While initial media briefs on the systems set to replace the M4 Carbine and M249 SAW on the Army’s frontlines held back some details, the specs are now public.
The largest and most sweeping small arms program developed by the U.S. military since the 1950s, the Next Generation Squad Weapon initiative recently picked Sig Sauer to provide the XM5 rifle and XM250 light machine gun to replace the M4 and M249, respectively. Both weapons use Sig’s in-house developed SLX suppressor system and 6.8x51mm cartridge– sold on the consumer market as the .277 Sig Fury. Meanwhile, the platforms will use an integrated optics system developed for the purpose by Vortex.
A briefing by the Army last month immediately after the announcement that Sig was the tentative winner to supply the XM5 and XM250 was fuzzy when it came to weights and dimensions.
“So, I — so the weights are — I’ll give a comparison to the M4 and the 249 in general weight difference,” said Col. Scott Madore, PM Soldier Lethality when asked. “So, the rifle — the Next-Gen Squad Weapon rifle is about two pounds over the M4. Now the automatic rifle is actually four pounds less than the current M249 squad automatic weapon.”
Now the Army has released the figures, with the XM5 listed as 8.38 pounds, and 9.84 with its suppressor attached. The overall length, with the suppressor attached, is 36 inches with the side-folding stock extended and the standard 15.3-inch barrel. By comparison, the service lists the weight of the M4A1, complete with backup iron sight, sling, adapter rail system, and an empty magazine, as 7.74 pounds. The length of the M4A1 with its stock extended and without a suppressor is 33.82 inches.
The NGSW-R, the XM5 rifle, is Sig Sauer’s MCX Spear. Using a 20-round magazine, it is chambered in a new 6.8×51 caliber. (Photo: Chris Eger/Guns.com)
Like the combat load of the XM5 compared to the M4, the XM250 user will carry fewer rounds at a heavier weight, described as four 100-round pouches, at 27.1 pounds. The M249 light machine gun combat load, which is three 200-round pouches, weighs 20.8 pounds.
The XM250, Sig Sauer’s light machine gun, is the tentative NGSW-AR winner. Like the XM5, it is chambered in 6.8x51mm. It is expected to replace the M249 SAW in front-line service with the U.S. Army. (Photo: Chris Eger/Guns.com)
Is the juice worth the squeeze? The Army thinks so, saying the benchmark for the 6.8 cartridge was that it weigh less per round than the 7.62 NATO.
With that in mind, in a very real sense, comparing the XM5/XM250 to the M4/M249 is an apple to oranges situation, and it may be more appropriate to journey back to about 1965 and compare the new guns to the M14 battle rifle and M60 machine gun, both of which were in 7.62.
The basic wood-stocked M14 hit the scales at 9 pounds empty and was, initially, carried with five 20-round magazines, later increased to seven mags. A 140-round combat load of 7.62 carried in seven steel M14 mags is 11.2 pounds, or about 1.5 pounds less than the same quantity of 6.8 as carried with the XM5.
A demo of the then-new M14 at Fort Dix in June 1959. Similar in size to the M1 Garand, with 29 of 116 parts interchangeable with that .30-06 semi-automatic rifle, the M14 was select-fire and had a larger, 20-round magazine. (Photo: Springfield Armory National Historic Site)
The M60, which was often derided as “The Pig” due to its weight, took cues from the German MG42 machine gun and, even with the use of early plastics in its furniture, weighed 23 pounds when introduced, although this was later whittled down to a more carry-friendly 18.5 pounds, both figures significantly heavier than the XM250.
A demo of the then-new M60 before troops. The 23-pound 7.62 NATO belt-fed machine gun replaced the awkward M1919A6 and was considered much lighter than the latter 32-pound weapon, so much so that it was demonstrated firing one-handed overhead. (Photo: Springfield Armory National Historic Site)
As noted by the Army, “The 6.8 mm has proven to outperform most modern 5.56mm and 7.62mm ammunition against a full array of targets.”
U.S. Army Rangers assigned to the 75th Ranger Regiment, including some in vintage WWII-era uniforms of Darby’s 2nd Rangers, climb the cliffs at Pointe du Hoc, in Cricqueville en Bessin, France June 4, 2019, in commemoration of D-Day. (U.S. Army photo)
Between June 1942 and the end of WWII, the Army formed from volunteers 6 Ranger Infantry Battalions (numbered 1st-6th) and 1 provisional Ranger battalion (29th, from Army National Guardsmen of the 29th ID).
