The late Robert William “Bob” Barker, who was the brightest part of staying home sick as a kid, also did his bit as part of the Greatest Generation.
Bob enlisted in the Navy Reserve Aviation Cadet (AvCad) program in November 1942 at age 18 while attending Drury College in Springfield, Missouri on a basketball scholarship.
He trained at 11 locations including eight Navy air bases on six different types over the next three years:
William Jewell College – Liberty, Missouri: 6th Battalion Cadet ground school and athletic training.
Ames, Iowa—Iowa State University: Taylorcraft L-2 Grasshopper flight training.
University of Georgia: Preflight School and Navy Basketball Team.
Millington Naval Air Station- Memphis, Tennessee: Stearman NS2 Biplane Training.
Corpus Christi, Texas Naval Air Station: Completed flight training and received Commission as a Navy Ensign.
Cabaniss Field Texas: Vultee BT-13 Valiant Training.
Beeville, Texas: SNJ Texan flight training.
DeLand Naval Air Station—DeLand, Florida: FM2 Wildcat flight training (during his honeymoon)
Great Lakes Naval Air Station—Lake Michigan: Carrier landing qualifications on USS Wolverine (IX-64)— the infamous paddlewheel “Covered wagon of the Great Lakes.”
Banana River Naval Air Station: Gunnery runs on U.S. Navy Mariner aircraft to train their crews.
Goose Island Michigan: F4U Corsair training with VF-97 and advancement to Lieutenant Junior Grade (LTJG).
He was in line to be deployed to the Pacific to fight the Empire in August 1945 when the whistle was blown.
As Barker summed up:
“I was a Naval Aviator, a Fighter Pilot. I completed all facets of my training, including my qualifying landings on a carrier. I was all ready to go, and when the enemy heard that I was headed for the Pacific, they surrendered. That was the end of World War II.”
Demobilized in November 1945, he remained in the inactive Naval Reserve until 1960.
You will be missed, sir.
And, with that, I’ll leave you with one of his greatest three minutes, which he filmed at a spry 73.
Built by Boeing in 1962, she was the first of a series of hydrofoil craft designed to evaluate the performance of this kind of propulsion in the modern Navy, one that ultimately led to the design (by Boeing) of the Pegasus-class patrol combatant missile hydrofoils, or PHMs.
Decommissioned by the Navy in March 1975 after a decade of testing, High Point was used briefly by the Coast Guard until her main turbine exploded, then was stricken in 1980.
428-GX-K108129 Patrol Craft, Hydrofoil, USS High Point (PCH-1) underway during a search and rescue exercise off San Francisco by JOC(AC) Warren Grass, 25 April 1975
Powered just by her auxiliary Detriot Diesel, she was retained as a non-commissioned experimental hulk until finally disposed of by MARAD in 1991. She passed through a series of private owners until she came up for sale once again for $70,000– with no takers.
All is not totally lost as a number of relics from the vessel were apparently passed on to a local, free cannery museum on the condition they set up and display the foil propeller.
A Requiem for a Ship that Could Fly; A Ship of local notoriety, USS HIGH POINT PCH-1
There were no flags flying, no bands playing on the pier, no dress uniforms with gold braids waiting to congratulate the captain and crew for a successful mission. No, there was none of that. Only an excavator with a hydraulic crusher awaited. And over a period of four days, in the middle of August, this once proud foilborne warrior was reduced to a heap of scrap and hauled away.
She deserved better, but you can’t save them all.
The only American “fighting foil” left afloat is the ex-USS Aries (PHM-5) museum in Gasconade, Missouri. Please pay them a visit or at least throw them a few dollars.
Some 80 years ago this week, in the North Atlantic west of the Canary Islands, the German Type IXC/40 U-boat, U-185 (Kptlt. August Maus), with 31 waterlogged survivors of the lost U-604 aboard, met her end at the hand of depth charges dropped from Willie 9, a TBF Avenger aircraft of VC-13 from the deck of the Bouge-class escort carrier USS Core (CVE-13).
The event was chronicled by Core’s airwing.
The explosion caused by Lt. Williams’ two exploding depth charges dropped on a German submarine, U-185. The bow of the submarine protrudes from the bottom of the explosion. Incident #4082. Released August 24, 1943. Official U.S. Navy photograph, now in the collections of the National Archives. 80-G-77195
German submarine, U-185, sinking after the combined attack of several aircraft from USS Core (CVE 13), principally from two depth charges from an Avenger piloted by Lieutenant R.P. Williams, USNR. Incident #4082. Released August 24, 1943. Official U.S. Navy photograph, now in the collections of the National Archives. 80-G-77196
In all, U-185 went down with 29 dead (including 14 men from U-604) while 22 survivors were rescued and eventually became POWs.
