how CIC information is used for other purposes, but here we shall confine ourselves to its place in protecting our ships against air attack.

In the case of ships at sea the primary protection is by a constant combat air patrol. This is necessary because the time required to rig aircraft for launching, turn the carriers into the wind, launch the planes, and get them out to the point of interception with attacking aircraft is simply too long to give adequate protection. W e can assume, then, that the Combat Air Patrol—the CAP is aloft when the first warning comes.

By means of air-search radar, we are able to pick up our first indication of approaching planes, obtaining their bearing and range. By IFF, we are able to determine immediately that they are enemy.

Meanwhile as new bearings and ranges come in, we are soon able to determine the course, speed and altitude of the attackers.

Immediately this information is passed to the bridge, to flag, and to gun control, which alerts the AA batteries. Meanwhile, other computations have been made and we know how soon our CAP will have closed with the enemy, and how soon any enemy planes which slip through the CAP can be expected to be sighted. By means of this same informa-

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tion, the CAP is able to intercept the enemy planes at a point favorable to themselves. At the same time, a backstop of other fighters is being warmed up on the flight deck Within a few minutes, our fighters have dosed with the attackers sufficiently to see him in their own AI radar, or to sight Itim visually. From this point, they take over. If some raiders get through, the Fighter Director Officer may assign the backstop CAP to take care of them.

If some enemy planes get inside even the backstop CAP then rhe ship's AA fire takes over.

Radar equipped gun direaors are trained on the incoming planes. They feed their range, altitude, and bearing information into computers which take into account the target speed, ship's motion, and many other factors to position the guns correctly to hurl their shells into the exact spot where rhe plane will be when the shells arrive.

Meantime, the other radars of the ship have been on the lookout for possible new raids from other directions.

Effective Navy AI equipment was the last part of the radar air defense semp to reach the fleet, primarily because weight and space restrictions required such a high-performance design. Japanese night attacks on our ships had been a considerable problem since mid-1943, and at first they were dealt with by improvised methods. Some advenmrous Navy pilots conceived the idea of sending out night teams consisting of a torp)edo bomber, equipped with an American-designed ASV, and two radarless fighters. The fighters flew formation with the radarequipped plane, the whole formation was vectored on by the Control Officer aboard ship as a single night fighter would be, and the American designed ASV doubled as Al to get the fighters over the intermediate stage of closing with the enemy, until they could sight him visually.

"Butch" O'Hare was lost in one of the first combat trials of this scheme. It was complicated, but it worked when it was most needed.

But the Navy's night operations are a far cry from that today. Our newest fighters are equipped with a superior AI which enables rhem not only to intercept possible night attacks but to carry a 24-hours a day offensive air war right to the enemy. Carrier-based planes with the planes of the Army Air Forces are over Jap airfields night and day. Radar makes it possible.

(To be continued.)

Wardroom Stuff (Continued from page 35) experienced navigators of the coast for some information and advice.

"How about reefs, how can you tell

the coral patches?"

"Well, you can easily tell coral reefs, the water over the reef will be a lighter green than the surrounding water."

The brave little landing craft started her trip with misgivings but at the end of the first day every thing looked fine.

Several coral reefs had been avoided by taking advantage of their newly acquired knowledge.

After dark the forward lookout was augmented by another man, a "reef watch." Periodically he would lower a bucket over the bow, pull up a sample of sea water and inspea it, comparing it with another bucket of water taken from a safe place. Thus the night was safely passed.

I told you I got this second hand.

—/. W. Leverton, Jr., '31.

Athletics (Continued from page 44) 13 Oaober—^Duke University of Durham, N. C. 3 November—^University of Virginia of CharlortesvLUe, Va. 10 November — U. S. Coast Guard Academy of New London, Conn.

17 November—I. C. 4. A. Championships (at New York. N. Y.). The ArmyNav}' dual meet will be held in conjunction with the championship meet.