S.1872, legislation to award a Congressional Gold Medal, collectively, to the United States Army Rangers Veterans of World War II, was passed by Congress on 11 May 2022 and goes to the President next.
“This bill directs the President pro tempore of the Senate and the Speaker of the House of Representatives to arrange for the award of a single gold medal to the U.S. Army Ranger veterans of World War II in recognition of their dedicated wartime service.”
Introduced by U.S. Sen. Jodi Ernst (R-Iowa), it is broadly bipartisan with 74 Cosponsors (36 Republicans, 36 Democrats, 2 Independents). Nice to see such a thing still exists.
A modern and attractive reboot of a classic complete with new features for a 21st Century market, Springfield Armory’s SA-35 has a lot going for it.
Introduced late last year, the SA-35 isn’t a page out of the old FN/Browning catalog, although it generationally has a lot in common with the latter’s 1960s “T/C-series” Hi-Powers. This includes an external extractor (a little foreshadowing is due here), ring hammer, and “smooth” slide, lacking the earlier thumbprint take-down scallop seen in guns prior to that time. I personally think the T/C-series was the summit of BHP evolution, so that’s a wise choice on Springer’s part.
When Browning halted production of the Hi-Power in 2017– let’s just admit they allowed it to wither on the vine for 20 years beforehand– it started the clock running for someone else to pick up the design and run with it. Cue Springfield.
So far, I’ve put 1K rounds through the SA-35 since last November, and have a full report in my column at Guns.com.
Below we see the Kidd-class destroyer USS Scott (DDG-995)— what the Spruances should have been– seen with four vessels of the Spanish Navy: the fleet tanker Marques de la Ensenada (A-11), the 16,700-ton aircraft carrier Principe de Asturias (R11), the Baleares-class frigate Asturias (F-74) and the Santa Maria-class frigate Reina Sofía (F84), 1 February 1992 on the lead up to Dragon Hammer ’92. If you note, the Iberian flattop has six Harriers on her deck along with an SH-3 and a UH-1.
U.S. Navy photo VIRIN: DN-ST-92-09810 by PH2 Jerry M. Ireland
All except the oiler were 1970s U.S. Navy designs, so you could characterize the task force as American by proxy. The Knox-class destroyer escort/fast frigate lines of Asturias are as evident as are the Oliver Hazard Perry-class FFG format of Reina Sofía.
As for Principe de Asturias, she sprung from the Zumwalt-era idea of the Sea Control Ship, a simple light carrier/through deck cruiser that could carry a composite squadron (ala the “Jeep Carriers” of WWII) of Marine AV-8A Harriers and Navy SH-3 Sea Kings to escort convoys, protect underway replenishment groups, and bust Soviet subs.
Sea control ship outline, Janes ’73
The entry of Guam as an “interim sea control ship” in the 1973-74 Jane’s
Zumwalt’s idea was to have as many as a dozen SCSs on hand to form hunter-killer groups to ensure, well, sea control, in the event of a big blowup leading to a Red Storm Rising style Battle of the Atlantic redux.
Come to think of it, we could use a dozen of the above groups today, just saying.
As you probably are already aware, we are in the midst of the 40th anniversary of the Falklands War.
British soldier aboard the passenger line SS Canberra waiting for an Argentine air attack with his FN MAG. Falklands War, 1982 IWM
Forces News has a good, new, 25-minute mini-doc on the British effort, with recent interviews from many involved in the liberation, including Maj. Gen Julian Thompson (3 Commando), Ivar Hellberg (CO RM Logistics) Lt. Robert Lawrence (Scots Guards, Tumbledown) and others.
For another take, the Royal Navy has a three-part series with a trio of enlisted RN vets from the conflict– Steve Tinney (MM, HMS Brilliant, aged 31 at the time), Mark Eve (SK, HMS Heckler, 23 years at the time) and John Strachan (GM, HMS Broadsword, age 23) speaking with current recruits. It is a really good take.
Looking for a Merlin-powered 1943 Supermarine Spitfire IX with just 10 hours on it since a complete zero time restoration? Well, looks like one just popped up.