German survivors from the German submarine, U-185, in the water after being sunk by aircraft from USS Core (CVE-13), piloted by Lieutenant R.P. Williams, USNR, August 24, 1943 They were in the water for six hours before being picked up by destroyer. Incident #4082. Official U.S. Navy photograph, now in the collections of the National Archives. 80-G-77198
Submarine survivors of U 185 and U 604 resting on the flight deck of USS Core (CVE 13). Released August 24, 1943. Official U.S. Navy photograph, now in the collections of the National Archives. 80-G-77202
From Core’s war diary, a very matter-of-fact entry for that Tuesday morning:
Core had a particularly effective “hunter-killer patrol” in the late summer of 1943.
Per DANFS:
Core’s second hunter-killer patrol, from 16 August to 2 September 1943 netted her planes U-86 on 24 August in 27-09′ N., 37-03′ W., and U-185 the same day in 27-00′ N., 37-06′ W. Putting to sea again 5 October in TG 21.15, Core’s planes sank U-378 on 20 October in 47-40′ N,, 28-27′ W. She returned to Norfolk 19 November.
USS Core (CVE-13) underway in the Atlantic, probably on 10 October 1943. The wing of the plane from which the photograph was taken is in the foreground. Note also that the planes of her air group are painted white and gull grey to make it difficult for U-boats to see against the sky. Core would continue to serve after the war as an aircraft transport, taking helicopters to Vietnam. She was scrapped in 1971. NH 106565
As for the good Kapitänleutnant August Wilhelm Hugo Maus, he had claimed some 70,000 GRT in tonnage while he was active and earned a Knights Cross while in American custody. Speaking of which, he and five other U-boat officers were able to escape from the lightly guarded POW camp at Papago Park, Arizona on 12 February 1944 but was soon after recaptured in Tucson. Maus later helped dig a tunnel that allowed 25 POWs to escape on the night of 23-24 December 1944, but he elected to remain behind due to an injury. He was eventually repatriated and died in Hamburg in 1986, aged 81.
The splasher of Maus’s boat, LT Robert Pershing Williams, then a 26-year-old Naval pilot hailing from Snoqualmie, Washington who formerly had flown an SBD dive bomber with Bombing Two from USS Lexington (earning a Navy Cross) during the Battle of Coral Sea, flew against U-185 with Morris C. Grinstead, Aviation Radioman, First Class, U.S.N., 21, of Letts, Iowa and turret gunner Melvin H. Paden, Aviation Machinist’s Mate, Second Class, U.S.N., 19, Route 4, Box 17, Salinas, California. The action earned Williams a second Navy Cross.
Acclaimed cartoonist, Wood Cowan used his story to help sell War Bonds.
Above we see the Department of Commerce’s United States Lighthouse Service’s Violet-class coast-wise tender Lilac standing by the wreck of a derelict sailing ship in New York harbor, circa 1930s, with Lady Liberty in the background, likely during one of the vessel’s regular trips to the Service’s St. George Depot on Staten Island. If you look closely, you’ll note the USLHS’s brass lighthouse emblem bolted to her bow.
Lilac would later go on to serve, including a spell in haze gray, for another 40 years, and continues to clock in today.
The last tenders of the USLHS
The U.S Lighthouse Establishment was founded in 1789 and morphed across several iterations until, as the U.S Lighthouse Board in the 1890s, developed a basic design for its largest steam tenders that would remain little changed for a century. Between 1892 and 1939, no less than 33 such large coast-wise tenders were built, typically ranging in length from 164 to 174 feet and outfitted to carry about two dozen crew to work a series of large steam-powered booms to service a growing array of federally maintained aids to navigation– 11,713 in 1910 when the USLHS was formed swelling to 30,420 by 1939. These included lighted aids (lighthouses, lightships, and buoys), fog signals, radio beacons, unlighted buoys, and daymarks.
