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Comment and Discussion
Contents:
Liberty
EXTRA: Terrorists Attack USN Ship
Maritime Strategy from the Deckplates
Is NavAir Combat-Ready?
Can The Coast Guard Save Itself?
Organizing Ships for Battle
To Fly Safely
Does NFO Mean Non-Flying Organization?
Rickover and Proceedings
Accountability Afloat More Green Needed
Clay Barrow Retires
Beyond Technology
You Are the Republic
Evaluating Sail Training
Rebuilding the Merchant Marine
Needed: A National Interdiction Operations School
ENTER THE FORUM
We welcome brief comments on material published in the Proceedings and also brief discussion items on topics of naval, maritime, or military interest for possible publication on these pages. A primary purpose of the Proceedings is to provide a place where ideas of importance to the Sea Services can be exchanged. The Institute pays an honorarium to the author of each comment or discussion item published in the Proceedings.
Fitness You Can See
Nuclear Torpedoes Sailor Talk
“Liberty”
(See H. Serig and J. Carroll, pp. 49-61, September 1986 Proceedings)
“EXTRA: Terrorists Attack USN Ship”
(See C. Staszak, pp. 33-39, June 1986; W. G. K. Bowen and P. O. Gammage, pp. 19-26, August 1986; J. K. Gruetzner, J. L. Sams, p. 17, September 1986 Proceedings)
William T. Brockman—I wonder how many readers related the lower left picture on page 58 of Mr. Serig’s and Mr. Caroll’s article—which appears to be the quarterdeck watch of the Italian tall ship Amerigo Vespucci—with Commander Staszak’s June article.
It seems that the Italians have made it a practice to follow Commander Staszak’s recommendation to arm the quarterdeck watch with something a little more effective than a .45 pistol.
Editor’s Note; The September Proceedings cover photo of the Coast Guard’s Eagle leading tall ships into New York on 4 July was taken by Howard W. Serig, Jr.
“Accountability Afloat”
(See G. B. Powell, pp. 31-35, August 1986;
P. J. Doerr, M. S. Smith, E. E. Marlatt, M. E.
Duffy, pp. 12-15, October 1986 Proceedings)
Hospital Corpsman First Class Lawrence A. Griffin, U. S. Navy, Medical Department Representative, USS Excel (MSO- 439)—I was moved emotionally and professionally by Captain Powell’s article. The cases he mentions happened during my training at the Advanced Hospital Corps School, San Diego, from October 1984 to September 1985. These unfortunate and preventable “human disasters” reminded us time and time again that, as independent duty corpsmen, we must be guided by a combination of sound medical training, common sense, loyalty to both patient and command, and the awareness of our professional limitations.
After graduation, as I proceeded to my next duty station, I wondered if I would be able to remember, at a moment’s notice, the vast and varied amount of information that had been disseminated during
he last *1°S”
my 48 weeks of training- Asto ^ pital corpsman second class ( . partmeri1 assigned duty as a medicsi c0rnbat'
representative on board a surta ^ ^ ant, I grew more and more n®rVjien that reporting date approached. B" date arrived, I could clearly t ^ b> the advice of my instructors. ^ to re‘ every experience. . • ■ Con ^tybe1 learn day by day. . • . Always ego your limitations. . • • Don t e ^ an cloud your common sense. • • ,,
MO [medical officer] for a<^V1c0ptinen' Captain Powell provides a re^ ^ dation along the same lines. ,ete afl“ for the corpsman is to keep e°n0pes thorough records, to aPPreC1e|UCtanl 10 own limitations, and never be r ^ ^ seek medical advice or help- ^j-C- more members of my common' ^c\c- 8425) will read Captain P°we ‘tive °ul' and gain a positive and c°nstrU . tory to look from it. Let us not allow
More Green Needed
General Wallace M. Greene.
Marine Corps (Retired), -pie^
the Marine Corps 1964-19ciass- issue of Proceedings was ^S.,ten’sit' especially liked Commander r-.
tide “Ideology: The Bear s a ,|tj0n W I liked your breaking with tra,s fie- publishing Commander Bad go^ tional story “Scratch.” It wa*hutiofl ot> to see Major Helle’s contn port* training Marine Corps Secur units in defeating terrorism- j yt'V I certainly hope that you g° , your idea of a quarterly historic: -s aii zine—if the April 1986 slippy jo. example of what you intend jdah111' would also like to see more on t ^ o"
but *2
, ,.cstory
Corps. Commander Mersky »
ye
John Glenn was well done,
id
SSI"*
Corps voices and pictures 'vere^noft^ or very much in the minority 'n on Naval Aviation’s 75th year'
Editor’s Note: We’re 8e,,"’^s ifi11 General—as the contents of ft demonstrate. But we are still a few more good Marine Corp jja'' for Proceedings as well os J History.
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“Maritime Strategy from the
Deckplates”
(See H. C. Mustin, pp. 32-37, September 1986
Proceedings)
Commander Michael B. Edwards, U. S. Navy—As the commanding officer of a shuttle oiler involved in Ocean Safari 85, I share Admiral Mustin’s enthusiasm for the Navy’s efforts in this first critical test of the Maritime Strategy on the Northern Flank of NATO. Although the view from my bridge was certainly limited, the exercise successfully demonstrated that our training of the previous months was good. We pumped several million gallons worth of fuel, which included topping off the entire force in one 36-hour period. One afternoon, HMS Invincible refueled from us while recovering Harriers; the next morning, the USS America (CV-66) took her turn alongside while launching combat air patrols to far-flung intercepts. All of this took place within or near the confines of the Norwegian fjords per the Maritime Strategy.
I hasten to point out, however, that the sustainability of all that striking power can and should be questioned. One oiler, of course, does not a support force make. My ship was a very thin grey line, stretched a very long way, and far too weak a link upon which to base the replenishment of the entire NATO force. Yet, at times during Ocean Safari, such was the case. Granted, there are other oilers and other underway replenishment (UnRep) ships from every NATO nation which could and would be called upon in a war. And, as Admiral Mustin points out, quantifying the logistics support necessary for such operations was a key element of Ocean Safari.
