Sure, everyone knows about at least two of the five U.S. Army Airborne Divisions (11th, 13th, 17th, 82nd, and 101st) that stood up in World War II, along with several separate parachute infantry regiments and battalions (like the stand-alone segregated 555th Parachute Infantry Battalion).
Plus there were the three short-lived battalions of “Para-Marines” in the 1st Marine Parachute Regiment, and the Navy Parachute School (founded in 1924 no less!) at the NAS Lakehurst, which schooled thousands of riggers and both blimp and aircraft crews in the art.
Add to that the covert secret squirrel types of the OSS and their off-books school at Area A-2 in Virginia’s Prince William Forest Park, training to drop into occupied Europe and Asia.
But did you know the Coast Guard also stood up a specialist airborne unit during the war? No, we aren’t talking about aircrew training to “hit the silk”; we are speaking of the USCG’s Para-Rescues.
I can’t find a ton of information on the subject, but the background is that at least a few dozen Coasties underwent parachute and survival training in the U.S. Forest Service’s smokejumper program (which started in 1939) to be dropped into the harsh Alaskan wilderness for extreme search-and-rescue missions.
As any WWII buff knows, the Alaskan theatre went from being a backwater in June 1942 to being an active frontline, and the military buildup in the territory saw aircraft go missing almost every day. For instance, in the Aleutian campaign alone, the USAAF lost 225 aircraft, with only 1:6 of those in combat.
The National Archives and WWII Museum have some great images to help color the tale. All official captions:
Coast Guardsman M. L. Nelson, parachute rigger third class, Canton, Illinois, is one of this group of hardy, aerial trained to leap into the Alaskan wilderness to ‘bring-.” No date WWII Museum 2015.063.081
USCG Grumman JRF Goose. Original caption: (July 1945) The search is on — A twin-motored Coast Guard plane skims the rugged, ice-crusted mountains of Alaska in an effort to spot wreckage of a missing aircraft. Aboard the Coast Guard plane is a para-rescue squad that will drop into the desolate area when the survivors are sighted to administer first aid and guide the victims to safety. The para-rescuers are thoroughly familiar with the northern country and are equipped and trained to live for days in the icy wilderness. USCG Image 26-G-4397. National Archives Identifier 205592335
July 1945. Original caption: Men Against the Icy Wilderness — After jumping from a Coast Guard plane, these Coast Guard para-rescuers pit their hard-won experience of the north against a maze of snow, woods, and mountains as they search for plane-crash victims in a bleak section of Alaska. Laden with enough supplies to last for many days, the husky para-rescuers trudge through heavy snow banks to the spot where they located the wreckage while still in the plane. After administering first aid to survivors, the Coast Guardsmen will tackle the giant job of moving them to safety. USCG Image 26-G-4398. National Archives Identifier 205592344
July 1945. Original caption: Mercy Mission — This is how a fully equipped Coast Guard para-rescuer looks as he gets set to leap from a Coast Guard plane to carry aid to plane-crash or other victims swallowed by Alaska’s rugged expanse of mountains, timber and ice. Outfitted and trained to master the wilderness for days, husky para-rescuers provide food and medical care for survivors and move them to safety. USCG Image 26-G-4396. National Archives Identifier 205592341
July 1945. Original caption: Mountain-top Vigil — Search for plane-crash victims carries a Coast Guard para-rescuers to a vantage point atop a mountain towering over a snow-and wood-covered valley. Other mountain peaks punch through a thick sheet of fog, which teams with snow, ice, and woods in hindering the searching party. Dropped into the Alaska wilderness from a Coast Guard plane, the para-rescuer carries a heavy pack of emergency rations and other equipment to help care for survivors until they can be moved to safety. USCG Image 26-G-4399. National Archives Identifier 205592347
July 1945. Original caption: “That’s the Spot” — as a Coast Guard rescue plane hovers over snow-covered Alaska woodland, Coast Guard Paratrooper Bruce Johnstone (left), of Ketchikan, Alaska, points out the spot where he believes a missing plane has crashed to Lt. Comdr. Joseph F. McCue (center), of Washington, D.C., and Ensign James P. Gwynn, of Red Bank, N.H., Coast Guard pilots. Johnstone is a member of a para-rescue squad which will bail out to care for crash victims and move them to safety. The rugged para-rescuers are trained and equipped to exist for days in the bleak expanse of ice, snow, and woods. USCG Image 26-G-4393. National Archives Identifier 205592338
Today, no Coast Guard units are actively trained or equipped for tactical parachute insertion, which is probably a shame. Still, Coast Guard Aviation Survival Technicians (Rescue Swimmers) have to prove themselves in other ways that would make some airborne guys weak in the knees.
We’ve covered lots of RIMPAC 26 stuff, but some small players are easily missed.
We speak, of course, to the ever-growing array of unmanned surface vehicles present in the exercise.
First off, let’s give it up to the U.S. Navy Global Autonomous Reconnaissance Craft (GARC) USVs from USVDIV (Unmanned Surface Vessel Division) 32, which took part in the SINKEX of ex-USS Peleliu (LHA 5).
A released Navy video shows two of the boats circling the battered hulk of the 40,000-ton ‘phib– and the old Peleliu soaked up the damage for sure– before they closed in to mimic a Japanese Shinyo suicide speedboat of 1944; only the remote operators got to live.
The Black Sea Tech GARC runs 15.8 feet, can make 40 knots in a sprint, and carry a half-ton payload. Keep in mind the small boat used in the October 2000 attack on the USS Cole is believed to have carried only between 400 and 700 pounds of C-4 plastic explosives; it created a 40×40-foot hole in the DDG that nearly sent her to the bottom.
Of note, USVDIV 32 GARCs performed swarm exercises with USS Mount Whitney (LCC 20) during Baltic Operations (BALTOPS) 2026 last month.
Besides the GARCs, a “digitally controlled surface vessel” (DCSV) launched from Sand Island, near Honolulu, delivered equipment for a 3D printer aboard Wasp-class amphibious assault ship USS Essex (LHD-2), completing what organizers describe as the “Department of the Navy’s first digitally-crewed surface vessel resupply of a Navy ship.”
Following the delivery, the DCSV continued its mission by transporting drone components to the 25th Infantry Division’s Lightning Lab, where Marines and Soldiers assembled the systems before deploying them for testing at Makua Range. From manufacturing and maritime delivery to assembly and operational employment, the end-to-end process was completed in less than 24 hours.
Not sure exactly what this thing is, but it has a very low-profile vessel (LPV) narco-sub flavor.