The trio of Violet class tenders (joined by the near-sister Arbutus) was led by the Manitowoc-built USLHT Violet, contracted in September 1929, followed by our Pusey & Jones Co. built Lilac and Mistletoe. Modern vessels, they were built almost entirely of riveted steel, including hulls, decks, deckhouses, and masts, edged with wood as a protective against heavy buoys, chains, and cement anchors. They had electric lights throughout and refrigerated storerooms.
Some 173 feet in length (163 feet six inches on the waterline) the class had a molded breadth of 32 feet, and the minimum depth of hull at the side, from the top of the main deck to the top of the keel, of 14 feet 6 inches. At a displacement of approximately 770 tons (799 is full load), the draft is 10 feet seven inches in salt water, essential to being able to tread in hazardous shoals.
Early plans of near-sister Arbutus, which was of the same overall type although slightly deeper of hold and with Foster-Wheeler boilers rather than Babcock & Wilcox as used by the Violets.
Arbutus out of the water before launch at Pusey & Jones. Note the wooden strakes to protect her hull while working buoys and the USLHS lighthouse insignia on her bow. (USCG photo)
The fuel capacity of the class was 29,000 gallons of fuel oil for their pair of Babcock & Wilcox boilers, each driving a triple expansion engine. The designed top speed of the class was approximately 13.7 knots at 1,000 hp– although later maximum speed was in the typically 11.5 knot range. They were not built as racehorses. The range, at 10 knots, was 1,734 nm which allowed them to range along the coast and keep station for weeks if needed.
Lilac, seen here ready for launch at Wilmington Delaware in 1933. She was moved through the water by twin four-bladed propellers 7 feet 5 inches in diameter. Each propeller was driven by a triple expansion, reciprocating steam engine developing 500 indicated horsepower at 160 revolutions per minute. The engines were built by the ship’s builders, Pusey & Jones of Wilmington, Delaware, and had high, intermediate, and low-pressure cylinders 11 1/2, 19, and 32 inches in diameter respectively with a 24-inch stroke. Steam to operate the engines and booms was supplied at 200 pounds per square inch by two Babcock & Wilcox oil-fired watertube boilers. (Hagley Library)
The deck gear included a 20-ton capacity boom with a steam-powered hoist, here seen in action aboard Lilac in 1948. (Philadelphia Inquirer archives)
Besides normal crew berthing of about six officers and 20 crew while on USHLS orders, the class also had spare accommodations to allow ferrying rotating crew members to lightships and keepers to lighthouses as well as providing space for district and national officials on periodic inspection tours.
Meet Lilac
Our subject had been planned to be named Azalea, contracted on 13 April 1931 to Hampton Roads Shipbuilding of Portsmouth, Virginia. However, Pusey & Jones subsequently underbid Hampton Roads, and the former was awarded the contract, after which the USLHS changed the new tender’s name to Lilac.
The name “Lilac” was the second in the USLHS, with the first being a 155-foot tender built in 1892 that served in the Navy during the Great War on patrol off the East Coast and in the Caribbean.
Ordered for $334,900 from Pusey & Jones on 16 August 1932, she was launched on 26 May 1933 and entered service with the service later that same year under the command of Capt. Andrew J. Davidson, a man who began his long career 42 years prior as a ship’s carpenter aboard the lighthouse tender Zizania and would be her skipper for five years.
Lilac was assigned to the Fourth Lighthouse District, which covered the Delaware River, from Trenton, New Jersey south to the mouth of the Delaware Bay. She replaced the old (c. 1899) tender Iris and was based in Edgemoor, Delaware, just north of the mouth of the Christina River, where she would spend the next 15 years. Among her more famous charges was the Breakwater Lighthouse, founded in 1885 and now part of the Cape Henlopen State Park.
The Delaware Breakwater Lighthouse. LOC.
Joining the Coast Guard
On 1 July 1939, with the world edging towards war, the USLHS merged with the U.S. Coast Guard, which is still in charge of the maintenance and operation of all U.S. lighthouses, lightships, and aids to navigation. Lilac and her sisters were among 63 existing and building tenders of all sorts transferred to the USCG. With that, the triangular pennant of the Lighthouse Service was lowered for the last time on 7 July and the Coast Guard pennant ran up.
Upon commissioning into the Coast Guard, the vessels were given the WAGL designation meaning “auxiliary vessel, lighthouse tender” with the “W” being the USCG’s service differentiator. Lilac’s pennant number, therefore, became WAGL-227.