Photo credit: Darren Mottram: Aviation Spotters Online
Photo credit: Darren Mottram: Aviation Spotters Online
Photo credit: Darren Mottram: Aviation Spotters Online
Built for the RAF, MH603 rolled off the Vickers-Armstrong production line in Castle Bromwich during the spring of 1943 and delivered to 39 MU (Maintenance Unit) on 15 October that same year. She then passed onto 405 RSU (Repair and Salvage Unit) at Croydon on 25 October 1943. The Spitfire commenced Operational Service with 331 (Norwegian) Squadron on 3 January 1944 and served operationally coded FNB (as she is marked today) and flown by Capt. Bjorn Bjornstad, then transferred to 274 Squadron and coded JJK on 2 June 1944 where she was flown by Warr Off O.S.G Baker. The Spitfire is noted as going to Fighter Leader’s School, FLS Millfield on 21 August 1944 and then to the Central Fighter Establishment (CFE) Tangmere on 1 June 1945. Following its operational service, the aircraft passed through a number of training and maintenance units.
Post war – In 1949, MH603 was sold to the South African Air Force and following retirement in 1955 passed on to South African Metal & Machinery Co, Salt River, Cape Town as scrap until the remains were recovered by the South African Air Force Museum and stored at Snake Valley.
During 1989, the Spitfire was recorded in the UK with Steve Atkins of Rye, Sussex and then with John Sykes of Oxford, UK. In 1993, the Spitfire was sold to Joe Scogna of Vintage Air, Yardley, PA, USA. During this period, the Spitfire was under restoration with Ray Middleton of Fort Collins, CO, USA until sold to Provenance Fighter Sales in 2008 and then on-sold to Pay’s Air Service of Scone, NSW, Australia in 2009.
Vintage Fighter Restorations (a division of Pay’s Air Service) Aviation completely disassembled the aircraft and has completed a 100 point restoration to the highest standard over an eleven year period.
All original British hardware has been utilized, along with many NOS (new old stock) components and the fitting of new wing spars. MH603 was placed on the Australian civil registry as VH-IXF on 28 July 2011 with her first post-restoration flight pending during 2021.
The Spitfire is available for immediate purchase with delivery upon completion of test flight program during the first quarter of 2022.
The asking? £3,500,000.
Prices have gone up just a bit from 1965.
Of note in the Spitfire’s description, its first pilot was an interesting character.
Bjørn Fredrik Bjørnstad was an 18-year-old high schooler at the start of WWII when the Germans invaded neutral Norway, but went off to fight with his father, a recalled reservist, and saw his pop fall in battle against the invader. Captured and escaped, young Bjorn made it to the West and by Feb. 1941 was in pilot training in Canada. Serving first in early model Spits with No. 129 Squadron RAF, he made his way to 331 Squadron– a unit staffed by Free Norwegian forces– and finished the conflict flying buzz-bomb busting Hawker Tempests with No. 80 Squadron RAF. During the war, he was credited with 5.5 kills, an ace, and earned both the British DFC and the Norwegian St. Olavs Medal (w oak).
Post-war, he flew for DNL and SAS. Retiring in the Lillehammer area, he passed in 2013 at age 91. Insert the quote about hard times and tough men.
Bjørnstad. One of just 19 Norwegian fighter aces and one of just 13 that survived WWII.
May 10, 1972: Nixon was in office, Roberta Flack’s “First Time Ever I Saw Your Face” was on the top of the charts– which is a beautiful coincidence considering the love the public has for the A-10– and a gallon of milk cost 52 cents.
That was the day Fairchild-Republic test pilot Howard W. “Sam” Nelson made the first flight of the YA-10 prototype Thunderbolt II, 71-1369, at Edwards Air Force Base in California.
Fairchild Republic YA-10A (S/N 71-1369, the first prototype). (U.S. Air Force photo)
Sig’s newest addition to its CROSS bolt-action precision rifle family picks up some weight to clock in on the PRS circuit.
On the rifle range at Sig’s Freedom Days event at the Ben Avery Shooting Center outside of Phoenix last week was an interesting new CROSS model that only went “live” with Sig on Thursday.
The new PRS model rifle differs from the standard CROSS as it has a bull barrel, a redesigned stainless steel buttstock, a straighter pistol grip, and a full-length steel Arca rail on the bottom for bipod and tripod action. This takes the rifle up to 14.5-pounds, which is quite a weight gain from the CROSS’s typical 6.5-pound range, but the original series is meant for hunting and tactical use in the field whereas the new CROSS PRS is more for Precision Rifle Series matches where extra heft isn’t a bad thing– so long as it helps with accuracy.