Still, not enough emphasis is placed on sustainability. The Arleigh Burke (DDG- 51) is building, but what about the AOE- 6, the proposed fast combat support ship? Does a Henry J. Kaiser (TAO-187)-class replenishment oiler or a “jumbo-ized” Cimarron (AO-177)-class oiler really replace a multi-product AOE? Can a replenishment oiler (AOR) replace an AOE as the on-station battle group replenishment ship? Hardly. In fact, the numbers of available UnRep ships can be crunched in many ways, but the results, at least to this writer, always come up short. This is particularly true for the kind of offensive scenarios called for in the Maritime Strategy. Given normal transit times to safe restocking points (especially in the Pacific and Indian oceans) and even only minor attrition of replenishment ships, the sustainability of all that striking power must be questioned. And this situation does not even take into account the
requirement to escort the mostly less UnReppers.
The answer is to build more support ships. To sustain the - b)e forces on station we need a tmo _[eaIIi- multi-product ship (like the AO )^ at ing in company with the battle g all times, with all that that imp^ ^nc
cornbat
strikin?
antiair and antisubmarine
escorts1
ei*
\ We fle‘
transits and replenishments). ^ sj,uttlc
full complement of single-pi
ships (oilers,
irodud s
and
ammunition s^s;’ntajp-
combat stores ships) capable
of man
of
fuel
ing the continuous pipeline ^.^_(ecti
sti"
stores, ammunition, and those^-- ^^ing
spares so critical to the modern 0„ forces. By almost any estimate the scenarios called for in the ^ the Strategy, we probably need 1 ^ wavenumber of logistics ships we n°^artinie Consider, for example, the gtrat- Maritime Strategy (“The Mari'1 [nStitUte>
egy Supplement,” U. S. Nava 11 January 1986, page 36—Table ’ calls for ten underway rePe ^.0rld' groups—one for each battle Sr°n
wide. Yet, the fleet has just °^qSinland, as noted earlier, an AOR °r^ capable ply cannot substitute for the n!?r j,aps, ^ multi-product support ship- ‘e _„cs0'
cess
the end, given the undeniable su ^tiu
the striking force which
Admiral
............... o_____ ____ . st pf
lauds in Ocean Safari, the toUtjvjariufllfi of the equation is not doing JJn2aadsUS' Strategy mission, but support' & taining it.
“Is NavAir Combat-Rea(^' „
, * ucus1 .
(See B. J. McMahon, pp. 90-91* ceeft - l9oo ‘
D. J. Carroll, p. 16, October -
V-
5-
Vice Admiral Robert F■ ^U'U ’ fod1' Navy, Commander Naval 1 yK U. S. Atlantic Fleet-
Lieutenaf' ^
.......... .......... >
scribing why, in his exper>ent^'De cO111
|Ji'
Mahon answers his title quest'°I1NlaV.Air
is not combat ready. As the N {rea‘ mander responsible for the com ness of naval aviation in (0 Fleet, I am compelled to resp°n of his basic criticisms. ejnF
► The wrong training goals a^ng g1""
,lif-
There is only one a,
be 1 , .yjr
sized.
for any Navy line officer: to — ^ $
fight and win at sea. For th£^a(0 rea‘
tor, that can be adjusted a . re else fight and win at sea, and anyw j tub well, from a ship at sea or a co (in the case of forward-depl0)^’ ^t tP and maritime patrol [VP])- 10p •-*' win includes exploding weap0^ get. If anyone understands °u .^p, differently, then we have done^ ^ aCceF
ibly bad job of leadership- 31 the blame.
ibef'
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It’s true that in the past much emphasis was put on the things Lieutenant McMahon lists. Many readers will recall observers with stopwatches timing carrier recoveries and green-eyeshade people manipulating data only remotely connected with getting weapons on target. In Naval Air Force, Atlantic (NavAirLant), that sort of evaluation has all but disappeared—there has not been an operational readiness exercise for two years. Other exercises are graded only to give the participants a reference as to whether or not they’re improving, and how they compare with their contemporaries. Most emphatically, those data are not considered when awarding the Battle E, the Clifton, McCluskey, Thach, or Isbell trophies. (Some of it does enter into the contest for the Chief of Naval Operations [CNO] Safety Award.) We have discarded the old ways of data generation and brochuremanship, and now we select the most combat-ready units through continuous sampling of aviation performance by carrier group commanders, functional wing commanders, air wing commanders, the Naval Strike Warfare Center, and my staff—recognizing the best individual unit performance without detailed reports. In every case, the overriding criterion is ordnance on the target, missiles on the bandit, or torpedoes on the sub.
Granted, that method is sometimes difficult because targets, airspace, and flying hours are in limited supply. It also opens to criticism those who do the selecting when they cannot back up their selection with mountains of data—but frankly, I can live with that.
- Safety considerations compromise training.—But what no commander can live with is relaxed safety consciousness. We used to pay less attention than we do now, but we were no more ready. In the year I earned my wings, the Navy and Marine Corps had 2,229 major accidents, destroying 714 aircraft and killing 402 people. The accident rate was 51.2 accidents per 100,000 flight hours. Apply those data to the cost of today’s aircraft and of training today’s aircrews, and you get an inkling of why safety is important. Still, Lieutenant McMahon is correct that safety is not the bottom line; combat readiness is. We achieve combat readiness by training as realistically as we can, but we attempt to preserve our assets as we do. On a selective and carefully supervised basis, such as at Fallon and Nellis, fighter crews can work the lower- altitude regimes. But the fact is that we cannot return to the “halcyon”—but tremendously expensive—past.
- We are not training as we will fight.— Consideration of safety may be construed
Wil1 fiHhct e^clly
truth is that no one can Predl
as not training as we
how we will fight, only that we P e(jid will not fight the next one the w y 0f the last one. So we practice everything. If we had more mon ^gets- aircraft, more airspace, and ^°^e[y0iS' we would practice more of es0lne Some things we practice are a tre- are boring. But naval aviation and've mendous spectrum ot capabi i)” s get- must practice all of it. ThatinC. raftaJ>“ ting off the ship with a full-up a ^jssi01’ weapon system, performing 1 with°ut or missions, then recoven
making the ship steam longer than necessary,
into the ’
aif'
sPinninfforte and
craft quickly for the next e^nSvve,fe doing it all over again. This m ^ training like we’ll fight, at *ea
far a
we can predict.
‘hole
W
of
Yes, there are boring and ■ jt ing” flights once in a while- trajning- not, that surface escort nee, aCOn s°n’| too, to be ready to save your aSjoi'jl day. Don’t begrudge him an surface chance to polish his skills- .j youd guy might be a real friend jsSjoflci airborne with a less than fun pable (FMC) bird. ^
► Material—FMC—indexes & i js
The question of what is and j rnI1ccpI.
wha' *
■od cone ^ft
FMC is a widely misunderstood ajrcra: It may be true that a part'cu 0(1e o'
will be counted FMC even it11 ^ beCaU'‘ more systems inoperable.