Other changes included repainting the all-black stacks to the standard Coast Guard buff with a black cap and removing the brass USHLS lighthouse emblems from the bows. Internally, the complement switched to two officers, two warrant officers, and 34 enlisted. Room for a small arms locker was set aside and plans were made to mount a topside armament drawn up.
When the Coast Guard was transferred to the Navy under Executive Order 8929 of 1 November 1941, out came the guns and thick haze grey paint. The Violets would pick up a single 3″/50 DP mount on the foc’sle, a pair of 20mm/80 Oerlikon single mount amidships behind the wheelhouse, and a pair of depth charge tracks over the stern. They would also, late in the war, pick up an SO-1 (Violet, Lilac, and Arbutus) or SO-8 (Mistletoe) detection radar on the top of their masts and WEA-2 sonars.
Mistletoe seen in 1943 during WWII before she had her SO-8 radar fit.
Lilac seen in late Sept. 1945, with her armament apparently landed but still wearing her “war paint.” 4th Naval District Photographer WC Dendal
Lilac would spend her war in the 5th Naval District on orders in the Delaware River system and would be fitted with a degaussing system for protection against magnetic mines laid off the mouth of the Delaware Bay by German U-boats. She would stand by when they brought in the surrendered U-858 in May 1945 and docked her at Fort Mills.
Mistletoe and Violet, also under 5th District Orders based in Norfolk and Baltimore, respectively, would work in Chesapeake Bay during the war.
Arbutus, assigned to the 1st Naval District, was used as a net tender at Newport RI. Her armament would be much the same with the exception of a smaller 3″/23 rather than a 3″/50 and a BK series radar initially fitted as early as 1943.
The men who tended the lights and buoys were in the war as well, and it should be remembered the USLHS lightship LV-71 was sunk in the Great War by the German submarine U-104 near Diamond Shoals, North Carolina while the unarmed USCG Speedwell-class buoy tender Acacia (which had joined the old USLHS in 1927) was sent to the bottom by gunfire from U-161 in 1942 during WWII. Another tender, the former 173-foot circa 1904 USLHT Magnolia, was lost in USCG/Navy service in 1945 when the American Mail Line freighter SS Marguerite Leland in Mobile Bay ran her down.
Postwar
Postwar, Lilac and her sisters would return to a more typical life, reverting to their peacetime livery. At first this would be a black hull with a white superstructure and bow eyebrow and buff stack with a black cap.
Tender Lilac 5 Sept 1946 near Burlington NJ Photographer McKisky
Tender Lilac 5 Sept 1946 at Harbor of Refuge. Note the radar fit on her mast top. Photographer McKisky
Mistletoe, 1947, note her SO-8 radar on her top mast. USLHS Digital Archive
Then this would change to an all-black hull, losing the eyebrow, and wearing large white hull numbers.
Tender Lilac 5 W227 1950s
Lilac underway circa 1940s (U.S. Coast Guard)
Lilac with unidentified light
In 1948, Lilac was transferred to Gloucester City, New Jersey, where, in addition to her ATON work, would be remarkably busy in a series of SAR cases.
As detailed by the Coast Guard Historian’s Office, here is just a two year-run down:
On 15 to 17 May 1952, she assisted following the collision between the motor vessels Barbara Lykes and F. L. Hayes in the Chesapeake and Delaware Canal.
On 22 May 1952, she assisted the tug Pateo and the Atlantic Dealer in the Delaware River.
On 26 May 1952, she assisted following the collision between the tanker Michael and the motor barge A. C. Dodge near Ready Island.
On 30 January 1953, she assisted the fishing vessel Benjamin Brothers in the Delaware River.
From 6 to 12 June 1953, she assisted following the collision between the tankers Pan Massachusetts and the Phoenix in the Chesapeake and Delaware Canal.
On 24 and 25 June 1953 she fought the fire on board the tanker Pan Georgia and searched for survivors in the Christina River.
On 30 December 1953, she assisted the motor vessels Atlantic Dealer and Atlantic Engineer in the Delaware River.
On 13 July 1955, she assisted the yacht Nip and Tuck in the Delaware River.
LILAC underway circa 1950s (U.S. Coast Guard)
Taking buoy on board Lilac (Philadelphia Enquirer)
Bridge, buoy tender LILAC 220211-G-G0000-011
Wheelhouse of Lilac (Philadelphia Enquirer)
In a 1961 refit for a further decade of service, she would be equipped with an SPN-11 radar and UNQ-1 sonar.
