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The Navy’s new "sea control” concept of seapower for the 1970s is being brought a step closer to implementation in the Pacific Fleet, with reorganization of a carrier air wing and conversion work on the USS Kitty Hawk (CVA-63).
Admiral Bernard A. Clarey, U. S. Navy, Commander-in-Chief, U. S. Pacific Fleet, announced at his headquarters at Pearl Harbor, that Attack Carrier Air Wing 11 (CVW-n), which deploys in the Kitty Hawk, will be expanded to include five antisubmarine
squadrons, in addition to the three attack and two fighter squadrons now assigned. The Admiral said that the change will give cvw-n a full antisubmarine warfare (ASW) capability in accordance with the conversion of the Kitty Hawk from an attack carrier (CVA) to a multi-purpose carrier (CV).
The sea control concept is based on "generalized” Fleet task units capable of conducting any type of combat operation required to maintain control of the seas, whether against surface, air, or submarine threat. This tactical reorientation from more specialized ships and task units, provides greater flexibility of naval forces and more naval power for
defense dollars spent. Admiral Clare)' added that all the Navy’s carriers will eventually be converted to the multi- purpose CV configuration.
The sea control concept also envision* the development of several new types of general-purpose ships, smaller an<l cheaper and, thus, available in large* numbers. These include attack subm*- rines, patrol frigates, missile-armed h)- drofoils, and sea control ships.
The sea control ship is to be mode*1 in size and carry jet fighters, capable 1,1 vertical take-off, and ASW helicoptef* She will provide seaborne airpower t0 task forces operating without the PtCr tection of aircraft carriers.
Notebook 119
Navy’s Fleet Fuel Conversion Reaches The Halfway Point
(NavNews, 1 June 1973)
The Navy has passed the halfway point in conversion of its modern boiler-powered Fleet from NSFO (black oil) to the cleaner-burning distillate fuel (ND). Approximately 180 of the 330 ships slated for conversion are now burning ND.
The cleaner fuel has eliminated many maintenance chores associated with burning the old NSFO, has reduced the necessity for blowing tubes from once per watch to once per week, and has tripled the interval for inspecting firesides, extending it from 600 to 1,800 hours.
Officials at the Naval Ship Systems Command say the Navy’s conversion to a distillate fuel represents significant improvement in overall Fleet material readiness. More ND conversions are currently underway.
Navy Returning To Sunken Hulk Believed To Be The USS Cyclops
{The Washington Post, 22 June 1973)
A retired Navy diver says he thinks he stood on the deck of the sunken mystery ship Cyclops,* which vanished with 309 persons on board more than a half-century ago.
The Navy believes Dean Hawes might be right and, therefore, will try to relocate the wreck.
"We can’t discount that it could be Cyclops," said Navy Captain L. H. Bibby, assistant chief of staff for operations at submarine headquarters in Norfolk. "The probability is extremely remote, but from his description, we can’t rule out that it could be the Cyclops."
Hawes said he stood on the deck of the ship in 1969 in about 180 feet of water some 70 miles off the Virginia coast. The hulk had been spotted the year before during a search for a sunken submarine, but never had been identified.
The Navy will send out the salvage ship USS Kittiwake (ASR-13) in September to relocate the vessel. It will use the
C. A. Nervig, "The Cyclops Mystery,” pp. 148- 151, July 1969; and pp. 91-93, January 1970 Proceedings.
operation as a training exercise for Navy divers.
The Cyclops is listed by the Navy as its most baffling riddle. She disappeared in 1918 while en route to Baltimore from the Barbados with 309 passengers and crew. She was loaded with 10,000 tons of manganese ore.
Editor’s Note: Recurrent expressions of interest in the Cyclops disappearance frequently prompt inquiries regarding material previously published on this subject. Accordingly, for the benefit of those who may wish to pursue the subject further, listed here are those issues of the Proceedings in which reference is made to the Cyclops: January 1920, page 55; April 1920, page 603; September 1923, page 1, 569; January 1929, page 50; July 1934, page 952; May 1937, page 634; July 1969, page 148; and page 91, January 1970.