PLEBE CROSS COUNTRY 13 October — Baltimore Polytechnic Institute of Baltimore, Md. 27 October—^Passaic High School of Passaic, N. J. 3 November—Mercersburg Academy of Mercersburg, Pa. PLEBE FOOTBALL 6 October — Columbia Universit}' Jr. Var. of New York. N. Y. 27 October—Massachusetts Maritime Academy of Hyannis. Mass.

3 November—University of Scranton of Scranton, Pa. 24 November—Bullis School of Silver Spring, Md. SPORTS REPRESENTATIVES FOR THE YEAR 1945-46 The following officers will serve as Representatives for the sports as indicated during the year of 1945-46: BASEBALL Lr. Comdr. B. M. Keene, USNR BASKETBALL Lt. Comdr. G. D. Ghesquiere, USN CREW Comdr. J. D. Babb, USN CROSS COUNTRY Comdr. B. Taylor, USN

FENCING Lt. Comdr. L. W. Day, USNR FOOTBALL Comdr. F. C. BiUing, USNR GOLF Comdr. C. W. Consolvo, USN GYMNASTICS Lieut. P. T. Condit, USNR LACROSSE Comdr. W. T. Dutton, USN PISTOL Comdr. W. R. Barnes, USN RIFLE (Small Bore) Lieur. R. W. Wagner, USNR SAILING Comdr. H. C Yost, USN SOCCER Comdr. B. E. S. Trippensee, USN SWEMMING Comdr. D. M. Laizure, USN TENNIS Comdr. E. C. Rider, USN TRACK Comdr. B. Taylor, USN WRESTUNG Comdr. A. E. Sharp, Jr., USNR

Re-Opening of Borneo Fields Does N o t Solve Oil Problems United Sjtates Naval Expert Indicates Re-opening of Borneo oil fields does not solve the Allies petroleum production problems, according to Captain A. W. Rutter, Supply Corps. USNR, officer in charge of the Fuel Division of the Navy's Bureau of Supplies and Accounts.

Captain Rutter points out that the Tarakan field will be the first at Borneo to produce oil for the Allies, but its production will not exceed 4,800 barrels a day by the end of 1945, according to present estimates. This represents less than one per cent of-total Pacific war requirements.

The Seria field will add 10,000 to 12,000 barrels per day within a year after its rehabilitation. Balikpapan should contribute about 20,000 barrels a day, but it is extremely unlikely that any of its oil will be available within a year.

In summarizing the oil picture. Captain Rutter stated that when total Borneo petroleum production is available approximately 12 to 18 months from now, it will be limited to about three per cent of military petroleum product requirements for the Pacific operation.

Meanwhile, best available figures indicate the Allies still require, on a worldwide basis, more petroleum products than while the war in Europe was in progress, Captain Rutter said.

100

M

WILLIAM TUPPER LIGHTLE, '05, Lt. Comdr.,

USN-Ret. Died—15 July 1945—not enemy

mt lagt Call

JOHN

W I L L I A M MAGEE, '39, Lt. Comdr.,

USN. Died—17 July 1945. Killed in airplane crash, not enemy action.

ROBLEY WESTLAND CLARK, '24, Capt., USN.

Died—1 May 1945, in Asiatic Area, enemy action.

CHAUNCEY ST. CLAIRE M C N E I L L , '11, Lt. Col., USA-Ret. Died—29 May 1945, at ARTHUR CURTIS DAY, "45, It., USMC. Died Walter Reed Hospital, Washington, D. C. —14 June 1945. Killed in action on Okinawa.

FRANK BERNARD QUADY, '38, Lt. Comdr., EDWARD EMMET D E G A R M O , '40, Lt. Comdr.,

USN. Died—11 May 1945, killed while aboard the USS Bunker Hill.

USN. Died—7 June 1945, in Asiatic Area, result of wounds received—enemy aaion.

GEORGE THORTON EMMONS, "74, Lt., USN-

PAUL VANCE THOMPSON, '40, Lt. Comdr.,

Ret. Died—11 June 1945, at his home in Victoria, British Columbia.

USN. Died—29 June 1945. Killed in plane crash in Pacific Area, not enemy action.

RONAN CALISTUS GRADY, '06, Capt., USN-

Ret. Died—3 July 1945, in Weston, Massachusetts.