Even at 14.5 pounds and fitted with a can and some decent glass, the CROSS PRS has a good balance to it. (Photo: Chris Eger/Guns.com)
Nordisk Pressefoto via the M/S Museet for Søfart- Danish maritime museum. Photo: 2012:0397
Above we see a beautiful period photo of the Danish skoleskibetDanmark with a bone in her teeth, the tall ship’s canvas fully rigged and speeding her along, 18 white clouds mastering the sea. Just seven years old when she was caught up in WWII, she would find a new home and wartime use in Allied waters while the Germans occupied her country.
A tremastet fuldrigger in Danish parlance, the big three-master went 212 feet overall from her stern to the tip of her bowsprit and 188 feet at the waterline, with a displacement of 790 BT. Her mainmast towered 127 feet high. Constructed of riveted steel with 10 watertight bulkheads, she was designed in the late 1920s to be a more modern replacement for the lost schoolship København, whose saga we have covered in the past.
Laid down at Nakskov Skibsværft, part of the Danish East Asian Company (Det Østasiatiske Kompagni or just ØK), a giant shipping and trade concern that at one point was Scandinavia’s largest commercial enterprise, while Danmark was a civil vessel, many of her officers and crew were on the Royal Danish Navy’s reserve list and many of her cadets would serve in the fleet as well.
Skoleskibet DANMARK under konstruktion på Nakskov Skibsværft.
She was christened on 17 December 1932 by one Ms. Hannah Lock.
Young Ms. Lock was striking, and likely the daughter of a company official. The company’s bread and butter were both passenger and freight lines between the Danish capital, Bangkok, and the Far East, so it was no doubt an exotic and glitzy affair.
Due to low tide, she was not officially launched until two days later.
Skoleskibet DANMARK søsættes 19. December 1932. På grund af lavvande blev skibet først søsat to dage efter dåben.
On her maiden voyage, photographed from the schoolship Georg Stages.
Picture from Danmark’s Capt. Svend Aage Saugmann’s photo album shows Danmark at Ponta Delgada in the Azores on 27 February 1936. 2013:0126
The Drumbeat of War
In the summer of 1939, with Europe a tinderbox, the Danish government had pledged to send the country’s largest naval warship, the 295-foot coast defense cruiser Niels Juel, to participate in the World’s Fair in New York. However, as misgivings set in, it was agreed that Danmark would make the trip instead, complete with a mixed group of naval and mariner cadets.
Arriving in New York in August, Danmark’s cadets were hosted by Mayor Fiorello La Guardia to a Yankees baseball game as part of the general festivities. Once Germany invaded Poland, followed by the Soviets, then Britain and France joined a growing world war, Danmark was ordered to remain in U.S. waters until things cooled down. With that, she cruised to Annapolis, spent the Christmas 1939 holiday in Puerto Rico, and then arrived in Jacksonville, Florida in early April 1940. There, they met with Danish Ambassador Henrik Kauffmann, who announced the ship was returning home after her nine-month American exile.
The school ship Danmark lying in St. John’s River near Jacksonville, Florida, during early World War II. Note her neutrality markings. 723:63
Danmark in U.S. waters, December 1939 FHM-205097
With Poland long since occupied and divided between Berlin and Moscow, and the latter ceasing hostilities with Finland, coupled with the quiet “Phony War” between Britain/France and Germany, things were expected to calm down.
Well, you know what happened next.
WAR!
On 9 April 1940, the Germans rolled into Denmark without a declaration of war, ostensibly a peaceful occupation to keep the British from invading. The German invasion, launched at 0400 that morning, was a walkover of sorts and by 0800 the word had come down from Copenhagen to the units in the field to stand down and just let it happen. Of course, the Danes would stand up a serious resistance organization later in the occupation, as well as field viable “Free Danish” forces operating from Britain, but for the time being, the country was a German puppet state.
Ambassador Kauffmann, however, decided to cancel Danmark’s return home and kept the ship in Florida.
Anchored off the Coast Guard station in Jacksonville, Danmark became a ship without a country. The Danish Embassy in Washington arranged for a monthly stipend of $10 for the crew, but Danmark had no other support. On the morning of April 10, Capt. Knud Hansen was greeted on the pier by a group of Jacksonville citizens and two large trucks. They brought 17 tons of food and supplies. Hansen did not turn them away, although there was no space on board for all of it. Each morning thereafter, women brought cookies, pies, and men brought tobacco and other items. Even an anonymous shipment of summer uniforms arrived, much to the crew’s delight.
The Danmark had become a foreign vessel lying idle in American waters. It had remained in Jacksonville from early April 1940 until late 1941, or nearly 20 months. Many of the ship’s Danish cadets decided to transfer to the Merchant Marine and 14 of them would die serving Allied forces. Ten of Danmark’s original crew remained aboard, including Hansen and First Mate Knud Langevad.
