Original caption: “The Coast Guard icebreaker Westwind (WAGB-281, ex-Severni Pulius, ex-AGB-6), left, receives personnel and cargo from her disabled sister ship the Eastwind (WAGB-279), right, as they lay moored in Kane Basin north of Thule, Greenland. Enroute to Weather Station Alert with supplies, the Eastwind suffered damage to her starboard propeller blade and a hole in her forepeak while maneuvering to break through heavy Polar floes driving the ship toward shore. The Westwind went to the assistance of the Eastwind and undertook the attempt to reach Alert. The two Coast Guard icebreakers accompanied a Navy Task Force Group on the 1954 joint U.S. Canadian resupply mission to far northern weather stations in the Arctic.”
Note the WWII-era Higgins type LCVP between the two icebreakers and a second one on Westwind’s davits. USCG Photo via the National Archives (205581260)
If you look carefully, you will also see the uniqueness that is a trio of H-13 Sioux (Bell Model 47) type helicopters on the breakers’ decks, with one on Westwind and two on Eastwind. The USCG purchased three up-engined Navy HTL-4 variants (dubbed HTL-5s) in 1952 and used them through 1960, with all three likely seen in the above image. They, as with other helicopters since the 1940s, proved useful in scouting paths through the ice fields.
With their full “soap bubble” canopies, the Korean War-era whirlybirds are instantly recognizable to fans of “MASH.” Between the HTL-5s and similar variants, the service used eight Bell 47s, redesignated HH-13s, as late as 1968.
Both of the above Windswere laid down during WWII– with Westwind serving with the Soviets as Lend-Lease for six years– and would continue in their role of crushing it in the polar regions for decades after the above image was snapped.
“Ice Breaker Penetrating the Ice Pack” Painting, Watercolor on Paper; by Standish Backus; 1956; “Pack ice is composed of massed fragments of sea ice drifting with wind and current. Modern Icebreakers such as Glacier, Edisto and Eastwind normally transit such ice fields without difficulty or loss of speed. However, thinned-skinned vessels must be protected from ice pressures against their hulls. This may be accomplished by leading the escorted vessel through the dangerous areas with its bow lashed firmly into the notched stern of the icebreaker. Here Eastwind is represented towing YOG-34 through the Ross Sea pack, while overhead one of the helicopters scouts the ice conditions.” –Commander Standish Backus. Unframed Dimensions 22H X 30W Accession #: 88-186-BH.
Eastwind, which had captured the German trawler Externsteine during the “Weather War” in Greenland, an event that went down in history as one of the last enemy vessels seized by an American prize crew, decommissioned early Dec 1968 and was slowly scrapped in New Jersey– a fate worse than death.
Westwind was the next to last of her class decommissioned, serving until 1988, at which point she had 43 years under her belt (under two different flags). Plans to keep America’s last WWII-era icebreaker as a museum ship never firmed up and she was, like her sisters, recycled.
Following up on the popularity of the Government-sized Emissary .45ACP M1911, Springfield Armory on Thursday announced a Commander-length model as well as one in 9mm.
As with the earlier model, the Emissary line sports a two-tone finish, with a blued carbon-steel slide and a stainless-steel frame with a squared trigger guard. Carrying a “Tri-Top” cut to the slide, the single-action pistols run a bushingless heavy stainless-steel bull barrel with a one-piece full-length guide rod. For those who want texture in their grip, the series has a grenade-pattern texture on the front and back of the grip as well as the slimline G10 VZ panels.
And they are as easy on the eye and they are capable on the range.
Warship Wednesday, Nov. 3, 2021: Alert, you Deserved Better
Here we see a member of the 35 so-called “Buck and a Quarter”Active-class Coast Guard cutters rushed into completion to deal with bootleggers during Prohibition, the USCGC Alert (WSC-127), as she appeared in 1950 coming back into her homeport at Morro Bay, still largely in her WWII configuration. These choppy little gunboats were designed to serve as subchasers in times of war and Alert did her part during the conflict.
She is back in the news this week, and not in a good way.
The class
These cutters were intended for trailing the “Blacks,” slow, booze-hauling mother ship steamers of “Rum Row” along the outer line of patrol during Prohibition. Constructed for $63,173 each, they originally had a pair of 6-cylinder 150hp Superior or Winton diesel engines that allowed them a stately speed of 10 knots, max, but allowed a 4,000nm, theoretically Atlantic-crossing range– an outstanding benefit for such a small craft.
For armament, they carried a single 3″/23 cal deck gun for warning shots– dated even for the 1920s– as well as a small arms locker that included everything from Tommy guns to .38s and M1903 Springfields. In a time of conflict, it was thought they could tote listening gear and depth charge racks left over from the Great War, but we’ll get to that later.
Taking advantage of one big contract issued on 26 May 1926, they were all built within 12 months by the New York Shipbuilding Corporation in Camden, New Jersey (although often listed as “American Brown Boveri” due to their owners at the time, the Swiss Brown Boveri corporation).