ROBERT HENRY ISELY, '33, Comdr., USN.

This space allotted by Shipmate each month for the news of Local Associations of U. S. Naval Academy Alumni.

Officially reported to be missing in action as of 13 June 1944, when the plane which he was aboard was hit by anti-aircraft fire and crashed on Saipan Island, the Marianas, la compliance with Sec. 5 of Pub. Law 490, CHICAGO as amended, death is presumed to have Through the courtesy of CNA PrimTra, occurred 14 June 1945.

Rear Adm. O. B. Hardison, USN, '16, and the commanding officer of Glenview Naval CHARLES SYLVANUS KERRICK, '02, Capt., Air Station, Capt. J. M. Carson, USN, '25, the USN-Ret. Died—16 July 1945, in Seatde, Association held its 25 May 1945, dinner and meeting at the Officers' Club at the Glenview Washington.

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Naval Air Base. Even the transportation from the neighboring railroad stations to the base was arranged for us. We can honestly say that no meeting has surpassed this one in the care and arrangement of the details, the excellence of the dinner and the program arranged for us.

During dinner Lt. E. F. Osborne, USNR, kept us pepped up with the same kind of music he used to play when he was in the Bunker Hill with Captain Carson and utilized this felicitous method of insuring that the combat flyers were in proper mood for their work.

Thereafter Rear Adm. Hardison welcomed us on behalf of the Primary Training Command and spoke of the organization and function of his command. He was followed by Capt. H. E. Sears, USN, '28, who outlined more fully the purpose and functioning of the Primary Training Command, using in this connection an arrestingly interesting map of the various stations in Primary, Intermediate, Operational and Technical Commands.

Captain Carson then described the function of the Glenview Naval Air Station from the viewpoint of its commanding officer. After his talk we were convinced that Glenview was the exemplary Air Primary Training station in the command, had we not already so felt by reason of the excellence of the preparations and dinner which had been arranged for us.

We then viewed the training film "Flying Sense" wherein Lt. Robert Taylor is shown narrating the fundamentals of Navy aircraft flying to two new cadets. This was followed

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by the March of Time film "History of Naval Aviation."

In addition to those above mentioned, the following members of Rear Adm. Hardison's staflf were present: Staff Supply OflScer, Capt. H. Guilmette, USN-Ret. Administrative Oflficer, Comdr. D. M. Miller, -22, USNR. Staff Aviation Training Officer, Comdr. C. C. Howerton, '30, USN. "Staff Public Relations Officer, Lt. Comdr.

M. B. Alexander, USNR. Asst. Aviation Training Officer, Lt. Comdr.

K. E. Hanson, 3 7 , USN. In addition to Captain Carson, the following officers from the Glenview Naval Air Station were present: Senior Medical Officer, Capt. E. J. Stelter, (MO.USN. Executive Officer, Comdr. W. I. Staples, USNR. Supt. of Aviation Training, Lt. Comdr. J. A. Knight, USNR. Administrative Asst. to Executive Officer, Lt. Comdr. T. W. Keelin, Jr., USNR. O-in-C Military & Physical Training, Lt. Comdr. L. S. Wells, USNR. Public Relations Officer, Lt. Comdr. L. B. DeForest, USNR. Supply Officer, Lt. Comdr. R. C. Dexter, Jr., '39, SC, USN. Aide to the Executive Officer, Lt. J. C. Cook, USNR. Aide to the Commanding Officer, Lt. G. K. Harper, USNR.

Primary Flight Instructor, Lt. E. F. Osborne, adventures. Capt. Elliott M. Senn, '17, had the heavy cruiser Quincy at Normandy and again USNR. The commanding officer of the Carrier in the south of France, participating in the Qualification Training Unit, Comdr. M. W. landing support at both places. He later took the late President Franklin D. Roosevelt to Williamson, '32, USN, was also present.