FMC, as reported on the daCf ^1$ ’ Maintenance Readiness Repod ajrcfa is the number of full s^ste.0 the ^"n which can be made available nCy.
mere (tak
pi®-
group commander in an eIj. (jon would often require canniba 'z ,,
ing parts from operable
aircraft
...fe ---- “t---- --- neacetiU1, .1,6
cedure we try to avoid m V ^ ot1 herculean deck moves on the P bje 4 air department. Full-mission-c P 0f tifl^j tus is not phony—over a Pen° uy ^ the FMC profile tracks extne^
with another, less known but - sS, rate, measure of aircraft rea ^ (gd , Selected Component Item ^eP a0ce
developed from aviation n,a'^tCjata- material management (3M1 jn cO1'1',. though it is too time consum'nr aj c° 0{
lation to be useful to the opera(jon mander, it is a good ven |0gis£‘£
AMRRs and is critical to -flg
intern5m
system. In any case, it’s im--^q to
isth^f-
iClP
were used, Air Wing-13 °need^1- Coral Sea (CV-43) always 0n ’ CNO-aircraft readiness stan i 1986 combat cruise. The U
SCIR data for FMC run aboui
below AMRR. The difference^ ^ nibalization which would ftaVc^j8 fected. Whether AMRR °r d
(CV
.66)
(CV-60) and the USS
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sustained equally high aircraft
during
in the same combat environ
1986 cruises. The US, Mediterra-
their---------------
(CV-59), now deployed in the p0St. nean, is doing the same in her ^ service life extension progra tllfe, deployment. The better sPareSjne(j peo- increased number of better-tra ^ pay- pic, and improved leadership ar
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constant concern in any mdl,^j[ership
zation. The art of predicting ran'
. . r rCKn .
■tee
~--- ....--------- — r-
not very advanced. No one ca b y,en how an individual will respon . ,nd
the
I1UW an Iliuiviuuai will a**
missiles fly, the explosions ^ ^
life-and-death decisions must
We know from history that at the
startc
''**—j , why combat, some will falter; tha give more people leadership etual com' than we think we will need in aC .
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:time
,eaceu
■yen ihinS
by the “operators” are vital in P tfjn ■ -
if we are to be ready to fight war. And these talents are exclusive: Even today there combat leaders who are themselves as peacetime managers. aSy to
At the junior level, it is n° . p3per' how the division officer toil a,0 getti^ work of a junior officer relates iufl
vit'Z
leaded'
c/&
ordnance on target. Yet, frorn^erS
ir\r rtffir'Are mnct rnmP thC ^ < ,
ior officers must come the morrow who can lead manage in peacetime
of10;
,d
in con,bl #
.mg1?-
Seeming do
would be nice for the junior
nothing but study his Naval ^ ^
■did'
and Operating Procedures tion and tactical manuals, and 7
put
don’t have and can’t afford the ^ sUc( pounders” to provide aviators^
opportunities. Congress is i increase our numbers—in faC’“e w'0u^
is the reverse. More important- u[p
('.ifnrc lean „ |
be sacrificing the future f'- jjioSe * naval aviation by not training -
tential leaders how to lead
peo^
yes, manage the paperwork-
The current system of trai
tion safety, material account'^® ^0<t
achieving combat readiness lSvjeWe‘
perfect. It must be continually ^ ^epts
revised, and re-focused. Recen1
the Gulf of Sidra indicate
that ^
track. Nevertheless, inputs fr0^ a pet1 and everyone who might haV^jt’s jn idea are more than welcome ^ fit.
only way things will get
better;IoPut
__ o_ _ ‘rr]Clur I
Lieutenant McMahon took the)15jgU
his thoughts on paper is a p°sl for the future. It’s just great-
itive •
,b«r‘
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“Can The Coast Guard Save Itself?”
(See J. C. Clow, p. 134, September 1986
Proceedings)
Chief Radioman Monte L. Simpson, U. S. Coast Guard Reserve—I can answer Commander Clow’s question: Yes, the Coast Guard can save itself—if we initiate a good public relations program, and a good education program within the Guard. The Guard’s latest assignment from “Mission Impossible” is antisubmarine warfare (ASW), mine warfare (coastal defense), and drug enforcement. Ojur recruiting programs must be honest and upfront with applicants, and basic training should be mission oriented. Finally, cross training between officer and enlisted personnel of the Coast Guard and Navy would provide interservice training and foster a teamwork spirit between the services. Being good at ASW and coastal defense will enhance our ability to rid the sea lanes of drug traffickers.
Letters and votes can be very effective in gaining support from our lawmakers. We regular, reserve, retired, officer, and enlisted can save our Coast Guard. Thanks, Commander Clow, for evoking thought in this area.
• A T QLlC^’k
deed a sad state of affairs, an je for
whether his COs, who are resP° • e off1'
and exeCH oral' onsible
fighting their ships,
cers (XOs), who are resP°n ^jngthei1 aspects of training, are really adrons jobs. Are the ships’ Parent finis' really helping them by relieving repair trative burdens, expediting cn , $ parts, etc.? Or, are they "he!Pun„eeded ships by making unwanted "'ereco^' assist visits, inspecting serv _enterreC' security clearances, 3M work ^vc ords, and all those other ar®aSaCjinesS' little or no impact on battle , qq let If the squadron commander a ^ ^ir it be known that battle readme ^ in prime concern and the key dete e< it evaluating their ship’s Per*° rnIna('di;r will happen. My squadron c qq N has done just that, and so has .^g Is the XO I make sure the ship s _.Ap [tie
operationally oriented and P^jties leadership and training opp0
make it happen.
its"1
Unlike the ships referred to ia0ut Appleton’s article, if the warday>e tomorrow, we were ready yeshe USS Boston (SSN-703) has won ^ye
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“Organizing Ships for Battle”
{See D. S. Appleton, pp. 30-37, July 1986
Proceedings)
Commander P. J. Ryan, U. S. Navy, Executive Officer of the USS Boston (SSN-703)—Captain Appleton’s approach to improving the battle readiness of our ships is to revitalize the Standard Organization and Regulations Manual, although he readily admits it is “seldom directly consulted on board ship.” I believe that the solution to the problem is less a matter of administrative (re-) organization and more a matter of leadership and training. Also, Captain Appleton’s generalities about the poor state of training and battle readiness certainly don’t apply to any submarine in which I’ve served. Since submarines account for one-fourth of our 600-ship Navy, his generalizations should apply, at most, to the community he knows best.