Keep in mind that the Navy is getting real-time combat feedback from their USV fleet as well, with at least three Saronic Corsair USVs laden with explosive packages used against an Iranian submarine at the port of Bandar Abbas earlier this month.
The shooting sports have come and gone steadily over the past two centuries. Back in the 1890s, Schuetzen matches (which, ironically, are making a bit of a comeback) and festivals reached their golden age and drew entire towns to bask in the precision marksmanship.
Speaking of festivals, rimfire Gallery Shooting was a staple of carnivals, state fairs, and boardwalks across the first half of the 20th Century.
Hunting was a rite of passage going back to Colonial times but reached its modern peak in the U.S. in 1982, when measured participation hit an all-time high of 16.7 million hunters, well over 7 percent of the total population, while community Turkey Shoots began to nose-dive around the same period. Today, only about 4 percent of the population actively hunts, and turkey shoots are all but gone.
I grew up with DCM Rifle shooting, but, except for the National Matches, CMP and the Garand Association, the pastime is all but forgotten. Peak attendance for the National Matches occurred in 1962 with 7,762 registered competitors participating. Today, attendance hovers at about 4,500, even though the U.S. population has more than doubled since the 1960s.
Bullseye shooting reached its peak popularity during the 1950s and 1960s.
Then came the emergence of dynamic, faster-moving action shooting sports, like IPSC and IDPA, in the 1970s, which drew competitors away from static bullseye matches.
As a sign of the times, there are no fewer than 516 USPSA clubs and 304 Steel Challenge clubs right now, and they just hit a record.
As of April 2026, USPSA and Steel Challenge reached a major milestone: 45,000 members. That’s the largest our organization has ever been, and it’s more than just a number, it’s a testament to the passion, growth and dedication happening across every level of the sport. Whether you’re running a club, working the timer or showing up for your first match, you’ve played a part in this.
To hit 45,000 members is exciting, but what’s even more important is what it represents. It reflects increased engagement at the local level, full squads at major matches, a surge of interest from new shooters and a wave of volunteers stepping up to keep everything moving. We’re averaging more than 46 new members every single day, and that trend shows no sign of slowing down.
While I am a fan of all of the shooting sports, practical shooting improves firearm handling, speed, and accuracy under pressure in a way that many other disciplines don’t. Plus, the core benefits of enhanced gun safety, stress inoculation, and refined mechanical skills can’t be beat.
If you aren’t partaking in some practical shooting, try it.
If you spent more than 30 seconds involved in Naval Aviation in and around Pensacola for the past 40 years, you know of the Flora-bama, a (formerly) tiny (formerly) biker bar on the Florida/Alabama Gulf Coast line between Orange Beach and Perdido Key.
Purchased by Pat McClellan in 1984, the hole-in-the-wall honky tonk bar had a transformation and became nearly infamous for its events such as the “Inter-State Mullet Toss” and New Year’s “Polar Bear Dip,” while, alternating with McGuires in P-Cola proper, becoming a Mecca for young naval aviators, who had a habit of returning when they came back as an instructor, then circling back around once after they retired.
Pat has a lot to do with that.
A University of Minnesota (NROTC ’71) alum, Pat went through the Navy Flight Program and ended up spending four years on the Blue Ghost, Pensacola’s own USS Lexington (AVT-16), as PAO back once upon a time when studs pulled their first traps on T-2C Buckeyes.
Quick with a joke and a little rough around the edges, my favorite observation of ol Pat was sitting in the dining room at the Flora-bama years ago, back before the big expansion, and watching him handle a complaint from a very fired-up tourist lady, who had pressing concerns about every single thing in the bar.
After listening patiently to her for about five solid minutes, Pat sat back and concluded.
“I’m sorry, I don’t think you ate here,” he told her confidently, “because we don’t serve bitches,” and walked away.
Pour one out for Pat, who just picked up his helmet bag for the last time and went to a Tailhook party somewhere where the visibility is unlimited, and, of course, the bar is open. If they don’t already know how to make bushwhackers, I’m sure Pat is already on that.
Operation Steel Box/Golden Python kicked off some 36 years ago this month, on 26 July 1990. It was about as joint as can be, and for good reason.
It had to move legacy stockpiles of 100,000 Sarin (GB) and VX (nerve agent) filled chemical munitions, specifically M121 155mm and M426 8-inch unitary chemical projectiles, from their igloos in West Germany, some 13,000 miles around the globe, to remote Johnston Atoll in the Pacific for destruction.
It was believed there was enough agent to easily kill millions of people if deployed, only limited by the density of the local population.
The thing is, the shells were increasingly unstable and occasionally leaked or broke, many having been filled in the 1950s and subjected to 25 years of winter freezes in Germany.
A pallet of M121/A 155mm chemical artillery shells sits in its shipping crate before being unloaded during Operation Steel Box. SSGT. Val Gempis/330-CFD-DF-ST-92-02497
The Army leg of it (it was their gas after all) saw 15 bunkers at the classified Sonderwaffenlager Site 59 in Clausen emptied into 28 road convoys by the 330th Ordnance Company (EOD) with the 110th Military Police Company riding shotgun and shuttled to the nearby Miesau Army Depot. Air-tight and haz-mat rated Secondary Steel Containers (SSC) were used to overpack the standard shipping pallets.
The munitions were loaded onto a special ammunition train for the 400-mile rail journey from Miesau to the port of Nordenham, shadowed by 80 West German police and U.S. Army vehicles which closed off each crossing to avoid accidents.
Waiting at the North Sea-adjacent port were the MSC-operated 30,000-ton 1,230-TEU auxiliary crane (sister) ships SS Gopher State (T-ACS-4) and SS Flickertail State (T-ACS-5), standing by to receive their moody cargo.
SS Gopher State (T-ACS-4) MSC photo
The ships’ crews had been given weeks of extra training in chemical response and firefighting, and the vessels had been specially modified for the mission at a cost of $53 million.
To monitor the cargo, the ships were equipped with three different systems for testing the atmosphere for the presence of chemical agents. These systems used special ventilation equipment, various air sampling devices, and on-board laboratories for sample analysis. The ship holds and hatch covers were modified to be airtight. Empty containers were loaded along the sides of the cargo holds, thus providing a buffer zone to protect the cargo in the event of a collision and to prevent the cargo from shifting during rough seas. The ships were also outfitted with collective protection systems that provided a constant flow of clean filtered air to the crew accommodations and most working areas. This protected these areas from contamination in the event of an accidental release of chemical agents. Other safety modifications included decontamination stations and upgrades to the ships’ medical facilities and firefighting/damage control systems.
Once loaded, the sea trip would be non-stop to avoid any possible disasters in a seaport and would skip the constricted Panama Canal by routing around Cape Horn at the tip of South America.