Several of the members brought guests, Yalta, thereby becoming a party to one of the these being Messrs. Hubert Burnham, Jr., Lt. most noteworthy events in history. His recital Comdr. Carl R. Brick, USNR, John Brick, J. of the "bodyguard" incident should become a B. Thiess, Dr. J. P. Lane, William Jenkins, S. classic among the Navy literati. His ship thereR. Hendrickson, A. Seguin, Comdr. Kenneth after participated in both the Iwo Jima and D. Coffin, USNR, Lee Biedermann, James Okinawa landings. To get to the Pacific he made passage of the Suez Canal and the PanaGorin, and Roy Dahlstrom.

In addition to our honorary member, Rear ma Canal within a month, an event which Adm. E. A. Evers, USNR-Ret., the following also is historical.

It would be unfair, however, to mention Association members were present: Allen, '87; Downes, '01; Burnham, '05 only the above contributions to an unforgetMerritt, '06; Dreutzer, '09; Weaver, '14, able evening. Comdr. William Turek, '26, had Riche, '14; Brand, '14; Rogers, '18; Maichle prepared an over-all program and dinner '20; Sullivan, '21; Keyer, '24; Herrington, '24 which our future hosts are going to have conReplogle, '24; Bowers, '25; Fitzgerald, '27 siderable difficulty in excelling. Incidentally, Wolfe, '30; Christman, '30; Jennings, '30 Bill has been detached and will be personnel Mumma, '34; McLean, '35; Woodbury, '38 officer. Naval Training and Distribution Center, Shoemaker, California. While we will Maurer, '40; Wagonhals, '40; Mallek, '40.

Our final dinner meeting before summer miss Bill, we are glad that he was relieved by adjournment was held at the Officers' Club, Captain Penny who was one of the AssociaGreat Lakes Naval Training Station, on 29 tion's main supports in the good old days. The June 1945. It had been intended to devote dinner included steak (!) and this, together the evening to welcoming remarks by Vice with the preflight activities just outside the Admiral A. S. Carpender, '08, and entertain- mess hall, so satisfied the inner man that the ment by the excellent musical organizations company present unanimously insisted that we try to arrange for more than one party a year based at Great Lakes. at Great Lakes. During dinner we enjoyed However, one of our loyal old members music by the Great Lakes string ensemble. formitously came ashore just before the meetAdmiral Carpender's welcoming remarks ing, on his way from the Pacific to Washington and accordingly as an "added attraction" went far beyond the usual "Glad you are furnished one of the highlights of the evening aboard"; he painted such a clear picture of by discussing with us his absolutely unique the necessity for cooperation between civilians

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and Navy, not only now but in the post-war period, that many of those who were guests of our members took definite occasion to mention Admiral Carpender's remarks with high approval of their civilian-stimulating eflfects. The only shortcoming may be that several of these newly made admirers are always looking for banquet speakers; you can guess the result!

After concluding his welcome, the Admiral himself introduced Captain Senn with the explanation that he had for a long time been an intimate friend of the Captain's father.

Following Captain Senn's remarks, we returned for a number of novelty musical numbers by the Buccaneers, one of the outstanding Station musical units, during which program we also enjoyed a number of songs by Jack Kilty, Mus 3/c. As we remember with appreciation the way the musical part of the evening was conducted, one recalls Claudia Cassidy's remark, "it is a droll commentary on naval nomenclature" to designate those who so perform as musicians second and third dass!

It would be difficult to convey to the Association as a whole the marked value of more frequendy having meetings such as we had at Great Lakes. At such meetings it is so easy to take guests who are ardently interested in Naval affairs; our members are proud to have such guests meet the officers at the various stations and vice versa. When the appointments, the food, the speeches and the entertainment are as they were at Great Lakes, those guests become ardent Naval boosters. They appreciate the fellowship which is so outstanding in meetings of this kind. Only recently Rear Admiral H. B. Miller has commented on the value of Naval Academy Associations in subserving the foregoing coalescing function with high benefit to us all. We hope we can have many more meetings of this character.

Before listing those in attendance, we must record our disappointment that two of our best friends at Great Lakes could not have dinner with us. Commodore R. R. M. Emmet, '08, Conunander of the Naval Training Center, had to go into Chicago to see his son who was coming through on a very short leave.