Captain Appleton states that “the ability of ships to train for battle has declined so much that each ship now requires several weeks of externally assisted refresher training . . . before every scheduled overseas deployment.” He then refers to a respected commanding officer (CO) who devotes the majority of his time to material readiness because “there are no ‘points’ given for maintaining or improving overall ability to fight.” This is in-
Development Squadr° tvW Battle Efficiency “E” f°r 1rade 0 years, and has received “above average” on tactic® ^ evaluations for the last three ^
My ship is ready, and the force is ready. I hope the rest0 takes the cue, new SORM °r
“To Fly Safely” l9g6; v.
(See R. Rausa, pp. 69-73, AuSus* ..^j) Fagan, p. 12, October 1986 Pr°c ^ y
Gunnery Sergeant W F. t
Marine Corps (Retired) 1 . re<,tea
_ . be l0 f aviat
the findings of another showed that aviators go are fl10'
pro-
‘ • x” ' fl
ceedings readers might be in‘ „viati° ter naval #
safety survey from the mid 5ev'efJ,
stages in their careers when t e susceptible to accidents. pilot ^
The first stage was when t ^ ) only about 250 hours flyJf sec°fl
flew like a real “hot shot. hoUt stage occurred at 1,200 j,abi* when the pilot got careless in (r0u If he survived that, he got * j,e again at 5,000 flight hours, w ^ ove
careless and over-confident a» a
estimating his ability to han piUc craft in any situation. When \l$ accomplished pilot reache fj
15,000 hours, he sometimes o occupied or troubled by njiattetudy dld(]t,
Aircraft maintenance is acced s'111
to his flying. Of course, this sW take malfunctioning aircratt ^ ^
has never been suitably a<
iddresse°
,bf ‘
^chanic ^ nava* aviation. Service s° they n! are se^om adequately trained, ence and rhSt '6arn 0n -l0*3 ^ experi- icati0n t i.0U^ ttle'r own personal ded- trainin; 'akln8 advantage of any extra % own ^ortun^es that come along, five aiondf86 *S 3 ®00c* examPle: 1 had Machinist’ schooling at Aviation in 1942 S J^ate School, Jacksonville,
'n the next on n0t another day of training many tj years despite applying for it *° lose a S ^ commanding officer hates
retired in 19°fiTetent mechanic- when 1
course ,. ' > I took a two-year civilian
Nation a i ^ua'ified me for the Federal and Powp lTllnistration (FAA) airframes Cense. j ^ ants (A&P) mechanic’s li- c°Urse in ?° COmpleted an 18-month As an6 ectronic technology.
Mines at 'nstructor in both these disci- ^0undthat Ur,*°ca' comrnunity college, I basically mi 'tary service technicians are '5n°'vIedp Parts~replacers, with little Polices 60Perati°n and maintenance ®aps tw0ana Principles. Very few (per- Craft mechUt °ne hundred) service air- lraining S 'lave the knowledge and Written ana Pass ^AA A&P mech’s !he license Practical exams to qualify for pnowied„e example of this lack of n°stage ® occurred during the Iranian ^ scue attempt, when civilian technicians were required to service the CFI-53 helicopters used. And then, the flight crew members knew so little about their aircraft and their systems that several became disabled en route—one when a crew member stuffed his unneeded flight jacket under a troop seat where it cut off the flow of cooling air to the hydraulic fluid supply of the rotor assembly control mechanism. The piloting also left a lot to be desired.
American military maintenance personnel are specialized technicians, capable in their specialities, but plane captains and crew chiefs who are expected to know about all phases of maintenance are sadly lacking in what they must know.
Perhaps the Department of Defense should develop a corps of highly trained maintenance personnel with training equivalent to that of A&Ps, with additional training for maintaining particular aircraft models. Such personnel might be those with ample service experience and mature outlooks, persuaded to extend their service careers with special considerations. A warrant officer A&P could be assigned to the top technician’s job in an operating squadron where the aircraft maintenance officer (AMO) is usually an aviator with no special technical qualifications. The AMO could head the department as its administrator and test pilot for repaired aircraft, while leaving technical matters, including technical training, to his assistant AMO—the aviation technical officer.
“Does NFO Mean Non-Flying Organization?”
(See K. B. Sherman, p. 104, February 1986;
J. R. Avella, pp. 21-25, April 1986; K. B. Sherman, p. 83, June 1986; R. W. Beauchamp, p. 30, August 1986 Proceedings)
Captain Richard S. Zeisel, U. S. Navy (Retired), ex-P-3AIBIC driver, now employed by Lockheed-California Com- pany—Although Commander Sherman makes a valid point, some of his observations are not only erroneous and misleading, but could be dangerous—if believed. His point is that today’s naval reservist-NFO is being spawned by an all-P-3C regular Navy antisubmarine patrol (VP) force.
When the regular Navy’s evolution from P-3A/B to P-3C first began, the antisubmarine warfare (ASW) fundamentals and tactics that served so well were, basically, sets of manual processes. Today, tactical data manipulation and smoothing, and the provision of decision
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aids, record-keeping, and sensor-operating cues are but a few of the advantages achieved in the newer computer-assisted “Charlies.” For the new reserve NFO, the transition to manual means is impractical from an operational/time sense and almost impossible because manual methods are no longer taught in most cases.
Exacerbating this situation is the lack of a training squadron to retrain him. I, too, decry this loss of experience, talent, and money. (It takes a lot of dollars to train and mature a modem tactical coordinator.) If this were not enough, the loss of VP operational capability in an ASW world marked by significant quantitative and qualitative advances in the Soviet submarine force is irresponsible. Commander Sherman goes on to say that: “There is no discernible difference between the performance of active duty and reserve VPs.” And he states: “Because there are no more tactical coordinators or navigators coming from the active fleet with P-3A/B experience, there seems to be no ready solution to this problem.” Yet Commander Sherman’s solution involves the retention (in a flying status) of currently qualified (and senior) NFOs.
While Naval Reserve aircrews may match the performance of their active- duty counterparts, the total effectiveness of aircrew and aircraft is a significant and measurable quantity which is totally supportive of the P-3C/Update I-IV design and procurement decisions made through the years. If Commander Sherman is correct, then we need not modernize the active fleet at all. Perhaps this savings could fund the extension of the older Naval Reserve P-3A/B NFOs on flight status until their airplanes wear out; but it still doesn’t address what to do with the large numbers of P-3C-trained NFOs coming to the reserves.