To keep tabs on the cargo, the auxiliaries carried 12 armed and MOPP-gear-equipped Army Technical Escort personnel on each ship.
For insurance, the two grey-hulled auxiliaries would be escorted for their 46-day trip by the nuclear-powered (for obvious reasons) Cold War veteran cruisers USS Bainbridge (CGN-25)and USS Truxtun (CGN-35).
USS Bainbridge firing a Harpoon in Exercise Red Reef III, 10 January 1992. DN-ST-92-07301
A port beam view of the nuclear-powered guided missile-cruiser USS Truxtun (CGN 35) underway steaming to her homeport of San Diego. 3 January 1989. DN-SC-90-02332
Single-class vessels built in the 1960s as 9,000-ton destroyer leaders then reclassed as cruisers, Bainbridge and Truxtun were more than capable of stopping any attempted hijacking on the high seas, carrying between them a 5″/45 Mk 42 gun, three twin Mk 10 launchers for a mix of 140 Standard SM-2 and ASROC missiles, 16 Harpoon AShMs, 10 ASW torpedo tubes, and four CIWS.
While not Aegis ships, they had long-range and advanced SPS-48 and SPS-52 3D radar sets as well as big SQS-26 sonar domes, so no rogue ship was going to get a drop on them. Their fire control systems allowed them to track and engage up to 16 targets simultaneously.
An eye in the sky was provided by Truxtun’s embarked SH-2F Sea Sprite, while Bainbridge had a helicopter deck but no hangar. Meanwhile, long-range land-based Navy and Air Force assets provided frequent overflights.
You can be sure that, in the event of some sort of runaway incident aboard one of the ships that couldn’t be contained, the crews would be evacuated and the Harpoons would fly, relying on the deep, dark waters to become the ultimate containment vessel.
It was slow going, averaging just over 11 knots, wallowing along monotonously in the same way that WWII convoys crept across oceans, moving at the speed of the slowest vessel.
Shoving off on 22 September, they arrived at Johnston Atoll on 6 November, without incident, despite experiencing several severe storms while “rounding the Cape.”
Replenishment food stores and boiler fuel oil for the auxiliaries were transferred underway.
Offloading took place over 12 days, with a commercial tug moving the Gophers around the small terminal while the recently commissioned 110-foot Island-class patrol boat, USCGC Kiska (WPB-1336), stood by the littoral to provide security.
She had steamed there independently from her station at Hilo, Hawaii, some 900 miles north, and had cleared the local waters a week before the task force’s arrival.
The Coast Guard large patrol craft USCGC Kiska (WPB-1336) ties up at the pier upon its arrival for Operation Steel Box, 1 November 1990. The Kiska is in place to provide security during the delivery of chemical munitions to the atoll. SSGT James M. Bowman/330-CFD-DF-ST-92-02502
Coast Guardsmen aboard a rigid-hull inflatable boat pass through the harbor as the Military Sealift Command auxiliary crane ship Gopher State (T-ACS-4) is tied up to the pier behind them during Operation Steel Box. The Gopher State is delivering chemical munitions to the U.S. Army Chemical Activity on the atoll for storage and disposal. SSGT James M. Bowman/330-CFD-DF-ST-92-02442
Note the all-important MOPP gear bag and clean shave! “A soldier from the 58th Military Police Company stands guard with an M-16A2 rifle as a convoy of M-878 yard tractor trucks carrying containers of chemical munitions prepares to depart from the pier area during Operation Steel Box. The trucks will carry the containers to the U.S. Army Chemical Activity on the atoll, where the munitions will be held for storage and disposal. The munitions were transported to Johnston Atoll aboard Military Sealift Command ships.” SSGT Val Gempis/330-CFD-DF-ST-92-02487
Soldiers (the “Red Hats” of the 267th Chemical Company) prepare to unload a crate of 155mm chemical artillery shells before placing them in a storage bunker during Operation Steel Box. The munitions, which were transported to the atoll aboard Military Sealift Command ships, will be stored in the bunker until their disposal. SSGT Val Gempis/330-CFD-DF-ST-92-02496
Steel Box concluded on 18 November, with no leaks or security breaches, and after the ships left, the “Red Hats” of the 267th Chemical Company– one of the only Chem Branch units with its own attached MP platoon (of the 58th Military Police Company)– slowly but safely disposed of the projectiles over the next decade.
By 2003, the facility itself had been demolished, and the 267th was deactivated the next year. The 58th is in garrison at Schofield Barracks in Hawaii.
Steel Box was among Bainbridge and Truxton’s final hurrahs before being decommissioned in 1995-1996 and recycled.
Kiska was decommissioned in Guam in October 2020, after 30 years of service, then transferred to Ukraine as Viacheslav Kubrak (P194), current status unknown.
Both Flickertail State and Gopher State outlived them all. Held in the MARAD’s Ready Reserve Force along with sister SS Cornhusker State (T-ACS-6) at Newport News, Gopher State is subject to recall on a five-day notice, despite both being over 50 years young. Meanwhile, Flickertail State is held in the National Defense Reserve Fleet (NDRF) at Alameda so that her spare parts can be stripped for her two sister ships.
A Soldier with “Sykes Regulars,” 5th Battalion, 20th Infantry Regiment, 2nd Infantry Division, fires an M14 Rifle on March 7, 2019, at Nueva Ecija Province, Philippines. (Photo: U.S. Army)
The country’s clearinghouse for milsurp rifles and pistols announced over the weekend that a collectible American battle rifle will soon be available.
By special authorization, the CMP is pleased to announce the future availability and sale of surplus M14 rifles. Prior to sale, the rifles will be modified to be permanently and irreversibly semi-automatic rifles. The modified semi-automatic M14s will be fully compliant with CMP enabling legislation authorizing the transfer and sale of military surplus .30 caliber rifles.
The CMP anticipates first order fulfilment in the late 2026 to early 2027 timeframe. More details will be published on the M14 order submission process, pricing, limits and sales channels (mail order and physical stores) at a later date.Proceeds from the sale of these and other historic firearms allow the CMP to teach firearms safety and marksmanship, conduct competitions, and provide scholarships and youth programs, nationwide.
Adopted in the late 1950s to replace not only the Garand, but also the M1 Carbine, M3 Grease Gun, and M1918 BAR, the Springfield Armory-designed M14 in 7.62 NATO was America’s battle rifle for a generation.
However, as the McNamara-era Pentagon looked to Vietnam, and followed the Air Force’s lead in 1963 by fielding Eugene Stoner’s much handier AR-15 as the M16, the M14’s time in the spotlight was limited, and production ended in 1965.