Obviously he could not be with us and we missed him. In the same sense we missed Capt. J. S. Freeman, '21, Assistant Commander of Great Lakes, who was bidding his boy good-bye as the latter left for Annapolis to take his physical examination thereby to carry on another grand "blue and gold" father and son tradition. In addition to those so far mentioned, the following were present from Great Lakes: Capt. C. A. Bailey, '11, Chief of Staff and Aide; Capt. E. C. Bain, '20, Asst. Chief of Staff for Personnel; Capt. K. E. Bond, '22, Conunanding Officer, Service School Command; Capt. M. Collins, '08, Exec. Vice Pres., Navy Relief Society; Capt. E. Lando, '07, President, District General Court Martial; Capt. Richard J. Penny, '24, Commanding Officer, Recruit Training Command; Capt. W. A. Wiedman, '21, Commanding Officer, Administrative Command; Capt. C. H. Sigel, '25, Naval Unit, Marquette University, Milwaukee, Wis.; Capt. T. C. Ritchie, '24, Director of District Discipline; Comdr. M. H. Stein, '19, USN-Ret., OinC Naval Res. Education Center; LL Comdr. H. C. Walters, '22; Lt. Comdr.

P. F. Schoeffel, '23, Asst. to Chief of Staff; Lt. L D. Milligan, USNR, Center Public Information Officer.

In addition to our honorary member. Rear Admiral E. A. Evers, USNR-Ret., the Asso-

AUGUST, 1 945

elation members and their guests were present as follows: Col. Henry A. Allen, '87; F. L. Sawyer, '92; W. R. Raudenbush, '03; Hubert Burnham, '05; R. G. Merritt, '06; A. A. Brand, '14; his guests, A. A. Olson, A. H. Pendleton, Swift Riche, '14, his guests, Col. Lanning Macfarland, AUS, Willard Macfarland, Lt. Comdr.

Carl H. Brick, USNR, John H. Brick, Lawrence C. Fay, F. M. Maichle, '20, A. W. Burket, '20; R. D. Sullivan, '22; E. T. Walker, '22, his guest, Paul Dunikin; A. V. Rudd, '22; L. N. Baker, '23; Capt. J. M. Carson, '25; Lowell M. Kirk, '27; Edgar Nelson, '30, his guest, A. R. Deatherage; Comdr. R. F. Jennings, '30, his guest, Lt. Comdr. Henry Penfield, USNR; G. E. Mumma, '34, his guest, C. B. Caldwell; E. C. McLean, '35; J. C. Shaffer, '37, and W. J. Mauer, '40.

MARYLAND Cloudy skies and intense heat did not interfere with the regular monthly meeting of the Maryland Association, held 17 July at the Stafford Hotel, Baltimore, Maryland.

After the usual preliminaries, including dinner at 7 o'clock followed by a Bull Session, we were addressed by Rear Admiral Sinclair Gannon, 'GO, USN-Ret., of 14 Thompson St., Annapolis, Maryland, and who is a frequent visitor at our meetings.

Admiral Gannon, in his inimitable style, delivered an interesting and humorous sketch of the old Naval Academy, when he was a Midshipman within its walls. Among those present were:—Franklin D. Karns, '95; Paul L. Holland, '08; George P. Brewster, '16; Erik L. Anderson, '20; Dave W. Hardin, '22; John C. Lester, '22; John T. Waldhauser, Jr., '23; Ernest O. Brown (guest); William C. (Tiny) Schultz, '25; Charles S. Silsbee, '25; J. Leonard Power (guest); John B. Poore, '25; Harry R. England, '27 (Secretary of our Parent Association); Delano J. Fitzgerald, '27; W. Beverly Bristor, '27; Reunah Randolph, '27; Oliver B. Wight, W. D. Sullivan, N. MacDonald (guests); Clifford R. Wise, '41, and others.

Meetings are held on the Tuesday nearest the fifteenth of the month, and a cordial welcome is extended to all Alumni. For further information concerning the Maryland Association please communicate with Erik L. Anderson, '20, Secretary, 3061 Crossland Ave., Baltimore 13, Maryland.