Wasp Makes Final Sting Before Being Scrapped
(Richard Phalon in The New York Times, 19 June 1973)
Although the aircraft carrier USS Wasp (CVS-18) picked up her quota of battle stars in the Pacific during World War II, she was never known as a lucky ship and she lived up to that reputation on her last voyage.
Heading up Newark Bay under tow by five tugs on her way to the ship-
breaker’s yards in Kearny, the 30-year- old ship sideswiped a Penn Central lift bridge with an impact that left the structure jammed in the open position for six hours.
Damage to the 890-foot-long ship, purchased for scrap for $505,250 in May by the Union Mineral Alloys Corporation was minimal. She lost part of her railing.
The Coast Guard initially reported that the Wasp's radar mast had been sheared off in the accident. The Service backed water on that account, however, when both the Moran Towing & Transportation Company and River Terminal Development Company, which is scrapping the ship, said the mast had been removed before the Wasp left the Boston Navy Yard on 15 June
"We removed it,” said Captain Leonard Goodwin, operations vice president for Moran, whose tugs handled the tow, "so we wouldn’t have any clearance problems.”
It was not mast height, but the ship’s 102-foot beam that caused the problems. The railroad bridge, the link for a freight line between Newark and the Penn Central’s Greenville yards in Jersey City, was fully open as the ship began going through.
Frank Kobola, general manager of River Terminal, which will spend about a year dismembering the Wasp, thinks a gust of wind was the trouble. "I would say the wind caught her,” he said. "Her entire superstructure acts like a sail and
until the tugs could reposition her she turned slightly and sideswiped the bridge.”
According to a spokesman for the Penn Central, the 262-foot-long span took two blows—one hit the cribbing that protects the bridge’s concrete abutment from such collisions, and the other damaged the control boxes, guides, and
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catenary system that control the lift mechanism.
The double-track bridge was frozen into the open position from 9:27 a.m., when the accident occurred, until 3:30 p.m., when Penn Central engineers decided the bridge could be gingerly lowered into the closed position.
The bridge, a major link in the rail line when the Greenville yards generated much of the freight ferried across the Hudson River to Manhattan, is now used only to serve local customers. A Penn Central spokesman said that one or two freight trains a day crossed the bridge now.
The route the Wasp used is heavily traveled by other big craft on their way to their last harbor and the cutters’ torches at River Terminal’s docks in the old Federal Shipyards at Kearny.
Ship Anchor Chains Tangle But Not U. S., Soviet Crews
(Paul Hofmann in The New York Times, 12 June 1973)
A warship of the U. S. Sixth Fleet and a Soviet cargo vessel fouled anchor chains in Genoa a few days ago.
Not long ago, an international incident might have ensued, with messages flashed to Washington and Moscow. As it was, however, the master of the Soviet freighter genially came on board the American ship, and both vessels were quickly clear again.
Earlier this year, during an international naval visit to the Ethiopian seaport of Asmara, officers of the amphibious transport dock USS LaSalle (LPD-3) and of a Soviet warship exchanged visits, and a Soviet admiral allowed an American photographer to take pictures on board his ship.
And when Vice Admiral Daniel J. Murphy, U. S. Navy, took over as commander of the Sixth Fleet, a Soviet newsman, representing the Novosti agency, was invited to attend the ceremony on board the USS John F. Kennedy (CVA-67) anchored off the port city of Gaeta, between Rome and Naples. Afterward, the Soviet guest had pictures taken of himself surrounded by grinning American sailors.
These and similar episodes reflect the new amicable relations that lately have
developed between the two mighty naval forces that ply the strategic waters from Gibraltar to the Bosporus, southern Europe to the Middle East.
Earlier, tension was the rule as the Soviet Union built up a Mediterranean fleet to rival the Sixth Fleet, which has been stationed in the Mediterranean for almost a quarter of a century.
During past years, critical moments were frequent when Soviet warships came dangerously close to U. S. vessels- Now, a Sixth Fleet officer reported "there is no longer any cutting in, no close maneuvering.” He said: "American and Soviet admirals now signal compliments to each other when their flagships have encounters at sea. There is quite a lot of chitchat between us and the Soviet units.” However, Soviet ships continue shadowing the Sixth Fleet’s movements at all times. The U. S. Navy keeps track of the Soviet Mediterranean fleet mainly by carrier-based air reconnaissance.