By 1965, the USCG switched the WAGL designation to WLM for “‘medium or coastal buoy tender” and Lilac became WLM-227.
She would pick up the now-classic Coast Guard racing stripe after 1967.
She was decommissioned on 3 February 1972, capping just under 40 years with the USLHS/Navy/USCG.
Tender Lilac decommissioning
Her sisters Arbutus, Mistletoe, and Violet had been taken out of service already, decommissioned and disposed of between 1963 and 1969. None are afloat.
Arbutus met her end in Florida in the 1980s after serving as one of treasure hunter Mel Fisher’s “sentry” vessels over the Atocha wreck site.
The Arbutus wreck was celebrated, and she was later used by Jimmy Buffett for a back cover shot for his 1985 album ‘Songs You Should Know By Heart’.”
Switching careers
Just a few months after she was decommissioned, ex-USCGC Lilac was donated to the Harry Lundeberg Seafarers International Union seamanship school in Maryland, where she was used as a stationary pier side training vessel until 1984. In this role, she provided accommodation and class space to mariners upgrading their ratings across both bridge, deck, and engine room departments.
After 1984, she passed hands a few times and was used as a salvage company’s office for a spell, grounded in a dredged berth along the James River outside of Richmond, before she was listed in 1999 for scrap value, still relatively intact but showing her age.
Preservation
The non-profit NYC-based Tug Pegasus Preservation Project became involved in the prospect of saving Lilac and she was refloated on 25 February 2003, then towed to a shipyard in Norfolk where, after a favorable report on the condition of the ship’s hull– she had spent most of her life in freshwater– she was purchased on 11 March 2003, with the intent to return her to operation as a steam vessel based in New York harbor.
After berthing at the Hudson River Park’s Pier 40 and transfered to the newly created non-profit LILAC Preservation Project, she was eventually moved to the newly built Pier 25 in Tribeca in 2011 and has since opened as a museum ship.
The last unaltered American steam-propelled and steam-hoisting lighthouse tender designed for work on the open sea and connecting bays and sounds, Lilac is special and, other than the diesel-powered tender Fir (which was still under construction when the service was absorbed by the USCG was preserved at the Liberty Maritime Museum in Sacramento for a half-decade and is now apparently looking for a new owner) is the only USLHS tender still around– and the only one on display.
She is the oldest Coast Guard “black hull” afloat.
If you have a chance to visit her, please do.
Ships are more than steel and wood And heart of burning coal, For those who sail upon them know That some ships have a soul.
If you liked this column, please consider joining the International Naval Research Organization (INRO), Publishers of Warship International
The International Naval Research Organization is a non-profit corporation dedicated to the encouragement of the study of naval vessels and their histories, principally in the era of iron and steel warships (about 1860 to date). Its purpose is to provide information and a means of contact for those interested in warships.
With more than 50 years of scholarship, Warship International, the written tome of the INRO, has published hundreds of articles, most of which are unique in their sweep and subject.
PRINT still has its place. If you LOVE warships, you should belong.
180202-N-ND254-0451 BANGOR, Wash. (February 2, 2018) The Gold Crew of the Ohio-class ballistic missile submarine USS Alabama (SSBN 731) returns home to Naval Base Kitsap-Bangor following a routine strategic deterrent patrol. Alabama is one of eight ballistic missile submarines stationed at Naval Base Kitsap-Bangor, providing the most survivable leg of the strategic deterrence triad for the United States. (U.S. Navy photo by Mass Communication Specialist 2nd Class Nancy diBenedetto/Released)
Dave Chetlain over at The War Horse has this great tale from the Boomers:
“Hey, Eeyore, we need to do something big,” Jim Gover said, using my nickname since we couldn’t use our real ones in sonar for security reasons.
We were on day infinity of submarine patrol and my partner in mischief Jim Gover was about to get me in trouble again.
“We are 400 feet under the water in the middle of the Pacific Ocean with 24 Trident C-4 missiles pointed at the Soviet Union,” I responded. “Isn’t that big enough?”
“No, you idiot. I’m talking about something really important—a big prank.”
Visited my old Pascagoula stomping grounds at “The Point,” which juts out into the Pascagoula River towards Singing River Island (the old NAVSTA Pascagoula) and is framed by the WWII-era Ingalls East Bank and the Cold War-era Ingalls West Bank.
A couple of new sights to see.