The 7.62 NATO M14, center, was the bridge between the .30-06 M1 Garand, top, and the 5.56 NATO M16, bottom. (Photo: Sgt. James Stanfield/USMC Museum)
U.S. Sen. Cynthia Lummis (R-Wyo) said that 100,000 M14s would be made available to CMP, with agreement from the Army and ATF already secured.
“Proceeds will fund marksmanship training and youth programs nationwide, including at the new Wyoming State Shooting Complex in Cody, which will partner with CMP,” said Lummis.
While over 5 million Garands were produced, only 1.38 million M14s were made by H&R, Springfield Armory, TRW, and Winchester between 1959 and 1965. Of those, something like 479,000 were fed to “Captain Crunch” at Anniston Army Depot in the late 1990s.
Another 321,000 were given away as military aid over the years to countries such as South Vietnam, Estonia, Lithuania, Turkey, Greece, the Philippines, and Ukraine. Other rifles, partially demilled, were issued to JROTC units for drill purposes.
Further, the M14 was never fully removed from U.S. military use and remains in limited service with a variety of units, including the Army’s “Old Guard” on ceremonial duties in the Washington, D.C area, with the Service Academies for drill use, with assorted EOD units to deliver disabling fire at distance, and as line throwers and service rifles aboard Navy ships.
The M14 remains in service with honor guard units such as the Army’s Old Guard, left, assorted Service Academies as drill rifles, and with EOD units and in the small arms lockers of hundreds of Navy surface ships. (Photos: Department of War via DVIDS)
The Bigger Deal Behind the Announcement
The importance of this news goes far past some M14s hitting the collectors’ market.
The ATF has long enforced a “once a machine gun, always a machine gun” policy when it comes to receivers, meaning they could only ever become scrap or remain an NFA item forever. Presumably, CMP has cleared the planned conversion of these surplus select-fire M14s with the ATF to be “civilian-legal” and non-NFA items, which could be part of the “Special Authorization” mentioned in the press release.
This could open the door to apply the same logic to the millions of surplus 5.56 firearms (M16A1, A2, A4s, etc.) in military storage, provided Congress tweaks the organization’s charter to include that caliber (currently the CMP is only allowed to sell surplus U.S. military .30-caliber and .22-caliber rifles).
Going past CMP, it could signal the end of the once/always standard, which could mean big things in terms of importing and commercial sales.
Price?
The question on everyone’s mind is, what about the cost? Well, CMP runs Garands currently for $1,150, and those are reconditioned guns using reclaimed drill rifle receivers with new barrels and furniture. Every other grade is sold out. The popular commentary on the M14 pricing, which hasn’t been announced, ranges from $4,000 to $6,000 on assorted CMP and collector forums, likely with a lottery system such as used in early batches of surplus M1911 sales.
This could make brand-new cast receiver Springfield M1As, which start at about $1,500 for base models, a good alternative. Even Fulton and LRB-made M14 clones, using forged receivers, are out there for under $4K.
To cap RIMPAC 26, two large SINKEXs took place, targeting the long decommissioned Tarawa-class amphibious assault ship ex-USS Peleliu (LHA-5) and the more recently laid up Ticonderoga-class guided missile cruiser ex-USS Mobile Bay (CG 53).
The event took place in deep water (+6,000 feet) north of Hawaii to keep the broken wrecks safe from unwelcome eyes.
Of course, Big Navy did what Big Navy is well-known for, deep-sixing ships De Soto style that some on Capitol Hill would like to see returned to service. Peleliu, the last of her class, had been laid up since 2015 but drew interest as a short-term replacement for Bon Homme Richard for a few years until a new ‘phib could be completed. Likewise, cruiser fans hate to see every Tico get a hard goodbye, especially if they still “look” so good.
I mean, look at Mobile Bay when she was decommissioned just under three years ago:
SAN DIEGO (Aug.10, 2023) – The Ticonderoga-class guided-missile cruiser USS Mobile Bay (CG 53) sits pier side during a decommissioning ceremony. The Mobile Bay was decommissioned after more than 36 years of distinguished service. Commissioned Feb. 21, 1987, Mobile Bay served in the U.S. Atlantic, Seventh, and U.S. Pacific Fleet and supported Operation Desert Storm. (U.S. Navy photo by Mass Communication Specialist 2nd Class Stevin C. Atkins)
If they are at the bottom of the Pacific, the NDAA can’t authorize millions to reactivate elderly vessels– so that the money can be spent on shiny new ones.
Mobile Bay SINKEX from Royal Canadian Navy submarine HMCS Cornerbrook. Corner Brook fired a warshot Mk 48 Mod 7AT heavyweight torpedo into Mobile Bay during the event. It was the first time a Canadian sub took part in RIMPAC since HMCS Victoria in 2014.
Mobile Bay SINKEX from Royal Canadian Navy submarine HMCS Cornerbrook.
Plus, obtaining valid weapons testing evaluations on a big deck LHA– from a class that the Navy’s current LHAs and LHDs are based upon– is worthwhile.
Peleliu had already been towed out to sea from her retirement home in the West Loch earlier this year to simulate battle damage in various spaces and then towed back to Ford Island as part of an extensive Repair Technology Exercise (REPTX) which brought together various technologies for inspection, repair, and/or prevention of damage.
Shore-based rocket batteries (M142 HIMARS of the Kentucky National Guard’s 1st Battalion, 623rd Field Artillery, and Type 12 anti-ship missiles from the Japanese Army’s 8th Surface-to-Surface Missile Regiment) got their real-world tasking and showed the continued promise of mobile sea control from the shore.
Perhaps the Navy is eager to assuage allies that their 1970s-designed anti-ship missiles can still, you know, anti-ship.
Japan Maritime Self-Defense Force Kongo-class guided missile destroyer JS Kongo (DDG 173) fires a Harpoon missile at the hulk of decommissioned Tarawa-class amphibious assault ship USS Peleliu (LHA 5) during a combined sinking exercise in the Pacific Ocean as part of Exercise Rim of the Pacific 2026, July 17, 2026. (Japan Maritime Self-Defense Force photo)
Although, to be fair, HMAS Sydney did get a chance to test out one of the RAN’s new Naval Strike Missiles.
HMAS Sydney (V) conducts a Naval Strike Missile (NSM) firing during RIMPAC Sea phase off the coast of Hawaii, United States.
Getting Spiked
Of note, among those who got in licks were a flight of AH-64D Longbow Apaches from the Fort Lewis-based 16th Combat Aviation Brigade of the 7th Infantry (Hourglass) Division, which carried Israeli-made Spike NLOS missiles. The 75-pound fire-and-forget missile has a 20+ mile range and a 28-pound warhead while only costing about $250K. In effect, a sort of super Hellfire.