Contrary to Commander Sherman’s belief, there is a solution; it just isn’t happening fast enough to prevent the loss of trained talent and capability. I refer to the outstanding new concept of the master augment unit (MAU), which is (and has been) flying “new” Update II P-3Cs. With only two Update II aircraft (and two old P-3As) for landing, takeoff, and instrument training, the MAU in Brunswick, Maine, will be hard-pressed to meet the demand of 12 operational squadrons for trained reserve augmenting crews. Worse yet, the 13 “hardware” Naval Reserve squadrons will not see P-3Cs in any form for the foreseeable future. Many of the old “As” and lightweight “Bs” will reach the ends of their useful service lives before they can be replaced, and then Commander Sherman will have nothing to fly.
The Naval Reserve Association and active duty ASW personnel began years ago to solve this dilemma. The obvious solution is to increase production rates of new aircraft to replace older aircraft. While it is true that a transition period will exist in which the older, experienced, and more senior NFOs like Commander Sherman should be kept flying, to suggest we perpetuate this problem is as irresponsible as the loss of the P-3C-qualified NFOs was in the first place. Of course, congressional funding and approval are also required for this solution.
Unfortunately, it isn’t true that no more P-3A/B experienced NFOs are coming from the active fleet. Because of the premature reduction in the purchase of P-3C Update Ills for the Pacific Fleet, at least two active-duty squadrons at Barbers Point will continue to fly P-3Bs. Furthermore, the timing, scope, and budget uncertainty of the Update IV and P-3G programs do not leave a comforting promise for the future.
It seems the ultimate irony that in an era of Soviet submarine quieting, further advances in force levels across a broad spectrum of new types and capabilities, strategic implication cruise missiles, and the like, that the U. S. Navy would consciously reduce its land-based ASW assets—in numbers or quality.
Let’s beat the drums for more new Charlies—not more flight pay for old “A” drivers.
“Clay Barrow Retires”
(See Secretary’s Notes, p. 7, September 1986 Proceedings)
“Rickover and Proceedings”
(,See C. R. Barrow, p. 93, September 1986 Proceedings)
Captain Keith Oliver, U. S. Marine Corps, Instructor of English, U. S. Naval Academy—I was sorry to see that Clay Barrow is retired, although the fact that you still have a Marine as your Managing Editor is comforting.
Clay’s insightful piece on Admiral Rickover, presumably his last as a Naval Institute staffer, prompts the question: Were you able to extract a promise of more stories to come?
(Continued on page 88)
Comment and Discussion
(Continued from page 31)
“Beyond Technology”
(.See K. A. Lamb, pp. 38-46, September 1986
Proceedings)
Commander Stephen M. Andres, U. S. Naval Reserve—Dean Lamb’s grasp of the academic side of midshipman life over the last 30 years is impressive. However, even though “things are happening,” I notice that my alma mater still thinks of midshipmen as a bunch of numbers (in this case, ratios of technical to non-technical majors). It was perceptive of Proceedings to juxtapose Admiral Moorer’s recollection of his free-thinking classmate, Jack Cygon, with Dean Lamb’s article, in which the Dean notes that, “ . . . prudent midshipmen concentrate on getting the grade, rather than developing a critical understanding or permanent assimilation of the subject matter. ’ ’
To speak from my experience, I have followed U. S. Naval Academy matters closely since 1963, when I first entered the Academy, with my verbal SAT score exceeding my math score. Four years later, my GRE scores reversed the relationship, and I was on my way to nuclear power training. In addition to my political science major (minor, actually), I had overloaded reactor physics and advanced engineering mathematics to prepare for Admiral H. G. Rickover’s basic school. (Dean Lamb is wrong on one point: Admiral Rickover’s axiom that, “The smartest must work as hard as those who must struggle to pass nuclear power school,” is true. I didn’t see any humanities majors coasting through nuclear training.)
My interpretation of how the Naval Academy accomplishes its mission is that it places midshipmen in an intense environment by exposing them to a broad spectrum of leadership, ethics, military, academic (technical and non-technical), and athletic challenges in which there is never enough time to get it all done, thus letting each mid sort it out the best he or she can. Small wonder then that creative pranks are cherished by the Brigade, and non-conformists like Jack Cygon, become anti-heroes. Cal Tech, one of the most challenging technical universities in the country, officially encourages intellectual pranks among its undergraduates.
I believe that there is no lack of ability or intellectual curiosity among the members of the Brigade. As “Uncle Charlie” Kirkpatrick, the beloved superintendent in the early 1960s, continually reminded us, “You guys are the most talented 4,000 undergraduates in the country. . . . You can do anything, if you only set your mind to it!” Too quickly, Admiral Kirkpatrick passed on, and the Naval Academy slipped back into the system: “Give them too much to do and see who comes out on top.”
To Dean Lamb, I say that as long as the Naval Academy continues to take a macroscopic view of the Brigade academically, midshipmen will continue to “concentrate on getting the grade. ...” The Brigade contains 4,100 individuals, and my experience indicates that when you recognize their individuality, the creativity and intellectual curiosity pour out.
The Naval Academy gave me a fantastically broad and deep education, which I could not have obtained at any other institution of higher learning in the country. The Naval Academy forced me to strengthen my academic weaknesses. This experience could be shared by most Naval Academy graduates, instead of just a few, through an effective academic advisor program. Educational psychologists tell us that the first step in developing a learning program is to compare students’ starting knowledge with the objectives of the program. If each midshipman received effective counseling based on college board aptitude scores and classroom performance during his or her first two years, there would be no need to worry about the ratio of majors.
Each year the Naval Academy graduates nearly 1,000 individuals who each receive orders to a service specialty and who are each evaluated on their fitness for duty. Let’s stop thinking about ratios and start thinking about individuals.