The first of class guided-missile destroyer USS Zumwalt (DDG-1000) arrived at Ingalls on Saturday to start a two-year process to install a quartet of 87-inch (diameter) hypersonic missile tubes instead of her failed 155mm gun system. Each tube will hold a trio of Army-Navy joint Common Hypersonic Glide Bodies (C-HGB), for a total of 12 missiles on the ship. These will augment the ship’s 80 MK 57 VLS modules aft, each capable of carrying everything the MK 41 VLS can except an SM-2ER.
All photos by Chris Eger, and please note as such if reused elsewhere.
Commissioned 15 October 2016, hopefully, Zumwalt will be combat-ready with her hypersonics around 2026. (Photo: Chris Eger)
Down the river from Zumwalt is her younger sister, the PCU USS Lyndon B. Johnson (DDG-1002), which left Bath on “sea trials” in January 2022 and is expected to enter service with her hypersonics possibly in 2024.
I always thought the Zumwalts had superb hangar facilities and they can reportedly carry two MH-60Rs and three MQ-8 Fire Scouts at the same time. (Photo: Chris Eger)
Near LBJ on the old Singing River is PCU USS Richard M. McCool Jr. (LPD-29), the 13th and final Flight I San Antonio-class amphibious transport dock, which is fitting out.
She has several changes from the rest of her class including an Enterprise Air Surveillance Radar (EASR) volume air search radar, simplified bow works, and a stern gate that is open at the top. McCool will likely be commissioned later this year or early next year, and the Marines really need her.
Near McCool is the future USCGC Calhoun (WMSL-759), the tenth Legend-class National Security cutter.
She just completed her acceptance sea trials early this month and should be leaving for commissioning soon in Charleston, her future homeport. This will leave only the USCGC Friedman (WMSL-760) under construction and a planned 12th NSC still uncertain.
When it comes to Burkes, the Navy’s first Flight III of the class, future USS Jack H. Lucas (DDG 125), is on hand and looking great, with the Navy already in possession of the greyhound and expected to leave in October for her commissioning. To the rear of Lucas, with her glad rags flying, is the newly christened PCU USS Ted Stevens (DDG-128), the 78th Burke, which just took to the water last week and only picked up her name the Saturday before this snap was shot.
If you look at DDG-125’s bridge, force protection is already active and ready to go with some M240s on the wings, as it should be.
80 years ago today. Official caption: “Aviation Free Gunnery Unit, Barber’s Point, Hawaii. Shown: Bore Sighting Stand, August 18, 1943.”
Official U.S. Navy Photograph, now in the collections of the National Archives. 80-G-87883.
The machine gun on the stand seems to be an ANM2, a 30-06 chambered version of the M1919 Browning machine gun meant for aircraft use and with a wicked rate of fire that could touch 1,500 rpms.
Twin .30-cal ANM2s were mounted in the rear seats of Dauntless and Helldiver dive bombers, Avenger torpedo bombers, and in the blisters of the PBY-5 Catalina.
The rear ANM2 mount on the famed SBD dive bomber, seen here on a preserved aircraft at the Pima Air and Space Museum in Arizona (Photo: Chris Eger)
The ANM2 was also used in side blister mounts on the big PBY Catalina flying boat, here seen in a period Kodachrome image. (Photo: U.S. Navy/National Archives)
Interestingly, Savage made thousands of ANM2s during the war, taking a break from their regular commercial rifle production.
They were also pressed into service by Marines on the ground. One notable image from the attack on Pearl Harbor shows Marines on Ford Island using an ANM2, likely borrowed from a Navy PBY, set up to take shots at incoming Japanese planes.
(Photo: U.S. Navy/National Archives)
Other images show Marines on Okinawa with a full twin mount, likely plucked right from a wrecked Helldiver or SBD, used for defense in a ground attack role.
It seems to be placed on the tripod for a Browning M1917 water-cooled machine gun. Note the high anti-aircraft sights. (Photo: U.S. Navy/National Archives)
The Freedom-variant littoral combat ship USS Sioux City (LCS 11) was decommissioned in Mayport on Monday. Built by Fincantieri Marinette Marine in Marinette, Wisconsin, Sioux City was the first ship named for the Iowa city and commissioned 17 November 2018, at the Naval Academy. In all, she was only in service for 4 years, 8 months, and 28 days, most of which was assigned to the Florida-based Littoral Combat Ship Squadron Two.