For a mariner, the Mediterranean is a badly cluttered sea. An average of 2,000 ships are underway in it every day- Their engine and propeller noises complicate detection of Soviet submarines by American and Allied units.
A Sixth Fleet spokesman said that the Soviet Union now had more than ten nuclear-powered and conventional submarines cruising the Mediterranean an^ that over-all Soviet naval strength there was the greatest in a year. "This can change quickly,” the spokesman explained. "They send or withdraw hah a dozen units through the straits between the Black Sea and the Mediterranean, or by way of Gibraltar.”
The Soviet Mediterranean fleet consists of 40 to 45 vessels and 60 to 7® vessels during peak periods. They usually include one or two antisubmarine helicopter cruisers, but there are none there now. The cruiser Moskva left for the Black Sea in May.
The Soviet Union’s first aircraft carrier, recently launched in a Black Sea shipyard, will be commissioned in about 30 months and is expected, after a train- ing period, to appear in the Mediterranean for yearly permanent service.
This will significantly enhance Sovie( military strength in the area. The Sixth Fleet has one or two aircraft carriers, which have given it a decisive edge over
Notebook 121
the Soviet naval forces in the Med.
The Sixth Fleet is a complex of 40 warships, 200 aircraft, 25,000 men and a number of women in shoreside support jobs. The United States also maintains a force of nuclear and conventional submarines in the Mediterranean, and last year it acquired homeport rights for the crew of a submarine tender on the island of La Maddalena north of Sardinia.
During a visit to the carrier Kennedy, former Defense Secretary Melvin R. Laird said that contacts were being continued to arrange an exchange of visits in the Mediterranean between the U. S. Secretary of Defense and the Soviet Defense Minister. One of the matters to be discussed, Laird suggested, may be avoidance of incidents at sea.
The Sixth Fleet both maintains an American military presence in the Mediterranean and is the core of Allied forces guarding the southern flank of the North Atlantic Treaty Organization.
In its NATO role, the Fleet cooperates with the navies of other allies, sometimes leading to unexpected problems. One occurred on 25 May, when a Greek warship dropped out of joint naval exercises off Sardinia and sailed into the territorial waters of another ally, Italy, >n a rebellion against the Athens government.
The commander of the Greek ship, the destroyer Ve/os, and 30 officers and men obtained political asylum in Italy, but the remainder of the crew of 270 refused to join them. A new command- >ng officer took charge of the destroyer and sailed her back to the Allied squad- ton in the western Mediterranean, where she resumed the exercises together with American, British, and Turkish ships.
Navy Resumes Naval Reserve Merchant Marine Program
(Navy Times, 13 June 1973)
The Chief of Naval Operations has re-established the Naval Reserve’s Merchant Marine Program,* which is designed to maintain trained naval officers on board all of the nation’s merchant marine vessels.
*See \V M. Miller, III, "The Merchant Marine—Awash in Manpower Problems,” October '572 Proceedings, pp. 61-69.
In OpNav 5440, signed 29 May, Admiral Elmo R. Zumwalt, Jr., U. S. Navy, says the purpose of re-establishing the Merchant Marine Reserve is to achieve a "stronger relationship and coordination between the merchant marine and U. S. Navy.”
Although the program is to be operative by 29 June, details have not yet been worked out. Sources indicated that the program will center around companies set up in each major port, and will include commissions for limited duty officers without college degrees.
IESC Is Organized To Assist Undeveloped Countries Build
Rear Admiral John Harllee, U. S. Navy (Retired), a Naval Institute member and Proceedings contributor and former Chairman of the U. S. Maritime Commission, recently completed an unusual three-month assignment as advisor to the Moroccan government on the development of that country’s merchant marine.
Admiral Harllee’s assignment was a voluntary one made as a member of the
International Executive Service Corps (IESC), itself an unusual organization of American businessmen interested in speeding the economic growth of developing countries. Organized in 1964, and supported in part by the U. S. government, IESC also receives financial sponsorship from some 200 major U. S. corporations and over 100 leading companies in other countries. IESC is managed independently by private businessmen and the organization recruited experienced executives to volunteer for short-term assignments abroad with locally-owned firms which request their assistance. Most, like Admiral Harllee, are recently retired; others are still active in business and are made available by their U. S. companies.