“You Are the Republic”
(See W. J. Crowe, pp. 40-42, September 1986 Proceedings)
Anthony Harrigan, President, U. S. Business and Industrial Council—I was struck by Admiral Crowe’s remark that “Now I am the last one of my class—826
, „ This reminds
strong—on active duty. 11 aI1(| ti
me of how we waste knowle g ^to perience in our armed forces. ^sS 0f believe that only one man in a^n„ an
vice at this time. . u,racter's"
This up-and-out routine is cua-
tic of all our armed services. s t0 train
derstand why we spend vast sum- ^ ]0 people for leadership positions ^ ^ turn them out into civilian life a p|e of their powers. It is so sadt0 * w] ed?e with important, specialized v forced to take up some relative g0*1' ingless civilian employment or P in Florida to pass the time. .uejrksd’ Our adversaries don’t waste ership cadres in this manner- 76-' S. G. Gorshkov served until jS 5^ his successor, Admiral Cherna niany and likely will serve in his P^^oien1 years past the normal U. S- t j di^j age, unless he encounters p„ ,!f extr^' culty. Occasionally, a person e(jsef” dinary talent is retained in our a .uty for3 vices, or brought back to active ^ tjiro'v special post. Overall, however, out people who have the most 1 c0n- skills and who can make tremen united tributions to the security of 1
“Evaluating Sail Training ^ 4j.
(See D. S. Bryce and R. M. Evans, PP September 1986 Proceedings) J
n S-^a
Lieutenant P. Kem Siddons, u ■ ^ (goPr Reserve—It was a pleasure to re' -c\c of mander Bryce’s and Dr. Evans ced f Navy sail training. Having eXPeaI) af® grey-hull cruise as a midship^cef of having served as the sailing 0 ^S''" board the 44-foot sloop Conque 2), I can relate to their observat During my three-year tenure ^ ati Conquest, I witnessed more Sr° j0[ifP maturity (personal and Pr° n among “sailing” midshipmen t participating in traditional summ^ 0. evolutions. And to top it off- llsaj)iP? As a junior officer with little PrlrtooityIL' experience, it gave me the °PP°|earfl command a small craft and to pleasures of sailing. ot0-^
Navy sail training is a viable P
that provides midshipmen (and staff) with invaluable hands-on experience and the chance to really “feel” the sea— opportunities rarely found on grey-hull cruises. One is an integral part of the crew, not just an observer. I encourage all midshipmen to consider augmenting their summer cruise experience. Sail Navy!
“Fitness You Can See’’
(.See D. Huber, pp. 97-98, August 1986; A. M.
Ratner, pp. 15-16, October 1986 Proceedings)
Lieutenant (junior grade) Douglas Franklin, U. S. Naval Reserve— Commander Huber provides a dim view of the Navy’s physical fitness program. Although Commander Huber must be a fine marathon runner, he misses the boat with his analysis of the physical fitness test (PFT).
I have a B.Ed. and M.Ed. in Physical Education and more than 12 years of civilian professional experience in recreation, physical education, and fitness. I have helped implement the Navy Physical Fitness Program since my affiliation with the Naval Reserve in 1982. I served as the physical fitness petty officer and officer of Fleet Intelligence Rapid Support Team, European-Atlantic, for the last four years. I am now employed by the University of Texas Health Science Center at Houston as Director of Recreation and Intramural Programs, where development and supervision of the university’s Health Management Program are my responsibilities.
Commander Huber states that the current PFT is “totally inadequate.” Although some of his ideas for improving the PFT are sound, others, including his understanding of a total fitness program, are erroneous and unfounded. His contention that the run should be lengthened merits consideration, but not because the Marines run three miles. It should be increased to conform to Kenneth Cooper’s two-mile run test so the Navy can benefit from established evaluation criteria and standardized norm tables.
The sit-up portion of the PFT is adequate as a measure of abdominal muscular endurance. Sit-ups are not a measure of “anaerobic fitness,” and by decreasing the distance between the feet and the buttocks, the abdominal muscles are isolated and the sit-up becomes a more accurate test of muscular endurance than that of the “Marines’ bent-knee sltflup'jbiijty
The sit-and-reach measures ^
of the lower back and hamstf^f juffet proximately 80% of all America ^ of from lower back pain from a fo
causes, one of which is be3 di*'
“do away with” this test wou ( part service—flexibility is an imP0, ^ 0rnit of physical fitness, and rather u|,jbe this test, more stringent criteria adopted. . tbe ppT
Measurement of body fat in ^ the will continue to be a problem ^c0Jite Navy employs skin calipers 0 ^ gjjess measurement, and trains P^1^ upper- coordinators in their use. A s ^ ^a- body muscular endurance fflUSsts ^ sured. Commander Huber sugc eSt- the Navy adopt the Marines Pu gut a ing procedures for this Purp°* bje iriea' timed push-up test is an accep enC)ur' surement of upper-body mUSCUanagea^e ance, and it is also a more m c procedure.
The Navy Physical FitneSS pf0ce- must provide more than teStl rais^5 dures. Group and individual Pjjjgls should be included to provide m ^ySj. with constant evaluations of 1 for cal fitness levels. Responsi
suggestions for improve-
Other” ““ particiPants-
0%° vU
quality h elements in developing a °mitted • ea*t*1 maintenance program ment m - e art'dc are stress manage- the Cq nutrhion, smoking cessation, and In add'y^'011dru8 and alcohol abuse. element1011t0 l^e fitness program, these
educ,
Hal
lents :ational and
remaaininS Physical fitness standards uns ’ns whh the individual. But regular, the rPenflsed- individual appraisals, with wouijSU ts nionitored by the command, the j COnstantly remind the individual of fitne Portance of maintaining a regular m„ ,S rcJut*ne. Group appraisals and testers D°U d Used as behavioral reinforc- niti’ej r°Vld'nS Part'c'pants with opportu- djSpl c°mpare fitness levels and c°nd/ t"e'r unities, and they should be all tes?te<d on a quarterly basis. Results of uted v,S an<^ aPPra'sais should be distrib- off,Cery t*le command physical fitness
should be integrated into an al program, including individual " ®rouP counseling sessions, gen- briefs ^ ^ training informational nes<: J ltness libraries, and regular fit- Ph seWsletters-
sary ^0Sl^a* Witness programs are neces- ucvelop a “lean and mean fighting force.” Although the Navy PFT lacks essential elements, it has provided the initial impetus for the development of a quality program by providing initial guidelines for command physical fitness coordinators.
Master Chief Bernard R. Kellish, U. S. Navy—While I agree with most of Commander Huber’s recommendations, I disagree with the run included in our physical fitness test. I can think of few instances where a sailor would be required to run two miles, let alone at a six-minute-per-mile pace. Eliminate the run, and replace it with a 50-yard underwater swim (including the “surfacing in burning fuel” that used to be required in boot-camp), followed by 30 minutes of simply staying afloat. That would be a test that fits the job.