MARTINIQUE, FRANCE (June 23, 2021) The Freedom-variant littoral combat ship USS Sioux City (LCS 11) conducts a bilateral maritime exercise with the French Navy Floréal-class frigate FS Germinal (F735) following a port visit to Martinique, France, June 23, 2021. Sioux City is deployed to the U.S. 4th Fleet area of operations to support Joint Interagency Task Force South’s mission, which includes counter-illicit drug trafficking missions in the Caribbean and Eastern Pacific. (U.S. Navy photo by Mass Communication Specialist 2nd Class Marianne Guemo)
As the Navy just plain doesn’t want these ships anymore, and the Freedom-variant has an albatross of an engineering suite that seems almost totally doomed to fail at some point, she is now headed to the inactive fleet.
However, you can’t say that she didn’t have an active career during her short time in commission. Via the Navy:
Sioux City completed four successful deployments in December 2020, July 2021, December 2021, and October 2022. The ship deployed to U.S. Fourth, Fifth, and Sixth Fleet, integrated with a carrier strike group, performed exercises with partner navies, and conducted joint maneuvers with other U.S. Navy warships. While deployed in 2022, Sioux City provided a maritime security presence enabling the free flow of commerce in key corridors of trade. Sioux City was also the first LCS to operate in U.S. Fifth and Sixth fleets across the Atlantic where they participated in counter-drug trafficking operations with the U.S. Coast Guard to seize over 10,000 kilograms of cocaine worth an estimated $500 million.
The fine citizens of Sioux City deserved better.
Old Burkes get extended
The news comes in tandem that a four-pack of early Flight I (no hanger, SLQ-32, two CIWS, Harpoon) Arleigh Burke-class guided-missile destroyers will be given further work to remain in service, stretching their service life beyond 35 years.
180720-N-OY799-0326 PHILIPPINE SEA (July 20, 2018) The guided-missile destroyer USS Milius (DDG 69) steams alongside the Navy’s forward-deployed aircraft carrier, USS Ronald Reagan (CVN 76), during a transit of the Philippine Sea. Ronald Reagan, the flagship of Carrier Strike Group 5, provides a combat-ready force that protects and defends the collective maritime interests of its allies and partners in the Indo-Pacific region. (U.S. Navy photo by Mass Communication Specialist 2nd Class Kenneth Abbate/Released)
USS Ramage (DDG 61), homeported in Norfolk, VA, and USS Benfold (DDG 65), based in Yokosuka, Japan, have been extended by five years to FY 2035 and FY 2036, respectively.
USS Mitscher (DDG 57), also homeported in Norfolk, and USS Milius (DDG 69), homeported out of Yokosuka, have been extended by four years to FY 2034 and FY 2035, respectively.
This hits the feels personally as I was a “constructor plankowner” on all four of these tin cans I worked on each extensively while I was at Ingalls and even made it out on Ramage’s pre-commissioning tiger cruise.
Some of my personal snaps from the Ramage’s May 1995 tiger cruise
Each of these ships has received Aegis Baseline 9 upgrades through the DDG Modernization program. The program provided a comprehensive mid-life modernization to these destroyers, ensuring they have the right systems to remain capable and reliable to the end of their service life. Based on analysis by the Navy’s technical community, these extensions were feasible because each ship properly adhered to lifecycle maintenance plans and were well maintained in good material condition by their crews.
Ted Stevens hits the water.
Ingalls in Pascagoula this week announced the successful translation and launch of the Navy’s third Flight III Burke, the future USS Ted Stevens (DDG 128). She is set for her official christening this weekend.
HII’s Ingalls Shipbuilding division successfully launched the Arleigh Burke-class destroyer Ted Stevens (DDG 128). The ship will be christened Saturday, 19 August 2023 in Pascagoula, Mississippi. HII photo
HII photo
Ted Stevens is the 76th Arleigh Burke-class ship, and its name honors former U.S. Sen. Ted Stevens, who served as a pilot in World War II and later as a U.S. senator representing Alaska. At the time he left office in 2009, he was the longest-serving Republican U.S. senator in history.
Ingalls has delivered 35 Arleigh Burke-class destroyers to the U.S. Navy including the first Flight III, USS Jack H. Lucas (DDG 125), in June of this year. In addition, Ingalls Shipbuilding has four Flight IIIs currently under construction and was awarded an additional six destroyers earlier this month. Ted Stevens will be christened Saturday, Aug. 19, while Jeremiah Denton (DDG 129), George M. Neal (DDG 131), and Sam Nunn (DDG 133) are also under construction at Ingalls.