Named like the rest of the class in honor of former historic cutters, our craft recycled the moniker long held by the Coast Guard and its preceding Lighthouse Service, Revenue Marine, and Revenue Cutter Services.
A long line of Alerts
The first Alert was a 58-foot, 75-ton schooner built by Christian Bergh of New York in 1818 for $6,000. Constructed of live oak, red cedar, and locust, she spent her career policing waters off New England. She was armed with a 32-pound carronade said by some to have been recovered from the wrecked sixth-rate flush-decked sloop-of-war HMS Hermes.
Revenue Cutter Alert (1818)
The second Alert was a larger, 74-foot, 120-ton schooner that entered service in 1829. Carrying six guns– a mix of 12-pounder, 4-pounders, and 3-pounders– she participated in both the Nullification Controversy in 1832 and the Mexican War in addition to the service’s efforts to suppress the illegal slave trade and piracy at sea.
The third Alert (2 x 12 pounders) was also a schooner, purchased from consumer trade in 1855, that was later seized in January 1861 while at the docks in Mobile, Alabama by “state authorities.” Up-armed with a 32-pounder, her career with the Confederate Navy was short, as she was captured by the powerful Merrimack-class screw frigate USS Roanoke the following October and scuttled.
The fourth Alert was a small (40-foot, 10-ton) centerboard sloop that entered service in 1877 and served off the East Coast until 1896, one of the service’s final all-sail-powered vessels.
The fifth Alert was a 62-foot, 19-ton wooden-hulled steam launch acquired by the Revenue Cutter Service in November 1900. She spent seven years on quarantine duties out of Gulfport, Mississippi, and Mobile, Alabama when her crew transferred to a newly constructed vessel of the same name.
The sixth Alert, a 61-foot, 35-ton steel-hulled steam launch built at Mobile in 1907 was a regular in Mobile Bay and the Mississippi Sound, hauling around National Guard troops to and from the local coastal forts and operating directly under Navy control during the Great War, keeping an eye out for the Kaiser’s submarines. She was sold in 1920 then the subject of our tale, the seventh USCGC Alert, picked up the mantle.
Meet WSC-127
The seventh Alert was placed in commission on 27 January 1927 then proceeded to her first homeport at Boston, “holding sea trials, formation drills, anchorage drills, and gunnery practice en route.” The new cutter continued operating out of Boston as a unit of Division One, Offshore Patrol Force, a Prohibition enforcement unit, until mid-November 1928, when she was ordered to the West Coast, arriving at Oakland in early 1929.
Transiting from New London, Connecticut to California was a 6,000-mile sortie via the Panama Canal that involved not only Alert but her sisterships Bonham, Ewing, Morris, and McLane.
As Prohibition fizzled and the need for Alert to stalk “Blacks” dissolved, her homeport shifted to Ketchikan, Alaska Territory, in May 1931. She would spend the rest of the decade there involved in the Bering Sea Patrol and other enterprises that came with service in the rough and tumble Northern Pacific frontier.
While her homeport changed to Alameda in 1940, she remained on call for Bering Sea patrols as needed. However, war intervened and, after the Coast Guard was shifted to the Navy Department’s control that year, she was assigned to the Navy’s Western Sea Frontier for the conflict.
This saw her armament boosted to include a 40mm Bofors, a pair of 20mm Oerlikons, depth charges, and (eventually) radar and sonar fits. By the end of the war, Hedgehog devices were installed.
“A Coast Guard Gun Crew On The Alert, 1/6/1943.” The gun is a single 20mm/80 Oerlikon with a 60-round drum mag. USCG photo in the National Archives 26-G-01-06-43(3)
The 125-foot Coast Guard Cutter Cuyahoga ready to depart from the Coast Guard Yard in Curtis Bay, Md., Feb. 11, 1945. U.S. Coast Guard photo. Note her 40mm Bofors crowding her bow. Alert and her sisters had a similar appearance.
Once the panic of 1941 and 1942 subsided, Alert’s wartime duty along the California coast consisted primarily of keeping an eye peeled for wayward mines and missing aircrews.
125 ft. Active-class “Buck and a Quarters,” via 1946 Janes
Postwar, in 1949 Alert was stationed at Morro Bay, where she would spend a decade and participate in the notable SAR cases of DeVere Baker’s series of Lehi rafts that aimed to make it from the West Coast to Hawaii.
Alert also made the rescue of one Owen H. “Curley” Lloyd, a Bodega Bay commercial fisherman, and his deckhand Manual Texiera, whose 50-foot longliner, Norwhal, was lost following a collision with a whale.
In 1959, then moved to San Diego, where she would finish her career. This concluding chapter in her service– by then Alert had been with the Coast Guard for over four decades– was hectic.