With a long history of using tall ships to train new sailors, VADM Russell Waesche, Commandant of the Coast Guard, visited occupied Denmark in the summer of 1940 and began talks with the Danes to purchase the vessel as a training ship. The negotiations dragged on throughout the next year, with the U.S. government offering about half what the ship was worth, and the White House balking at even that amount.
Then, the morning after Pearl Harbor, with the U.S. firmly in the fight and no longer “The Great Neutral,” Hansen fired off a telegram to Waesche’s office.
In view of the latest days’ developments, the cadets, officers, and captain of the Danish Government Training Vessel Danmark unanimously place themselves and the ship at the disposal of the United States government, to serve in any capacity the United States government sees fit in our joint fight for victory and liberty.
With the offer accepted, she was rented for $1 per year, paid via silver coin to the Danish Embassy, then was escorted to the Coast Guard Academy in New London, Connecticut, still with her crew under control, and commissioned on 12 May 1942– 80 years ago this week– as USCGC Danmark (WIX-283). Her remaining professional crew would be in USCG service for the duration, accepting ranks in the USCGR.
In a nod to her “rented” status, she flew the Dannebrog and U.S. ensigns simultaneously.
The Red White and Blue on her mast
Under sail while in USCG service, with a U.S. ensign flapping above her mast. Note the bluejackets in cracker jacks on deck. Photo by Kevin Bechen. Via the M/S Museet for Sofart. 2017:0214
Danmark in USCG service, USCG photo
Danmark in U.S. Port WWII. Note her Neptune figurehead. Photo by Kevin Bechen. Via the M/S Museet for Sofart. 2017:0209
From the USCG H’s O:
Each month, new Coast Guard cadets embarked Danmark for training. The Danish officers had many challenges before them–everything that a Danish cadet learned in six years, plus what he learned to qualify as a Danish navy officer, had to be taught the American cadets in four months. No American officers served aboard and, to avoid attack by U-boats, the tall ship never sailed beyond Martha’s Vineyard or the southern tip of Manhattan.
Dubbed the “Dirty D,” cadets scrubbed the Danmark at least three times a day with rainy days devoted to cleaning out lifeboats and sanding oars. The wheelhouse was varnished frequently. It was lights out at midnight when the ship’s generator shut off. If the last liberty boat returned late to the Danmark, the cadets had to undress, sling out hammocks and climb into the hammocks in total darkness.
USCG Furling Sail, 4.11.1942 Ellis Island. Danmark possibly 026-g-056-040-001
Cadets in Rigging, 3.24.1943 Coast Guard likely Danmark 026-g-001-036-001
Going Aloft, 4.15.1942 Coast Guard likely Danmark 026-g-056-041-001
CG Cadets on DANMARK
An immigrant of sorts helping her adopted country, appropriately enough, she often called at Ellis Island.
During the war, the station was a USCG training base, schooling new Coasties who would go on to man Navy ships around the globe.
From 1939 to 1946, the United States Coast Guard occupied Ellis Island and established a training station that served 60,000 enlisted men and 3,000 officers. They utilized many buildings on the island. For example, the Baggage and Dormitory Building served as a drill room, armory, boatsman storeroom, carpenter’s shop, and machine shop. The Kitchen and Laundry Building was utilized as a kitchen and bakeshop. Lastly, the New Immigration Building provided dormitories for the men. After their time at Ellis, the enlisted men and officers were largely responsible for manning transports, destroyer escorts, cutters, and submarine chasers during World War II.
In all, over 5,000 Americans were trained directly on Danmark during the war, including 2,800 who would go on to receive their butter bars in assorted U.S. maritime services.
A delegation of Danish naval cadets from the ship would carry Denmark’s flag during the NYC United Nations victory parade in May 1945.
Danish Cadets from the training ship Danmark march VE Parade NYC May 1945 FHM-205108
Finally, with the world at peace again, on the birthday of Danish King Christian X, 26 September 1945, the Stars and Stripes were hauled down and the Dannebrog shifted to the top again.
U.S. Coast Guard Cutter Danmark (WIX-283) USCGC Danmark in September 1945 just before her return to the Danes
On 13 November, Danmark finally headed home again.
Besides the Danmark, over 5,000 Danish merchant sailors manned over 800,000 tons of shipping for the Allies, many never to be seen again.
Epilogue
Since returning home, Danmark has continued her service over the past 75 years.