Incidentally, I am 55 years old and recently completed a physical fitness test with the following results:
- % Body Fat—13.8
- Push-ups—96
- Sit-ups—109
- Run—9:48
“Nuclear Torpedoes”
(,See N. Polmar and D. M. Kerr, pp. 63-69,
August 1986 Proceedings)
Captain D. A. Paoiucci, U. S. Navy (Retired), and Captain J. H. Patton, Jr., U. S. Navy (Retired)—There is no case for nuclear torpedoes in our Navy. In fact, the U. S. submarine force wisely gave up the Mark (Mk)-45 nuclear torpedo when it proved that the conventional Mk-48 torpedo would have much greater effectiveness than its nuclear counterpart. Incidentally, the U. S. Navy, in an era of nuclear arms control, never did take any credit for this unilateral and most wise decision. Since Mr. Polmar and Dr. Ken- raised so many other issues besides nuclear torpedoes, we would like to address these issues to set the record straight.
- On insertable nuclear components: This notion would require highly portable fissionable material, greatly increasing the possibility that it could fall into the hands of tenorists or be accidentally dispersed into the environment.
- On kill: Kill is a post-detection phenomenon. The evolving Soviet submarine threat is characterized primarily by decreasing probability of detection,
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nti°n highly dissuasive.
Which d
require^ not’ as stated in the article, U. S. wpJ1 lncrease *n the lethality of Subrnarin ^°nS' ^ew knowledgeable anti- clUesti0ne,h Watdare experts seriously vanced J, .letha% of a Mk-48 ad- ► °n ex ?ablhty torPedo- taiio” is a • ™io: The “exchange lo large ^ slaiPlistic measure applicable render .Umoers and unconditional sur-
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!ave the ~h'!n Product'0n, or that they bes 0f a 'lty to produce large quanti- *ers at stn mar'nes- The Soviets are mas- >>T34taPrgat “good enough,” e.g., i atar b 3nC*tbe badger bomber. Mr. arge nuaf repeatedly pointed out the laVent^— er °f Soviet submarines in
ent0r
Cation ^
^tilatera]?1 tbe sb'P commander would lwcen a fj' decide to fire missiles be- ?reat stra^ 3nd subsequent attack places v do a*/ °n tbe authors’ credibility. ^Crr pr11e-hulls: Mr. Polmar and Dr. Nation t*"01 d<)ublc-hulls as a Soviet in- dvabiiit,° 1IriProve their submarine sur- '°ited St’ 3course abandoned by the t'Uclear s|;uCS s*nce the advent of modem Ca*ly tnarines. Single hulls dramati- Pr°vide Pr°Ve silencing capabilities, and sP®Ce an?l0rc efficient employment of ^ivabir V°*Utne> which also increases dive(j,, 1 y- If the authors ever Pa*last ,r,°r inspected—a submarine
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signed to nS| now seeks a strategy de- ^‘aatinf0dUCe early ieveraSe for “war env'r°nm n °n ^avorable terms.” In this s<de ist*le rate of losses on each real pajnC more important in inflicting Ce‘vable s°n tbe enemy, and every conoid be f enar'° suggests that the rate ' hr aV°rab*e t0 die United States. Afferent ^ (lUan>iiies of submarines of Soviet [S' bls not aii bad news that '’ubrriarin S bave seven different types of have ,u s ln F ability t d the lint the °Utset of World War 11 ote Sovi'. ? tbat was done wdb them. again t06 S wiHingness over and over rf'a'cIassaCCept excePtionally high first's are nexf>enscs and associated prob- ^quap;nma fac‘e testimony to the in- ^2S0fthe Soviet fleet 11 ■ For th0,,,,<mhulls: They’re not worth alos A Se wb° agonize over the cost of r^es (SSN-688)-class or the !> can K;l?e breakthrough in subma- wi>en cnml ltyb that cost would pale j?ta] 15^2 Pared, for example, with the iSt Aifayear investment to launch the d°g, bllt ’ a dog of a submarine—a fast * On CQ nonetheless a dog.
\n-An^,arllnentalization: Please, no ^tipartm t0be 'n any submarine with a dead. £j,i^nt hooded. That submarine is rec,cdt0 KCr ’be Typhoon has been di- Ca,a- 11001 missiles or not. The impli-
ta°k, they would find critical mBs / November 1986
equipment, pipes, air bottles, electrical wiring, etc.—all necessary to the submarine’s functioning, yet all at risk by a hit which “only blows” the ballast tank.
- On quieting of Soviet subs: Quieter Soviet subs are not surprising. What is surprising is that it took the Soviets so long to realize how important silencing is and that their subs were inferior in this category. Silencing is not difficult; it is simply extremely costly and painstaking. The Soviets are in for a difficult tail chase, and U. S. submarine leaders have plans and programs ready to keep them there indefinitely.
- On submarine depth: Deeper is not better, so long as our weapons can go deeper than their submarines.
- On secondary propulsion systems: The “spinners” on some Soviet submarine stem planes must be an incredible noise liability and must give fits to Soviet submarine commanders working alongside piers and ice in their base ports.
- On bastions: The United States appears to have won a virtual strategic victory if the Soviets have indeed concluded that they have no choice other than to “bastion” their forces in their own waters, thereby increasing the density of targets available to the United States. Our superior sensors, weapons, and tactics provide us with the opportunity to take the initiative in creating the necessary high loss rate that contributes to “early war termination” on favorable terms.
- On nuclear torpedoes: With the level of performance available to the U. S. Navy from current and evolving sensors and weapons, there is little rationale for changing to nuclear warheads. Just as with the old nuclear Mk-45 torpedo, if one can place it close enough to ensure a kill, then a modem conventional homing weapon can be placed close enough to detect, attack, and kill, with no worry about C3 problems of control and release, onboard radiological considerations, unduly hazarding one’s ship, unknown effects on the sonar environment, and the dispersion of fission products from the sunken submarine. (A conventional weapon is unlikely to breach the containment of the fission products on the attacked submarine.)
Nuclear torpedoes are not required for assured lethality against Soviet submarines. Their effective delivery requires at least the target localization accuracy of the Mk -48, whose area-sweeping capability is at least on an order of magnitude greater than the effective lethal area of even a large nuclear warhead. Even if a first “hit” against a submerged submarine is non-lethal, that submarine’s sus- ceptivity to more hits is incredibly high.