In the less than ten years of its existence, IESC has approved requests for assistance from 3,200 enterprises in 51 countries of Latin America, the Middle East, Southeastern Europe, Africa, and South and East Asia.
Information about this uniquely American organization and its current recruiting needs can be obtained from the Director of Executive Selection, IESC, 545 Madison Avenue, New York, N.Y. 10022.
U. S. Tanker Fleet Growth Is Predicted By New ACFN Study
(Don O’Shea in The Journal of Commerce, 20 June 1973)
A significant growth potential for the U. S.-flag tanker fleet was forecast by an official of a shipping organization which represents American companies controlling tonnage under Liberian and Panamanian registries.
In a soon-to-be-released study by the American Committee for Flags of Necessity (ACFN), an increase in U. S. tanker-borne oil imports from 2.7 million barrels a day in 1970 to more than nine million barrels daily in 1980 is envisioned, based on this country’s energy crisis.
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The challenge and opportunity to build up the U. S. tanker fleet was underscored in a luncheon address by Philip J. Loree, chairman of the American Committee for Flags of Necessity. He declared that tanker requirements to fulfill this country’s fuel needs by 1980 will be roughly nine times those of
^ Navy Dept., Washington,
1970. It was stressed by the ACFN chairman that these figures relate only to U. S. oil import trades and do not include the domestic tanker routes where only American-registered tankers can be employed by law.
"Assuming that environmental and other objections to American deepwater facilities are overcome,” Loree said, "we foresee fleet requirements by 1980 equal to 135 small tankers (45,000 tons deadweight), 285 medium tankers (70,000 tons deadweight), and 72 very-large- crude-carriers (250,000 tons deadweight).” If these facilities cannot be built, the committee chairman indicated that 135 small tankers and 555 medium size tankers would be required.
In his concluding remarks, Loree told his audience that this country has sotn^ of the most innovative and resource^1 tanker operators in the world. That the country’s merchant mariners are secon0 to none and that the government |S committed to supporting U. S. tanked on a staggering scale. With these advaf tages, he expressed confidence tfo1 U. S.-flag tankers can become comf*1 itive in international shipping.
Thus, as the new ACFN study indicates, the nation’s overall tanker requirements are growing at such a pace that in order to have adequate deep-sea oil ship coverage in a future national emergency it be necessary to have more tankers under U. S.-flag registry as well as those flying the so-called flags-of- necessity—Liberian and Panamanian.
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Loree pointed out that American tanker operators can achieve their share of the market by taking advantage of the Merchant Marine Act of 1970 where he emphasized, tankers are eligible for the first time to obtain construction and operating subsidies to equalize costs with foreign vessels.
"Even now,” the ACFN official said, "we can see the beginnings of a healthy U. S.-flag participation in the international trades, with 18 modern tankers and oil-bulk-ore carriers totaling more than two million tons deadweight no*' on order or under construction in U. S- shipyards.
This progress could be intensified, he stated, if the "senseless restriction of the Grandfather Clause in the 1970 Act (divestiture of foreign vessel ownership) was eliminated to permit more American companies to qualify under the act-
Loree took note of the flurry of cargo preference bills which have been submitted to Congress. "A remarkable fact about this activity,” he said, "was that 45 of the 95 congressmen are from the Middle Atlantic and Northeastern states, areas which in the near future will be 100% dependent on tankerborne oil imports. These states will be among those most vulnerable to the tanke( transportation costs, not to mention disruptions in the tanker supply system resulting from the inflexible deploymen1 of the oil carriers and from labor cfo’ putes involving vessels locked into these trades.
"Equally remarkable is the fact tha1 if one of these bills (cargo preference) were passed tomorrow, there would be virtually no U. S. tankers available t0 carry the oil. Today, because of increaS' ing oil movements and American tankers being used in the big Sov>e| wheat deal, every tanker is employed* as far as he knew, the organization he*" declared.