SAN FRANCISCO Although the Navy observes the 4th of July as just another working day, our July meeting of the regular monthly series was held on Wednesday, the 11th, instead of the usual first Wednesday of the month. A most enjoyable meeting it was. We met at 1830 at the Bachelor Officers' Mess, Treasure Island, our regular war-time meeting place. There were 54 present, including Army, Navy, Marine Corps, Coast Guard and civilian members and their guests. Before dinner, we enjoyed delicious hors-d'oeuvres in the lobby, while renewing old acquaintances and having a grand old get-together.

Forming the nucleus of the group of good friends were such regular attenders as Stanford E. Moses, '92, David W. Todd, '95, H. M. Gleason, '99, Hugo W. Osterhaus, '00, W. H. Shea, '00, J. B. Howell, '07, John H. Falge,

•12, George E. Ross, '18, F. A. MacGurn, '21, Ray Kimbell, '26, and Spaulding Trafton, '27.

Called to Los Angeles on business, and therefore missed by many at the meeting were Haller Belt, '08, our capable President, who deserves commendation for the great success of our meetings, and Clyde W. King, '22.

Among those present was F. J. Grandfield, '24, who was a guest speaker at our Feb. 7th dinner meeting, when he gave us a graphic account of the fall of Manila Bay. Serving as Operations Officer in Cavite on the staff of Admiral Rockwell when the' war began, he was evacuated by submarine from Corregidor.

It was like old times seeing Hap Lyon, '25, Lt. CoL, USMCR, just back from Tinian, where he says he left the situation well in hand.

We were also most happy to see Wallace I. Gearing, '14, now on terminal leave upon the expiration of which he will go to inactive duty on the retired list.

And we said "Good-bye" too, for it is the last meeting for a long time at which we will have the pleasure of having with us Commander Martin E. Carlson, USNR, popular commanding officer of the Frontier Section Base on Treasure Island, who has received orders to an important Pacific Island.

As for the dinner itself, it was superb with a menu hard to beat. Our thanks to Lt. C. S. Smith, USNR, Manager, Treasure Island Messes.

Cards for the name and class were passed around the table, as usual. The remarks found on some of the cards were as follows: R. W. Schumann: "Down with the Mayor of Atherton, says Lurie." (Editor's note: Jim Howell is the mayor.)

Louis R. Lurie: "I want a new Mayor."

George P. Smallman: "Atherton politics principal topic of conversation, inspired by Louis Lurie."

H. M. Gleason: "Some dinner."

O. V. Calhoun: "Good dinner and good time, as always."

P. W. Mourer, Jr.: "What chow—and without red points."

After dinner, James B. Howell, '07, chairman for the evening, told an entertaining story or rwo before introducing Dr. Karl Brandt, noted Economist and Professor of Agricultural Economics, Food Research Institute, Stanford University, whose topic was: "What to do with Germany." The guest speaker is a striking looking man, age about 45, six and a half feet tall, erect, dynamic and forceful. Born and raised in Germany, he was a Director of the German Institute of Agricultural Marketing and a Professor at the University of Berlin prior to his emigration in 1933. Now a naturalized citizen of the U. S., he was a Consultant for the U. S. War Department on Food Economics in 1943.

Dr Brandt gripped the attention of all hands while he read his well prepared paper, and at the conclusion a storm of questions arose. The doctor proved himself a past master at this give and take during the question and answer period, giving direct, good-natured, straight-forward replies. Although there were many who still had questions to ask, the chairman, because it was getting late, reluctantly ended the meeting with a rising vote of thanks to Dr. Karl Brandt.