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ment could then lease the ship3^ jired consortium and avoid substan overhead costs. cofa10^
In attempting to avoid ^ poOf
turpitude (such as stealing ‘r0a) aS' to aid the non-poor j, the PraSSjst- sumes that the recipients of pu . labor ge, untapDe° drafted
the
ance represent a large, un*?*:,pt0 wh3*' source waiting to be drafted_^^o0tjng
wel-
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ability to train and then e ^ manpower pool. Instead of we ^ re»' wrights, and technicians, one s
Sailor Talk
(See M. Adams, pp. 20-24, July 1986
Proceedings)
Captain George L. Raring, U. S. Navy (Retired)—I strongly support Commander Adams’s efforts to restore traditional nautical language, which binds together all sailors—be they Navy, Coast Guard, Merchant Marines, or yachtsmen. It is vital to the preservation of pride of service and pride of profession.
Commander Adams’s examples of the lubberly language used by naval officers from captains on down are almost unbelievable. In my day, those junior officers would have been the object of amused contempt and the butt of ribald jokes in the chief petty officer and general messes. There would be no captains calling the ship’s galley a “kitchen,” or saying they were “going downstairs” simply because those people would have failed selection for promotion while still in junior grades.
However, Commander Adams himself is lubberly on one count. He uses the term “vessel” three or four times in his comment. That word is very repulsive to me. It should never be used, particularly for ships as beautiful as the Iowa (BB- 61)-class battleships, 1812-era frigates, the clipper ships, the SS United. States, the Fletcher (DD-445)-class destroyers, or, for that matter, the old flush-deck four-pipers.
I remember very clearly a briefing for Admiral Arleigh Burke prior to his going to the Tank for a Joint Chiefs of Staff meeting. A briefing officer used the word “vessel.” Admiral Burke interrupted the officer to tell him that a “vessel” was a thing that used to be kept under the bed for the less hardy people who could not brave the weather to go to the outhouse.
“Rebuilding the Merchant Marine”
(See M. Guralnick, pp. 74-77, August 1986 Proceedings)
Commander Rolf Marshall, U.S.Navy— Contrary to Mr. Guralnick’s assertion that “objections to this plan would be indefensible,” the only aspect of his proposal which is defensible is his statement of the requirement. Failure to ensure the availability of strategic sealift and the infrastructure necessary to support it places our national security at risk.
It is indefensible to even consider the creation of a workfare project for naval architects, shipyard managers, and their associates at the expense of the most disadvantaged members of our society. Long before the first retrained public as-
■ et
sistance recipient received his or paycheck, those groups and j Al
ness associates would have poc jnto lions of dollars. Instead of teac Pwel- the public till for this shipbm .^jjjial fare program, why not have and business communities ai-jr benefit Let them divert some of th , ^gpreci' generated from large accelera e ation allowances into a poo Upbuild' the continued employment 0 ers, and subsequently the desig goVern- ever program comes along- rSjon such issues as geographical disp ^ #l population—i.e., how to ensu , jn the fare manpower pool is aval a ^ b«' locale of the contracting s‘l’?arjly ge° cause such individuals are PrimwoUid & graphically immobile—there main serious concerns reg-
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her’9*6 / Nove"”*
c°niDetCe ^ernonstrated an inability to niarket6 e£fective|y in the shipbuilding
ers ^ exPect the pool to yield sweep- lab;rpmaterial handlers, and general
The’ lf £Ven that'
siehtpa6 [S something deceptively short- Slnce ®hoiit Mr. Guralnick’s proposal, capadt 6 Currently active shipbuilding more eff C3n assumec*t0 represent the larger ect've surviving assets of a once- the capacity, the proposal argues for less-efflVenat^on (at Puhlic expense) of ective production resources. Hav- perf0rrnW^y should we expect a better With thnCe t*1S secon^ time around? trausp e. shipbuilding and maritime What hnation market now hull-saturated, Active ec°raes of all that marginally ef- the PrCapacity after the three years of Co,tlPet^OSet* Pro§ram? Since it can’t goverp6 m a saturated market without a againm6nt do'e’ 'l either disappears c*aim's fr W£ be faced with new An cv0r Permanent public support, had the^h 0 m°re C08ent question is: If we lift re(. ■ u"s required to support the sea- Cnced mlreiTlent’ we bave the experi- ing ariners to man the ships? Assum- triean amar'ners per ship, that would notav;iI|P[0Ximalely 12,000 seafarers. If them * a”'e on the shelf, how do we find ready' anc* *10w bo we keep them as a esource while their ships swing idly at anchor in the reserve fleet? With another permanent publicly supported program?
Unfortunately, the kind of thinking demonstrated in Mr. Guralnick’s article, i.e., “Let the government do it,” is precisely what created most of the problem, because when government has other priorities, programs collapse. We need new proposals to generate and maintain selfsustaining maritime resources in order to support national security requirements, not tired claims for public subsidy. And we certainly do not need proposals which would pull more rope from our already questionable safety net for the disadvantaged, for the purpose of creating cargo nets to allow even more people to climb on board the public vessel.
“Needed: A National Interdiction Operations School”
(See C. A. Abel, pp. 117-119, September 1986 Proceedings)
Lieutenant (junior grade) John M. Felker, U. S. Coast Guard Reserve—I agree with Lieutenant Abel that we need an interdiction tactics school. I have firsthand experience in the “hard knocks” school he mentions. Though I was prepared quite well at the Maritime Law Enforcement School to handle the legalities and policy requirements of boarding, inspecting, searching, seizing, and arresting, when I relieved a patrol boat commanding officer (CO), I was in the dark regarding how, when, and where to patrol, surveil, and interdict. I was briefed by the man I relieved, and also by Customs and the Drug Enforcement Agency, but I still had no real grasp of tactics. I read the only printed information on tactics I could find, but it was prepared by a Straits-of-Florida-area patrol boat CO. It was well written and made some excellent points, but I was not able to apply much of it to my area of operations.
After about nine months of hit-and- miss and many mistakes, we finally got a bust, through word-of-mouth tactics. A curriculum on interdiction tactics would be a godsend, especially for a new CO like me coming from a Great Lakes buoytender, with no law enforcement experience. It doesn’t have to be as large as Surface Warfare Officer’s School, but it should be detailed and practical enough to enlighten the neophyte commander. Until such a school is formed, we should bring commanders together to discuss tactics on a formal basis, and also, informally, swap stories and do a little hangar flying. It can improve our interdictions efforts.
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