STAMP Album—Marines may be flying Jeep-like vehicles, such as these shown in this artist’s concept, if current feasibility studies prove out. The Small Tactical Mobility Platform (STAA1P) would be a simple VTOL vehicle, capable of being operated with minimal training. About the size of a Jeep, the little craft would seat two men, and operate over a 15-mile range with a 500-pound payload. The Marine Corps says that the STAMP vehicle could be used for reconnaissance, courier and liaison missions, artillery spotting, and evacuation.
Sounds Of The Sea Remain With Mariners For Lifetime
(Lieutenant D. J. Godsoe, U. S. Navy (Retired) in the Sasebowl News,
Sasebo, Japan, 26 January 1973)
Mariners are attuned to the sounds of their profession fully as much as the leader of a symphony orchestra is to his. Experienced seamen and engineers know almost instantly when there is a change in the tone or rhythm of the ship.
The sounds of the sea, the ship, and the shore once experienced, remain with one a lifetime. I can recall the agonized travail of the USS Auk’s triple expansion reciprocating engine when the bearings got hot as the ship labored through a cold North Atlantic sea. The ship had to heave to as the engineers made repairs while she rolled from gunwale to gunwale. The sound of the engine was music when we moved ahead again. That was 54 years ago.
Lightships up and down the seaboard, each with her distinctive fog signals were welcome sounds as we groped cautiously through the fog. We could feel, as well as hear, the deep-throated moan of the fog siren on the San Pedro Breakwater.
Approaching San Francisco, in fog, we would listen for the radio sound of the light vessel’s fog signal, start our stop watch, and then listen for the steam fog horn sounded simultaneously with the radio. The elapsed time divided by 5.5 would give us our distance off. San Francisco fogs were so thick, they looked like yellow smoke.
Notebook 123
Although it was 53 years ago, I can still hear the breakers on a New Jersey beach as a rent in the fog revealed beach cottages on a cliff almost within spitting distance! That day, the captain rang up emergency full astern and then pulled backwards on the annunciator bandies.
Early in the war with Japan, when the captain ordered, "Sound general Quarters,” the general alarm switch Would be tripped; the bugler would sound off; then the boatswain’s mate of the watch would stand in front of the pA system mike and with his call commence the long, "All hands” followed by, "Man your battle stations.” Now an fid-time boatswain’s mate with massive lung power could prolong the call and the word to great length. This was fine
in the piping times of peace, but when the word "Stand by to repel enemy aircraft” was to be passed and the enemy was closing 200 knots, there could be no long shrill piping of the call.
In another ship, the quarterdeck was of bare steel. Directly underneath was our berthing compartment. In port, we always knew when Lieutenant Terrance had the deck. He was enamored of all things British, and one of these things was hard leather heels, no O’Sullivans for him! We would listen to his evenly spaced tread as he paced the deck, each step like a miniature trip hammer.
My memory bank has these sounds of the sea stashed away:
The clack-clack of the signal searchlight shutters, boilers popping off, safety valves lifting.
The splash of a lowered boat as it hits the water.
The vibration of the smokestack guys as the ship works up to 30 knots.
The blowing of tubes in the dark of night.
Blowing down the evaporators.
The whine of the blowers at night, when
we strained our ears for the sound of an enemy submarine on the surface charging batteries.
The sad sound of the drums for a man stripped of his insignia and drummed in disgrace from the Navy Training Station, Newport, Rhode Island, circa, 1919-
The piercing notes of reveille on a January morning in 1919 at 0530, as first heard by a homesick and bewildered sailor.
The clear bugle notes from Japanese men o’war anchored in Chinese ports. We said the words were, "Asahi Beer!” "Asahi Beer!”, we did not say "Asahi,” we said "Ah-shy Beer.”
The tolling of the ship’s bell when we slowed to pass Mount Vernon on the Potomac.
The rapid striking of the ship’s bell as a fire alarm.
The sounding of the ship’s bell when anchored in fog.
The drumming of empty five-gallon tins by Samoans in their longboats; the drumming on hollowed hard wood, called bells, at the Siva Siva dances.
The sound of turrets in train.
The squeak-squeak of heavy sweeps propelling junks up the rivers of China at night.