How about these eye-catchers. Also, that’s a tough curve to keep a formation like that, with the Rhino holding back toward stall speed while the Texan is pushing those RPMs to lead.
Official caption: A T-6A Texan II assigned to the “Wildcats” of Training Squadron (VT) 10, a T-45C Goshawk assigned to the “Sabrehawks” of Training Squadron 86, and a F/A-18F Super Hornet assigned to the Navy Flight Demonstration Squadron (NFDS) the “Blue Angels” fly alongside Pensacola Beach, July 26, 2023.
(U.S. Navy photo by LT Antonio “Gemma” Moré)
“VT-10 and VT-86 are two of the Navy’s premier Naval Flight Officer (NFO) training squadrons assigned to the Chief of Naval Air Training (CNATRA). In addition, CNATRA oversees the operations of the Blue Angels.
CNATRA’s mission is to train, mentor and deliver the highest quality Naval Aviators who prevail in crisis, competition, and conflict.”
As easily explained by the Marine Physical Laboratory of Scripps Institution of Oceanography, “FLIP, the FLoating Instrument Platform, is not a ship, but a 355-foot-long research platform that can be deployed for oceanographic research.”
Maybe a picture or three would help:
330-PSA-149-62 (USN 1060451): A new oceanographic research vessel – Floating Instrument Platform (FLIP), has been constructed for the Marine Physical Laboratory of Scripps Institution of Oceanography under contract to the Office of Naval Research. When the craft is flipped to a vertical position, the bow section remains above, water, shown here are the plan view and inboard elevation of the research craft. Photograph released May 25, 1962
330-PSA-149-62 (USN 1060451): A new oceanographic research vessel – Floating Instrument Platform (FLIP), has been constructed for the Marine Physical Laboratory of Scripps Institution of Oceanography under contract to the Office of Naval Research. When the craft is flipped to a vertical position, the bow section remains above, water, shown here are the plan view and inboard elevation of the research craft. Photograph released May 25, 1962
Offical caption: Floating Instrument Platform (FLIP). FLIP is in the vertical position. Photograph released August 7, 1962. Master caption: A new type of oceanographic research vessel – Floating Instrument Platform (FLIP) – is undergoing operational tests by the U.S. Navy in Dabob Bay, near Seattle, Washington. FLIP has been constructed for the Marine Physical Laboratory of Scrupps Institution of Oceanography under contract to the Office of Naval Research. The craft can literally flip from a horizontal to a vertical position while at sea. FLIP is flipped into the vertical position by flooding its long aft section with sea water. Only its “four story” bow section remains above the water. To return the vessel to a horizontal position, high pressure air blows the water out of the submerged section. FLIP will be used for studies of wave motion, marine biology, internal waves, sound waves, and other phenomena. The vessel has accommodation for four people and can carry enough supplies to last for about two weeks. In the vertical position, the research laboratories, living quarters, and engine room are above the water. Two diesel engines supply electrical power for air conditioning and other miscellaneous electrical equipment. Two waterfront tubes permit the crew to descent to 150 feet below the water. Upon completion of the tests in Dabob Bay, FLIP will be towed to San Diego, California, to begin its sea voyages. 330-PSA-207-62 (USN 1061426)
Scripps created FLIP with funding from the Office of Naval Research as it was seen at the time (1962) as a platform that could help better understand the mechanics behind wave height, acoustic signals, water temperature, and density– all valuable things when it comes to submarines and ASW.
The 355-foot, 700 GT vessel was unpowered and had to be towed to/from her location, where she had a trio of diesel generators (on rotating beds) to deliver electricity. She could remain “flipped” with a crew of a dozen researchers for as many as 35 days, long enough for the local fish to use her as structure.
A wild concept, FLIP in action was always neat to see, and I remember watching videos like this back in the 1970s and being blown away by the vessel.
“FLIP set the stage for thinking big about what could be done with technology to enable new scientific discoveries,” said Scripps’ Marine Physical Laboratory (MPL) Director Eric Terrill. “It was built in an era of risk-taking; a spirit that we try to embrace to this day and encourage in the next generation of seagoing scientists.”
The venerable spar vessel has been towed off for the last time, but a piece of it remains at Scripps. The institution has arranged for one of FLIP’s booms to be removed and mounted onto a pier, where it will continue to be used to deploy instruments into the water.