Post-war, probably 1946 during her Pacific cruise, looks like the Marin highlands in the distance under the Golden Gate (thanks Alex! & Steve) Note she has a U.S. flag on top and is trailing her Dannebrog. Photo by Kevin Bechen. Via the M/S Museet for Sofart. 2017:0216
Photograph from 1947 by Kronborg, photographed from the north, with the school ship Danmark and Georg Stage. The photo was taken in connection with the saga film “The White Sail.” Donated by Carl-Johan Nienstædt. Via the M/S Museet for Sofart. 2016:0050
1947 linjedåb Line Crossing ceremony on Danmark
Ivar’s with Danmark Sailing Vessel via SPHS 1946 Seattle
School ship Danmark is at sway and a scheduled boat is passed from Centrumlinjen M / S SUNDPILEN. By Karl Johan Gustav Jensen. M/S Museet for Sofart. 2003:0119
Kiel Tall Ships event: Segelschulschiff DAR POMORZA (poln.), davor Segelschulschiff EAGLE (amerik.). Jenseits der Brücke mit Lichterkette über die Toppen Segelschulschiff GLORIA (kolumbian.), davor im Dunklen Segelschulschiff DANMARK (dän.), ganz vorn Segelschulschiff GORCH FOCK.
HMS Eagle (R05) passes a sailing ship Danmark in Plymouth Sound, 1970
Danish Air Force SAAB RF-35 Draken overflies the schoolship Danmark, summer 1991. The aircraft “Lisbon 725” (named after the Royal Danish Air Force’s ESK 725 radio callsign), had been painted in that stunning color without official permission to celebrate the unit’s 40th anniversary. Command allowed ESK 725 to retain the livery, with some code and national insignia modification, for the rest of the year as the unit was retiring its Drakens anyway and would be disbanded in December 1992.
Danmark is, naturally, remembered in maritime art.
“Coast Guard’s Seagoing School, 9.29.1943 Danmark” by Hunter Wood 026-g-022-040-001
Painting by James E. Mitchell, showing the ship during the Bicentennial “The Tall Ships Race” on the Hudson River on July 4, 1976.
She still carries the same Neptune figurehead.
Danmark’s Neptune figurehead, July 2017. By Per Paulsen. M/S Museet for Sofart. 2017:0283
As well as a marker celebrating her service abroad with the USCG.
Memorial plaque with thanks from U.S. Coast Guard January 1942- September 1946, July 2017. By Per Paulsen. M/S Museet for Sofart.
She has returned to her home-away-from-home numerous times, a regular fixture in New York, Boston, Baltimore, and New London over the decades.
The barque USCGC Eagle (ex-SSS Horst Wessel) was in service with the USCG in 1954, sailing along Danmark off the East Coast.
Skoleskibet DANMARK under bugsering i New York Havn, 1974.
Today, as part of Besøg MARTEC, the Danish Maritime and Polytechnic University College in Frederikshavn, Danmarkis still busy.
She just completed her regular 5-year inspection and certification and looks great for having 90 years on her hull.
Skoleskibet Danmark drydock May 2022
Every summer she takes aboard 80 new cadets along with a 16-strong cadre of professional crew and instructors, and they head out, covering subjects both new and old in the familiar ways that WWII Coasties would recognize.
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.
In May 1965, production of the Model 60 J-frame 38 began. The Model 60 was the first stainless steel handgun manufactured by Smith & Wesson.
Originally available in a highly polished finish, the finish was changed to a satin polish on the recommendation of law enforcement agencies.
I recently ran across this vintage one, complete with Tyler T-grip, and I have to admit, it’s nice, especially for a 57-year-old design.
Gotta love a T-grip
My grandfather, who recently passed, carried a personal Model 60 in Vietnam for two tours as an adviser for those up-close and personal moments, something that seemed to be a very popular thing to do as witnessed by this a recent posting from RIAC.
This well-documented historic early “R” serial prefix Vietnam War Smith & Wesson Model 60 double-action revolver was carried in a sweltering tour in Vietnam. It stands as a memorial to a 501st Infantry, 101st Division unit commander, Lieutenant William L. Sullivan, who made the ultimate sacrifice during the Battle of Fire Support Base Ripcord, serving as a vivid reminder of the tragic human cost of war.
Myself, I’ve carried a very similar 642 (Centennial Airweight– lighter and with a shrouded SAO hammer) for years while on duty as a BUG, then in quieter times since, kayaking and fishing, and it has held up.