The stomach-clutching crunch of a torpedo exploding in your ship.
The old testing of the siren and whistle prior to getting underway. (In Hsinho, the Tulsa
blew a swallow’s nest out of the siren one morning in the spring).
The sound of Washing Machine Charlie, that inevitable single Japanese plane over out forward bases along about 2200 nightly.
The list of meaningful sounds heard in this man’s Navy is inexhaustible. Every engineer, communicator, gunner, commissary man, and hospitalman, has his ears and senses attuned to the sounds of his profession or to the ominous lack of them.
Footnote: Seamen abhor the word "ringing” of a bell; instead, we say "You wring socks and strike bells.’’
Automatic Landing System Installed At Cecil Field
(NavNews, 23 March 1973)
If you can’t have more electronics men, try to have better ones.
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With the Navy’s certification of a new remote automatic landing system at Jacksonville, Florida, Cecil Field Naval Air Station has become the first
installation of its type to offer a fully automatic landing system with multiple runway coverage. Cecil Field is the Navy’s primary East Coast recovery and training area for the A-7 Corsair light attack aircraft.
Built and installed by the Bell Aerospace Division of Textron of Buffalo, New York, the system is a land-based version of the company’s carrier-based AN/SPN-42 all-weather automatic landing system currently in operation on board nine Navy aircraft carriers. Both systems permit fully automatic, hands-off landings.
Designated the AN/SPN-42T2, the system at Cecil Field has logged 10,857 approaches. Unlike earlier Bell land- based systems, the SPN-42T2 is fully integrated into the Air Station with its runway-located radar being operated and monitored from the installation’s existing radar air traffic control central facilities.
At Cecil Field, where air traffic controllers work with eight runways and 15 different touchdown points, the SPN- <2T2 is capable of handling 120 aircraft per hour. In essence, the multi-runway coverage of the new system enables Cecil Field to electronically "rotate” its runways into the wind.
The system is currently being used primarily to train Navy pilots and operators in the use of Bell’s carrier-based landing system.
In a related program, the Naval Electronics System Command awarded Bell a contract for a second remote automatic landing system that will be installed and operated at Whidbey Island
Naval Air Station near Seattle, Washington. This system is scheduled for delivery in December of this year, and should be ready for full operations by mid-1974.
New Class Of Sub Rescue Ships Commissioned At Hunters Point
(Drydocker, 4 May 1973)
The first of the Navy’s new class of submarine rescue ship, the USS Pigeon (ASR-21) was commissioned 30 April at Hunters Point Naval Shipyard, San Francisco, California.
The Pigeon's addition to the Fleet is a long-awaited contribution to the safety of the submarine force. Her services will be a demonstration of new advances in ocean engineering technology.
This new class of submarine rescue ship will be the first ocean-going cata
Notebook 125
maran ship built for the U. S. Navy since Robert Fulton’s twin-hulled gunboat Demologos in 1814. This design will provide a large deck working area, facilitate the raising and lowering of sub- mersibles and underwater equipment, and give improved stability when operating equipment at depth.
Each hull of the ASR is 251 feet long and has a beam of 26 feet. The well between the hulls is 34 feet, giving the ASR a maximum beam of 86 feet. The ship’s draft is 22 feet 8 inches with a full-load displacement of 4,555 tons.
The Pigeon is designed to handle the Navy’s Deep Submergence Rescue Vehicle (DSRV). The DSRVs are designed to mate with disabled submarines on the ocean floor and remove up to 24 survivors of the stricken submarine and transport them to the ASR or to a nearby "mother” submarine. The DSRV will make as many return trips to the disabled submarine as are necessary to remove the entire crew.
To receive the DSRV, the rescue ship maintains heading at zero speed and lowers the cradle. The submersible locates the cradle with its television cameras and sonar, moves between the cables, and engages them with small "capture arms.” The DSRV then uses her ducted thrusters to move down on to the cradle guided by the capturing cables. The DSRV is latched to the cradle for retrieval by the ASR.
The DSRV is then lifted to the ASR’s main deck where the cradle is disengaged from the bridge crane lift cables. The DSRV can be moved to a posi-
tion over decompression chambers built into the ship (if the rescued submariners require decompression) or to a storage area on deck.