The gratifying attendance included the following members: Stanford E. Moses '92, David W. Todd '95, A. F. Huntington '98,

103

Index to Advertisers 66 Aerial Products. Inc 63 H e n r y Radio 7 Aero Manuscripts, Inc 86 H i l b o r n - H a m b u r g e r , Inc 85 A e r o Publishers 76 H o w a r d & Foster, Inc A i r Cruisers, Inc 101 International Business Machines American Aluminum W a r e Co. . . 95 13 Corp American Zinc Sales Company . . . 55 International F l a r e Signal D i v . of A r c E q u i p m e n t Corporation 12 5 T h e Kilgore Mfg, Co Dorsey C. Anderson 76 52 Annapolis Banking & T r u s t Co. . . 49 F , L. Jacobs Company 12 Asiatic Petroleum Corporation . . . 88 Joyce Aviation, Inc John C. Knipp & Sons 78 T h e A t l a s Tool & Designing C o . . . 59 T h e Leland Electric Company T . C. Baker Company 101 Inside Front Cover B a m u m Forge Company 93 Liggett & Myers Tobacco Co. T h e L. A . Benson Co., Inc 64 Outside Bacli Cover Bi-Lateral F i r e H o s e Co 9 Link Paper Company 82 Blaw-Knox Company 101 H a p Lyon '25 53 M. B o m & Company 75 McDonnell Aircraft Corporation . .

2 Boulin I n s t r u m e n t Corporation . . . 100 Marlin-Rockwell Corp 72 Bradley-Goodrich. Inc 86 Breco Mfg. Co 9 M a r q u e t t e Metal Products Co. . . . 14 Brown & Williamson Tobacco Corp., 78 Minneapolis-Honeywell Regulator Co Inside Bacti Cover Calvert School 93 T h e Missouri Valley Bridge & Iron Co 81 Carey Machinery & Supply Co. . . 100 Carvel H a l l Joseph P. Cattie & Bros., Inc T h e Centerless Grinding Co., Inc. T h e Cleveland Container Co Cleveland D>esel Engine Div. General Motors Corp Cluff Fabric Products Columbia Aircraft Corporation . . .

Cox and Stevens Aircraft Corp. . .

T h e Crosse & Blackwell Company

W m . D . Gibson Companv I. H . Grancell G r a v e l ! and Minick Guided Radio Corp

99 National Electrical Machine Shops, 95 Inc 93 National Screw & Mfg. Co 12 Pacific Bridge Company Pollak Mfg. Co 4 57 T h e Radio Corporation of America 60 Raytheon Manufacturing Company.

9 S. W. Rice Corporation 81 T h e Selig Company Solar Light Co 96 Southern Aircraft Corporation . . . .

1 A . G. Spalding & Bros 3 Spencer. White & Prentis, Inc. . . .

99 Standard Forgings Company T h e Standard U l t r a m a r i n e Co. . . .

48 45 Tinnerman Products. Inc 69 T r a d e Wind Motor Fan. Inc Tycoon Tackle, Inc 88 R. K. Tyra Co 101 T h e U . S. Axle Co., Inc 99 99 Van Roy, Inc

T h e Hallicrafters Co H a m m o n d L u m b e r Co. & H a m mond Shipping Co H a w l e y Products Co R. C. H e l l e r Company. Inc

9 Watson Elevator Co T h e Wean Engineering Company, Inc 100 6 Whittlesey House, Inc 61 Wittek Mfg. Co

De Laval Steam T u r b i n e Co Douglas Aircraft Co., Inc Electric Boat Co Electric Tachometer

Corp

Fairbanks. Morse & Co F o l m e r Graflex Corporation Brad F o o t e G e a r W o r k s

H. M. Gleason '99, Hugo W . Osterhaus '00, W . H . Shea '00 (C.G.) '02, James B. Howell '07, John H . Falge "12, S. C. Stengel '14, Wallis Gearing '14, Davenport Browne '17, Ned Marbourg '17, W . J. Morcott '17, R. H .

Henkle '18, George E. Ross '18, Mertin C. W a d e '18, F. A. MacGurn ' 2 1 , G. C. Miller ' 2 I B , James Reisinger ' 2 1 , J. Y. Dannenberg '22, Swede Meyers '22, M. M. Dana '23, E. R. Duncan " 2 3 , F. J. Grandfield '24, Arnold Kline '24, H a p Lyon '25, Carl J. Forsberg '26, Ray Kimball '26, Peter W . Mourer, Jr.