U.S. Army Soldiers assigned to the 16th Combat Aviation Brigade, 7th Infantry Division (Multi-Domain Command – Pacific) load a Spike missile on the an AH-64 Apache in preparation for their role in a sink exercise, where each aircraft fires a Spike missile at a decommissioned warship for the purpose of at-sea live-fire training during exercise Rim of the Pacific off the coast of Hawaii, on July 11, 2026. (U.S. Army photo by Sgt. Christian Morton)
Said Army Apaches flew from USS Essex (LHD-2) alongside Marine Cobras (Vipers) and Hueys (Venoms).
Note the Spike aboard
Two U.S. Army AH-64 Apaches from the 16th Combat Aviation Brigade, 7th Infantry Division (Multi-Domain Command – Pacific) participate in a sink exercise, where each aircraft fires a Spike missile at a decommissioned Ticonderoga-class guided-missile cruiser USS Mobile Bay (CG 53), for the purpose of at-sea live-fire training during Exercise Rim of the Pacific off the coast of Hawaii, on July 11, 2026. (U.S. Army photo by Staff Sgt. Christian Morton)
A U.S. Army AH-64 Apache from the 16th Combat Aviation Brigade, 7th Infantry Division, Multi-Domain Command – Pacific, fires a Spike Non-Line of Sight missile at the USS Mobile Bay for a Sink Exercise during Rim of the Pacific in Hawaii, July 11, 2026.
The Spikes were joined by Penguins fired from an RNZN SH-2G SeaSprite (they do exist!) from the Anzac-class frigate HMNZS Te Mana (F 111), a Marte from an Italian SH-101 flying from the frigate Giovanni Delle Bande Nere (P 434), and Hellfires from a pair of RAN MH-60Rs flying from both Sydney and cross-decked from USS Wayne G. Meyer (DDG 108).
RNZN SH-2G SeaSprite Penguin RIMPAC SINKEX
Italian Navy SH-101 launching a Marte anti-ship missile during Exercise RIMPAC, flown from Giovanni Delle Bande Nere
Flight 607 personnel load Hellfire missiles into MH-60R Seahawk “DUNDEE” on the flight deck of HMAS Sydney (V) during RIMPAC sea phase off the coast of Hawaii, United States.
So long, Tarawas
In the end, let’s pour out one for the Tarawas, which were first ordered 1 May 1969, amid the worst part of the Vietnam War. Peleliu’s sinking closes the book on the class, spanning a 57-year run.
Artist’s conception of a very preliminary design of the LHA, released by DoD, 15 February 1967. USN 1120262
They held the line in the Cold War and multiple evolutions of the Sandbox, combining big Harrier and Super Stallion capable air decks with large LCAC and LCU capable well decks and room for 1,700 embarked Marines. Nothing else came close before the class.
Of the five members, USS Belleau Wood (LHA 3) was the first disposed of, sunk in 2006, followed by Saipan (LHA 2), which was scrapped in 2009, Nassau (scrapped in 2021), and Tarawa herself, which was sent to the bottom in RIMPAC 24.
141022-N-NZ935-083 PHILIPPINE SEA (Oct. 22, 2014) The amphibious assault ship USS Peleliu (LHA 5) is underway as part of the Peleliu Amphibious Ready Group and is conducting joint forces exercises in the U.S. 7th Fleet area of responsibility. (U.S. Navy Photo by Mass Communication Specialist 1st Class Joshua Hammond/Released)
Some 60 years ago this week, over the skies of the Republic of Vietnam.
An LTV F-8E Crusader of the “Hunters” of Fighter Squadron 162 (VF-162), fires 2.75-inch Zuni rockets in support of ground forces in South Vietnam during USS Oriskany (CVA-34)’s 1966 West Pac deployment. The photo is dated 23 July 1966. Eighteen rockets are visible in this image.
Official U.S. Navy Photograph USN 1117222, now in the collections of the National Archives.
VF-162 was established aboard NAS Miramar on 1 September 1960 as a Douglas F4D outfit but only flew their pokey Skyrays on their first deployment aboard USS Intrepid in the Med in 1961-62.
Switching to the speedy F-8 in 1963, they would make their next four deployments from Oriskany’s deck on Westpac cruises (Aug 63 – Mar 64, Apr 65 – Dec 65, May 66 – Nov 66, and Jun 67 – Jan 68).
A Sidewinder-armed F-8E Crusader from the VF-162 Hunters prepares to launch from USS Oriskany (CVA 34) on a mission over North Vietnam in August 1967. Note the “Hunters” moniker on the aircraft’s wing roots.
Keeping the Tonkin Gulf in their blood, the Hunters shipped out in 1969 for another Vietnam tour aboard USS Ticonderoga (CVA-14) and their last on USS Shangri-La (CVS-38) in 1970.
With 16 aircraft lost in action, VF-162 had the second-highest combat loss rate after VF-111 of the F-8 fighter units deployed to Vietnam, but had two confirmed A-to-A MiG kills (9 October 1966, when CDR Dick Bellinger bested a VPAF MiG-21; and 14 December 1967, when LT Richard Wyman shot down a VPAF MiG-17).
VF-162 disestablished on 29 January 1971, having just nine years on the books but lots of time in combat.
The squadron’s last “deployed” aviator downrange, LCDR Richard Minnich, shot down over North Vietnam by an SA-2 in December 1968, had his remains repatriated in December 1985 and identified the next year.
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Warship Wednesday 23 July 2026: Semper Laborantes
USCG Photo 26-G-07-26-56(13). National Archives Identifier 205592132
Above we see the Balsam (Iris “C”)-class armed ocean-going buoy tender USCG Hornbeam (WAGL-394) hard at work at the scene of one of the most infamous maritime disasters in modern history, some 70 years ago this week.
In the photo, the once-proud Italian liner Andrea Doria lists dangerously in over 200 fathoms of water off Nantucket, with two of her lifeboats alongside Hornbeam.
The Balsams
In 1916, the Revenue Cutter Service and Lifesaving Service were merged to form the Coast Guard, to which the Bureau of Lighthouses was added on 1 July 1939, and as such, all U.S. lighthouses, tenders, and lightships became USCG installations and ships.
The thing is, the lighthouse and buoy tender fleet was a hodgepodge of antiquated single-use vessels to which the Bureau had been looking to replace with a new series of 177-foot lighthouse tenders modeled after the USLHT Juniper, the last vessel designed by the Bureau.