Additionally, the submarine rescue ship carries the McCann Rescue Chamber. This device, developed in the 1930s, is a two-chambered diving bell which can be lowered by a cable attached to the disabled submarine.
Pass-Down-The-Line Notes
30 Jun 1973 | Navy-Marine Corps Reserve |
| Training Center, Santa Monica, Calif. |
30 Jun 1973 | Commander, Fleet Air, Alameda* |
30 Jun 1973 | Commander, Fleet Air, Argentia* |
30Jun 1973 | Commander, Fleet Air, Azores* |
30 Jun 1973 | Commander, Fleet Air, Bermuda* |
30Jun 1973 | Commander, Fleet Air, Brunswick* |
30Jun 1973 | Commander, Fleet Air, Carribbean* |
30 Jun 1973 | Commander, Fleet Air, Hawaii* |
30 Jun 1973 | Commander, Fleet Air, Jacksonville* |
30 Jun 1973 | Commander, Fleet Air, Quonset* |
30 Jun 1973 | Commander Submarine Flotilla One* |
* Operational | commands |
U. S. Navy Shore Establishment— | |
Facilities Modified: | |
1 Jun 1973 | Change Naval Communications Command to Naval Telecommunications Command |
1 Jun 1973 | Change Officer-in-Charge, Naval Medical Data Services Center, National Naval Medical Center, Bethesda, Md., to Commanding Officer, Naval Medical Data Services Center, National Naval Medical Center, Bethesda, Md. |
U. S. Navy Shore Establishment— Facilities Established
1 Jun 1973 Naval Petroleum Reserve No. 4, Barrow, Alaska
Changes in Ships’ Status
Compiled by Lieutenant Commander J. B. Finkelstein, U. S. Navy 1-30 June 1973
Ships Commissioned: | Date: | |
DE-1091 | Miller | 7/30/73 |
Ships Stricken: | Date: | |
asr-7 | Chantideer | 7/9/73 |
ASR-20 | Skylark | 7/30/73 |
Ships Transferred to Naval Reserve Force: | Date: | |
mso-40 | Exploit | 7/30/73 |
mso-509 | Adroit | 7/30/73 |
MSO-511 | Affray | 7/30/73 |
Ships Loaned to Foreign Governments: | Date: | |
LST-1170 | Windham County (Turkey) | 7/1/73 |
pg-95 | Defiance (Turkey) | 7/11/73 |
LST-1161 | Vernon County (Venezuela) | 7/29/73 |
U. S. Navy Shore Establishment— Facilities Distablished:
30 Jun 1973 Marine Barracks, San Juan, Puerto Rico
The USS Monitor Foundation, a non-profit educational and scientific organization, plans to organize an adequately-financed, scientific search for the USS Monitor of Civil War fame, which was lost in a storm off Cape Hatteras, North Carolina, in December 1862, while headed south under tow of USS Rhode Island. A special search and
salvage agreement with the State of North Carolina provides that, if the ship is found and raised, she will be given to the Navy to serve as a public Civil War monument for the sailors of North and South. Inquiries and contributions may be addressed to: USS Monitor Foundation, 1427 N. Nash Street, No. 23, Arlington, Virginia 22209.
1 Jun 1973 Change Navy Fuel Supply Office, Cameron Station, Alexandria, Va., to Navy Petroleum Office, Cameron Station, Alexandria, Va.
1 Jun 1973 Change Navy Subsistence Office, Washington Navy Yard, Washington, D.C., to Navy Food Service Systems Office, Washington Navy Yard, Washington, D.C.
30 Jun 1973 Change Commander, Fleet Air, Lamoore, to Commander, Light Attack Wings, Pacific*
30 Jun 1973 Change Commander, Fleet Air, Moffett, to Commander, Patrol Wings, Pacific*
A superb picture and prose description of how the United States Coast Guard has served the American people from the earliest days of the Republic.
More than 500 illustrations. 8V2" x 11".
$6.95, now at your bookstore, or send check or money order to CROWN PUBLISHERS 419 Park Ave. South, New York, N.Y. 10016