104

96 71 96 100 51 31 8 65 4 43 6 96 S 95 91 85 95 93 82 47 6 54 8 91

'26, Oscar Stiegler '26, F. W . Hesser '27, Spaulding Trafton, Jr. '27, E. P. Burton '28, A. M. Gray '29, H . E. FerriU ' 3 1 , S. E Nelson ' 3 1 , F. U. Weir ' 3 1 .

Others, some of whom are members, whom we were delighted to have present, were as follows: Dr. Karl Brandt, Guest Speaker; Frank Corbesier, nephew of the Naval Academy swordmaster; Louis R. Lurie, Howard Maples, Past President of the California Lawn Tennis Association; Philip H . Pierson, M.D., R. Adm. E. D. Jones, U. S. Coast Guard

Academy '07, Capt. R. W . Schumann, SC, Hobart '04, Capt. George P. Smallman, SC, Lt. Col. Herbert D . Walter, Specialist Corps, Army Reserve ( R e t ) , Comdr. Martin E. Carlson, U S N R , Lt. Comdr. O. V. Calhoun, MC, Lt. James J. Blewett, California ' 2 1 , Lt. Frank Kessler, U S N R , Asbury ' 3 2 , Lt. Phipps 1.

Rasmussen, SC, U S N R , Lt. Bill Saunders, U S N R , Washington ' 3 3 , Harold Turnblad, Associated Press, Lt. (j.g.) Frank B. Williams, USCGR. Our regular monthly dinner meetings are held on the first Wednesday of each month at 6 : 3 0 P.M. in the Bachelor Officers' Mess, U, S. Naval Training and Distribution Center, Treasure Island. For any information, write or p h o n e Haller Belt ( ' 0 8 ) , 593 Market Street, San Francisco 5. (Telephone GArfield-0695.)

WASHINGTON, D. C. The Washington, D . C. Branch of the Naval Academy Association held the May monthly luncheon meeting on Thursday, at the Roger Smith Hotel.

T h e Association was honored by the attendance as guest speaker of Vice Admiral Ben F. Moreell, Chief of the Bureau of Yards and Docks. Admiral Moreell gave a very interesting talk and showed an excellent film on the activity of the Seabees in this war.

Regular monthly meetings are held promptly at 12:30 on the third Thursday of every month at the Roger Smith Hotel. The complete luncheon is over in one hour. All Naval Academy Alumni are invited to attend.

T h e July luncheon meeting was held on Thursday, at the Roger Smith Hotel.

Rear Admiral W . J. Carter, USN, Chief of the Bureau of Supplies and Accounts was the guest speaker. Admiral Carter depiaed the part the Bureau of Supplies and Accounts has played in this war, emphasizing the establishment and oi>eration of the "Pipe Lines to the Pacific."

T h e President, Rear Admiral Qark H. Woodward, '99, announced that two members, Lt. Comdr. Arthur E. Tarantino, USMS, and Mr. Larry R. Becht, had been eleaed National Trustees for a term of three years commencing 1 July 1945.

The Treasurer, Mr. T. J. Hurd, 1625 South Capitol Street, Washington 2 5 , D . C , is still accepting contributions to the Organization either on a contributing or a membership basis. Two tj'pes of membership for the purpose of assessing dues have been estabhshed.

An a a i v e member pays annual dues of S 12.00 and is entitled to attend the ten ( 1 0 ) monthly luncheons for the year 1945-46 free of charge.

An inaaive member pays annual dues of S2.00 but each luncheon costs him $1.50. The membership cards are given to each member.

Those who subscribe as active members have their cards attraaively laminated.

D u e to the warm Washington weather, no meetings will be held in August and September. Our next luncheon meeting will be ar 12:30 P.M. on Thursday, 18 O a o b e r 1945, at the Roger Smith Hotel. All Naval Academy Alumni are invited to attend a fine luncheon and hear an interesting speaker. For further information please communicate with Lt. Comdr. Arthur E. Tarantino, USMS, Room 701, National Theatre Building, 1325 E Street, N . W . , Washington D . C , (phone Executive 3340, Extension 1009) or Mr. Larry R. Becht, ( p h o n e Executive 4 6 0 0 ) .

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