Taking these plans, the Coast Guard made some changes and produced an 180-foot/950-ton single-screw steel-hulled ship that incorporated some new features that the USLHS never needed (an ice-strengthened bow, search and rescue equipment and mission, allowance for armament, etc. al).
The first of these, USCGC Cactus (WAGL-270), was appropriated for $782,381 on 20 Jan 1941 and laid down at Marine Iron & Shipbuilding Corporation, Duluth, Minnesota, on 31 March.
USCGC Basswood through the Straits of Mackinac- 12 May 1944, a good example of the “180s.” Note the 3″/50 behind her wheelhouse facing over the stern as well as her 20mm mounts. ASW weapons, firefighting gear, and buoy-tending equipment were also shoehorned into these ships. Further, as shown above, they could break light ice, a feature that was to serve the units headed to the Pacific well!
The 39 Balsams were built in three slightly different flights: A, Cactus (13); B, Mesquite (6), and C, Iris (20).
All ships of the three subclasses have the same general characteristics, but with slight differences (e.g., the “A/Cactus” class tenders may be differentiated from the other two classes of 180-foot tenders by their unique “A” frame main boom support forward and their large 30,000 gal fuel tanks that allowed an economical 17,000nm cruising range on their gentle diesel suite.)
Likewise, they were constructed at three yards, Marine Iron & Shipbuilding (6 Cactus, 5 Mesquite, 10 Iris), Zenith Dredge (7 Cactus, 10 Iris)– both in in Duluth, Michigan– and the USCG Yard in Curtis Bay, Maryland (1 Mesquite), with the first hull laid down on 31 March 1941 and the final ship commissioned 22 November 1944, an impressive run.
The building process averaged 192,018 hours of labor per vessel.
Which brings us to…
Meet Hornbeam
Our subject was the only warship named after the American Hornbeam (Carpinus caroliniana), a small hardwood tree.
Laid down as Yard No CG-152 at Marine and Iron Shipbuilding Corporation, Duluth, on 19 June 1943.
USCGC Hornbeam during construction at Duluth- 17 July 1943. USCG Photo
She hit the water in a side-launch on 14 August 1943 and was commissioned on 14 April 1944.
Launching of USCGC Hornbeam- 14 August 1943. USCG Photo
Our little tender was constructed in 300 days flat for a cost of $864,296. Only one C-series (Iris) Balsam class tender was constructed for cheaper (USCGC Sassafras) and that only barely so ($864,032).
LCDR Taylor accepts USCGC Hornbeam from the builders. USCG Photo
War!
Following a short workup, Hornbeam served on the Great Lakes, between April and July 1944.
USCGC Hornbeam- 15 June 1944. USCG Photo
She was used for general ice-breaking (in spring) and aids-to-navigation work (in summer) before heading to the East Coast via the Weiland Canal (the St. Lawrence didn’t open until 1959).
Arriving at Woods Hole, Massachusetts on 14 August 1944, Hornbeam was a First CG District asset used for coastal ASW patrol in addition to her buoy and marker work.
She was well equipped for the task, delivered with a WEA-2 sonar, two depth charge racks, two forward Mousetraps over the bow, and four Y-gun type depth charge throwers. For surface action, she had her amidships 3″/50 on a bandstand behind the stack, two 20m Oerlikon singles, and a SL-1 radar.
Official wartime caption: “The latest U.S. Coast Guard armed buoy tender is shown slogging into a head sea during an Atlantic storm in this oil painting by USCG Combat Artist Hunter Wood. This type carries heavy guns in case it runs upon a U-boat.” Released February 11, 1944. National Archives Identifier 205575897
It was during the war that she came to the assistance of the USCGC Nemesis (WPC-111) following the 165-foot patrol cutter’s collision with SS Felipe de Neve on New Year’s Day 1945.
To Black Hull Service
Post-war, the Balsams continued in service, albeit without having to keep an eye peeled for Zeroes and U-boats. This meant most of their ASW weapons were removed, and they received a more work-a-day black hull scheme rather than grey and camouflage.
Enlisted crew of USCGC Hornbeam on her quarterdeck,1952
For tenders stationed in more northern climes, like our Hornbeam, this meant summers working buoys and markers while being on call for search and rescue and LE missions and the winters breaking ice.
The class was used for any number of ancillary duties. For example, one member, Redbug, was lent to the MSTS for use as a light cargo ship (AKL) in the 1950s, running around remote Pacific bases. The white-hulled Evergreen (later classed as WAGO-295) served as the USCG’s only oceanographic vessel off and on from 1948 through 1982.
Jane’s 1954 entry for the class, noting 38 in USCG service, with Redbud in MSTS but not mentioning Evergreen.
Settling in her regular beat, Hornbeam became one of a series of cutters who had an alternate identity in the Republic of Nantucket, dubbed the RONC Par A Sec 4.
The practice came as noted by the USGC Historian’s Office:
The commanding officers or officers-in-charge of Coast Guard cutters that are assigned to or visit Nantucket play the “Ring Game” with the Nantucket Angler’s Club for “ownership” of the cutter. If the skipper loses, then the Nantucket Angler’s Club becomes the cutter’s owner. The skipper is entitled to decide the newly acquired cutter’s “RON” name.
She clocked in where needed.
Besides her regular work, she regularly ferried personnel and supplies to the five manned lightships marking the northeast coast. She served temporarily as the Nantucket Light Station when the regular light ships were unavailable, and helped them regain station when drifting.
With the huge Gloucester fishing fleet in her stomping grounds, it was often that our tender was called out in an emergency, such as when she came to the assistance of the trawler FV Flamingo near Pollock Rip on 17 Feb 1954. She then came to the aid of FV Shamos, aground at No Man’s Land, that September. In November 1955, she towed the disabled FV Mideay, then turned around just days later and towed the similarly disabled FV Ballard. In 1956, she escorted the distressed MV Chelsea to New Bedford.
That was just a warm-up for something much bigger.
Andrea Doria
The collision between the westbound 29,083-ton luxury liner Andrea Doria, out of Genoa, Italy, racing behind schedule at nearly 22 knots to New York, and the motorship Stockholm (12,165 GRT), steaming east at 18.5 knots out of New York headed for Gothenburg, on the late night of 25 July 1956 while in heavy fog off Nantucket, is very well documented.
Fatalities were light, all things considered. Five were killed on Stockholm, 46 on Andrea Doria. However, it set the stage for a heart-pounding all-hands rescue, with the liner flooding and listing sharply, rendering half her lifeboats immediately unusable.
Although cracked up, Stockholm ended up carrying 572 survivors (327 passengers and 245 crew members) from Andrea Doria, in addition to her own passengers and crew, to New York under her own steam.
The stately but aging 46,000-ton CGT liner, SS Île de France, rushed to the scene and, of 1,706 surviving passengers and crew of the Andrea Doria, about 753 were transferred aboard the Frenchman in six hours.
Other ships were there too.
The Munargo (United Fruit) Lines Liberty ship SS Cape Ann picked up 129 survivors.
The Hornbeam sortied out– along with the cutters Campbell, Evergreen, Fredrick Lee, Owasco, and Yakutat— and made it to the scene just before sunrise.
She took aboard the survivors of the last two lifeboats, composed of the final crew to escape the doomed liner. They had remained aboard working the pumps in vain hope she could be saved.
Hornbeam with the badly listing Andrea Doria in the foreground on the morning of 27 July 1956, some 55 miles off Nantucket. Note her eight portside lifeboats are still in their davits. USCG Photo 26-G-07-26-56(04), National Archives Identifier 205592110
Andrea Doria’s skipper, 58-year-old Capt. Piero Calamai, watched his proud vessel slip below the waves from the deck of Hornbeam. Reports range from 45 to 77, the number that Hornbeam took aboard. As the boats had a capacity of 58, either number seems possible.
Andrea Doria rolling. Likely taken from Hornbeam. Note she still has all of her portside lifeboats in their davits. USCG 26-G-07-26-56(17)
Andrea Doria down. Likely taken from Hornbeam. The cutter brought two lifeboats back to Woods Hole, and those that could not be salvaged were sunk by gunfire to prevent them from being shipping hazards. USCG 26-g-097-123-003
Hornbeam transferred her survivors to the larger and faster destroyer escort USS Edward H. Allen (DE-531)to land at the Brooklyn Navy Yard, and brought the two large lifeboats from Andrea Doria to shore at Woods Hole.
For her assistance, the destroyer was officially thanked by the Italian Government and her commanding officer, LCDR Boyd Henry Hempen, USNR (OCS ‘43), was decorated with the Italian Legion of Merit.
Allen’s list of 77 Doria survivors, including Calamai, landed at the Brooklyn Navy Yard early on the 27th:
Hornbeam’s skipper, LT Roger F. Erdmann, joined LCDR Hempin of the USS Allen in a ceremony where 35 Navy and USCG personnel were decorated at the Italian Embassy in DC on 18 January 1957.
His Excellency Manlio Brassio [Brosio] [Brosio], Ambassador of Italy, decorates Lieutenant R. F. Erdmann, USCG, for assistance rendered the Italian ship, Andrea Doria, USCG Photo via NARA
Post-Doria
Hornbeam picked up her tackle and got back to work, yet continued to come in as a lifesaver in the clutch.
On 8-9 July 1957, she assisted the MV American Packer off Buzzards Bay
On 25 October 1957, she assisted MV Nicolos, which was aground at Hog Island
On 4 April 1958, she assisted MV Fort Felerman.
On 30 April 1958, she assisted FV Venture 1.
On 7 Aug 1958, she assisted following collision between MVs Graham and MT Gulf Oil in the East passage of Narragansett Bay.
On 29 January 1961, she assisted her sister cutter Spar, which was aground in Narragansett Bay.
USCGC Hornbeam off Nantucket in 1963. USCG Photo
In April 1965, she escorted the icebreaker USS Atka, which was taking on water off New Bedford.
In late November 1965, she assisted U.S. MVs American Pilot and Maume Sum following their collision west of the Cape Cod Canal
In January 1968, she freed the research ship Gosnold from ice near Woods Hole.
Still a warrior
She also undertook some genuine naval work in 1962, leaving her normal cruising grounds to participate in the shipping quarantine around Cuba.
Hornbeam shepherded several small (82 and 95 foot) patrol boats dispatched from New England that were involved in the operation that turned away several Soviet ships carrying offensive missiles intended for deployment in Cuba.
By this time, she carried an UNQ-1 sonar and SPN-11 or SPS-10 radar, and had ditched her Oerlikons for M2 .50 cals but still had her 3″/50 deck gun until at least 1967 when it was landed, leaving her just the .50s and her small arms locker.
Around this period, her unit patch included Semper Laborantes (Always Working), and for good reason.
Insignia patch of buoy tender assigned to First Coast Guard District, Boston. “Semper Laborantes, Aids to Navigation.” Description: Courtesy of Commander George Wildes, USCG, 1978. Catalog #: NH 88137-KN
Upgrades
In 1965, the service redesignated most large buoy tenders from WAGL (auxiliary lighthouse tender) to WLB (oceangoing buoy tender) to reflect the vessels’ evolving multi-mission capabilities– and the phasing out of manned light ships and light houses, with the latter declining from 670 in 1939 to just 158 by 1965.
The USCG kept these versatile 180-foot tenders in operation well past their prime. Of the 38 remaining Balsams, only 11 did not receive either a Major Renovation (MAJREN) in the 1970s (at which point they were in their 30s) and/or a Service Life Extension (SLEP) rebuild in the 1980-90s (at which point they were in their 40s and 50s).
Hornbeam was in the club of 12 that only ever got the 1970s MAJREN refit, picking up $17.5 million worth of work between 1 July 1976 and 29 Apr 1977 at the CG Yard.
Under the MAJREN program, vessels received new diesel engines while the main electrical motor and its control systems underwent a thorough overhaul. New electrical wiring and switchboards were installed, as were entirely new water piping and sewage handling systems. Each vessel received a bow thruster to improve its maneuverability in close quarters. Future crews benefited from the replacement and modernization of all furnishings in the living areas. Decreasing the size of the forward hold allowed the expansion of the living area itself. Fourteen 180s went through the MAJREN program. These repairs and improvements extended each vessel’s service life by an estimated ten to fifteen years
Following her MAJREN, Hornbeam shifted from Woods Hole, which she had called home for 32 years, and arrived at Cape May, New Jersey in early May 1977.
Post MAJREN and racing-stripe equipped USCGC Hornbeam underway on 15 February 1984. Note the ice accumulation amidships. USCG photo.
Based at Cape May, she was co-located with the service’s boot camp (TRACEN). This allowed her, whenever not on her regular ATON and SAR duties, to serve as a floating training bed for budding coasties and a host of assorted high-profile programs.
Yorktown, Virginia (Apr. 26 1999)–The crew of the Coast Guard Cutter Hornbeam (WLB 394) secures the buoy chain after pulling a buoy out of the water as part of the JCOC demonstration at Reserve Training Center Yorktown. The Joint Civilian Orientation Conference (JCOC), sponsored each year by the Secretary of Defense, brings together 60 noted civilians from around the country–a broad cross-section of opinion leaders–and gives them a weeklong, intense orientation on the U.S. military. The program begins with high-level briefings at the Pentagon and then takes the participants to various installations across the country for “hands-on” experiences. USCG photo by PA1 Telfair Brown.
Still, with her ice-strengthened bow, she came in handy on ice patrol and in coastwise icebreaking even at her advanced age.
USCGC Hornbeam underway on International Ice Patrol in 1984
In January and February 1994, Hornbeam, “during a record cold spell,” spent seven weeks breaking ice and installing ice buoys in the Delaware Bay and Delaware River.
While in Cape May, her patch touted Marvin the Martian, noting the tender was “Doing the Impossible.”
End Game
Starting in 1972 with Redbud decommissioned and transferred to the Philippines, the Coast Guard began whittling down the 180s. Before the end of the decade, four further 180s, all from the earliest Cactus variants (Balsam, Cowslip, Woodbine, and Tupelo), were taken out of service and disposed of.
Three of the 180s were lost in accidents.
Cactus ran hard aground in 1971, and the damage was so extensive that the government decided to decommission the vessel rather than repair her– nearly 30 years into her service career.
In January 1980, USCGC Blackthorn collided with a commercial tanker in Tampa Bay, Florida, and capsized the buoy tender, taking 23 members of her crew to the bottom.
In December 1989, USCGC Mesquite grounded on a rock pinnacle jutting from the bottom of Lake Superior, which damaged her so severely that the USCG decided to decommission the old gal, and she was scuttled by a commercial salvage company in 1990.
By the 1980s, Evergreen, no longer needed with the service shuttering its oceanographic office, along with sisters USCGC Citrus (WLB-300) and Clover (WLB-292), were redesignated as Medium Endurance cutters (WMEC) to combat the rising drug trade and replace smaller 143-foot Sotoyomo-class fleet tugs that had been transferred from the Navy in the 1950s. These would later be replaced themselves in the early 1990s by much more effective 270-foot Bear-class cutters.
With the service moving to commission the new and much more capable 225-foot Juniper class of ocean-going buoy tenders, the writing was on the wall for the remaining 180s.
Hornbeam was decommissioned on 30 September 1999, capping a busy and oft-unrecognized 55-year career.
The laid-up tender was berthed first in Custis Bay, then in Baltimore after 2002, where she sat idle next to the Domino Sugar Factory.
The former USCGC Hornbeam (WLB-394), at Baltimore, MD, May 14, 2007.
In November 2007, the sugar factory had an explosion, and the ship was covered in black sugar soot residue.
The old girl was sold on the commercial market in January 2009 to Integrated Technologies & Systems, Ltd, and soon was floating around the Caribbean as the coaster M/V Rum Cay Grace (IMO 8660624).
It was in April 2010 that she was chartered to Volunteer Ministers, the outreach program for the Church of Scientology, to carry earthquake relief supplies (“including an ambulance, a pickup truck to be used as an ambulance, MREs, stoves and wood pellets, and wheelchairs, walkers and crutches”) from Miami to Haiti.
Scientology Volunteer Minister Ship, M/V Rum Cay Grace, (ex USCG Ship Hornbeam), arriving in Haiti, April 2010, bringing 165 tons of materials, food and other aids to the disaster-stricken country. Via Wiki Commons.
Left to languish in Haiti, the abandoned coaster was hijacked by “two old pirates” and a skeleton crew, and sailed to Panama in 2012, where she grounded and wrecked the following year, the end of her tale.
Hornbeam’s skipper during the Andrea Doria rescue, LT Roger F. Erdmann, USCG, retired as a captain. An exhibit honoring him is at the North Point Lighthouse outside of Milwaukee, where he was stationed from 1957 to 1961. He later commanded the famed 327-foot cutter Duane (WHEC-33) from 1969-1971 before ending his career in the 1st District in Boston. He passed in 1984, aged 65, and is buried in the Central Maine Veterans Cemetery in Augusta.
Two of Andrea Doria’s aluminum-hulled human-powered (Fleming geared) lifeboats, #1 and #13, survive, of which I believe the former was one of the two brought to Woods Hole by Hornbeam immediately after the disaster. No. 13 reportedly was found washed up in New York in 1981, having broken loose from her davits after the liner sank.
After the sinking of the Andrea Doria, Calamai, her final captain, retired. He had joined the Italian Navy in 1916 as an ensign, and had a solid 40 years of military and commercial maritime service under his belt. He is reported to have told one of his friends after the sinking, “Before I used to love the sea. Now I hate it.” When he died in 1972 at the age of 74, his last words were recorded as “Are all passengers safe?”
Wikipedia doesn’t even mention the Hornbeam in its entry on the infamous passenger liner. The USCG Historian’s Office long ago deleted her entry.
When it comes to her sisters, a few 180s survive in overseas service (Buttonwood, under a Dominican flag) while some others are in commercial or private hands as museum ships. One, Sundew, was at Hornbeam’s birthplace this week and still looks great.
To the crew of privately-owned former USCGC Sundew, departing Duluth this afternoon for the big USCG Festival in Grand Haven, Michigan, on July 24 – August 2. USCGC Spar (WLB-206), seen in the distance, will not be participating this year. Duluth, MN – July 20, 2026. Photo by David Schauer.
Thanks for reading!
Meminisse est ad Vivificandum – To Remember is to Keep Alive
***
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Don’t get me wrong, it looks kind of cool, almost like an “advisor gun” of the type that the original SF A-Teams (the “Gypsies of the Battlefield”) liked in the early days of the CIDG program in Vietnam, but I have to wonder if the juice is worth the squeeze and they got the dwell time worked out to where it works better than the old Universal Enforcer.
I give you, Auto-Ordnance’s factory SBR M-1 Carbine:
According to AO’s press release (emphasis mine):
Designed for optimal maneuverability and modern application, the M1 Carbine SBR boasts an overall length of just 30 inches, featuring a 12-inch barrel equipped with a standard 1/2-28 threaded muzzle for easy suppressor or compensator attachment.
To further bridge the gap between historic utility and current shooting requirements, the firearm includes integrated M-Lok slots along the bottom of the forearm, allowing for the seamless attachment of modern accessories.
Finished in a durable, non-reflective matte black, the SBR ships with either a 15-round (AOM230) or 10-round magazine (AOM240).
The new SBR M1 Carbine takes an already handy rifle and makes it even more useful in tight spaces. On top of that, the threaded barrel lets the shooter go quiet when silence is the best option.
This modernized platform is available now at an MSRP of $1,870 for both 10- and 15-round models.
Still, tax stamps (for now) on SBRs are zeroed out, and my last Form 4 went through in three days…so forgive me if something happens.