An estimated 90 percent of her underway time is spent assisting distressed small craft skippers. The remainder is generally allotted to disabled members of San Diego’s commercial fishing fleet. Most of the cutter’s 65 to 70 rescue cases each year emanate within a 25-mile radius of Point Loma. During 1966, three emergencies involving American boatmen necessitated runs along nearly the entire length of Baja California’s 750-mile peninsula. Carrying a crew of three officers and 25 enlisted men, the 290-ton Alert boats a beam of 24-feet. While cruising at 10 knots, she has a range of 2,300 miles. Her twin 400-horsepower diesel engines can develop a top speed of 19 knots.
A former crewman noted that the aforementioned press release was overly optimistic about her top speed. The crewman noted: “Now I spent two tours for a total of 4 years as her radioman back in the late 50s and mid 60s and having been qualified as an underway OOD I can tell you for sure she would not get a kick over 13 kts.”
Alert was decommissioned 10 January 1969 and sold before the year was out to Highland Laboratories of San Francisco for $30,476.19, which was a rather good amount of coin for a well-worn vessel that amounted to about half of her original construction cost.
The eighthAlert was soon to keep the name warm and was commissioned on Coast Guard Day—4 August 1969– while the seventh Alert was still awaiting disposal. That vessel, a 210-foot Reliance-class medium endurance cutter (WMEC-630) is still in service 52 years later!
“U.S. Coast Guard Cutter Alert (WMEC 630) sails near Puerto Chiapas, Mexico, while participating in a three-day North American Maritime Security Initiative exercise, March 1, 2020. NAMSI is a tri-national effort by forces of the United States, Canada, and Mexico to improve mutual capacity for operational coordination. U.S. Coast Guard photo.”
Museum failure
The seventh Alert was kept in California for years and was a regular sight along the coast.
The Alert was purchased from the Coast Guard in 1969 by Highland Film Labs and Mr. Barry Brose signed the receipt for her. The Alert was then maintained in her original Coast Guard condition, which was essentially unchanged from 1945, and was very active in San Francisco Bay maritime activities. The Alert was utilized by the sea scouts for training purposes, and occasionally she made appearances in the news, television shows, and movies.
Since 1990, the Alert sat unused and many of her systems became inoperable. In early 2005, the Cutter Alert Preservation Team, Inc., a non-profit corporation, was formed and took over ownership of the Alert, and after eighteen months of overdue maintenance by devoted C.A.P.T. chief engineer Mike Stone, the Alert was once again operable and seaworthy.
A home was finally found for the Alert in the Pacific Northwest, and After a shakedown cruise to the Faralon Islands off the California coast in early 2005, the Alert headed north. This was her first open ocean voyage in over 35 years and other than some rough seas and a balky port engine the voyage was uneventful. After a short stay in Coos Bay and Rainier Oregon, the Alert finally arrived at her final destination… Portland, Oregon.
Alert at Vancouver 2007. Note that she is in her USCG scheme complete with a buff mast and stack with a black cap and insignia. Also, note the (surely deactivated) 40mm Bofors forward.
ex-CGC Alert (WMEC-127), 2012. Note the “Save the Old Alert” banner, covered Bofors (?) and extensive awnings.
The group had her for well over a decade, then seemed to fold away around 2019, never achieving plans to ensure that:
“The future for the Alert will consist of museum-type tours of the ship and her systems, overnight stays for youth and veterans groups (she has berthing for over thirty-five persons plus three officer’s staterooms); and of course remaining operational to conduct on the water activities as a goodwill ambassador of her home port of Portland, Oregon.”
Since then, parties unknown have slowly stripped her as she left to the homeless with the resulting vandalism that comes with that. She was the location of an encampment dubbed “The Pirates of the Columbia,” by the media and locals that was only rousted out last year– a rare pushback in Portlandia.
Images posted by Cody Parsons online this summer of Alert’s poor condition
Over the past few months, the Coast Guard and DEQ have been removing petroleum, oil, and lubricants on board in preparation to dispose of the now-derelict vessel.
Then, reports surfaced this week that she is now on the bottom.
Via the Nautical History Preservation Society: “It’s with great sadness that we announce the sinking of the Alert. The cause is under investigation, vandalism is under suspicion. The vessel seemed very sound on the crews’ previous visit a few months ago. The NHPS will be holding an emergency board meeting to determine the next steps. We will be posting updates.”
“This exemplifies the broken dreams of many people,” said Scott Smith, emergency response planner for the Oregon Department of Environmental Quality (DEQ). “[Alert] got into a worse and worse condition.”
It is a shame.
The rest of the story with the Buck and a Quarters
As for the rest of the Active-class cutters, they all served during the war, and two, Jackson (WSC-142) and Bedloe (WSC-128), were heroically lost in the 14 September 1944 hurricane off Cape Hatteras while aiding a torpedoed tanker.
These pint-sized warships were regular players on the frozen Greenland Patrol fighting the Germans in the “Weather War,” served as guard ships in places as diverse as Curacao and the Aleutians, were credited with at least one submarine kill, and performed air-sea rescue duties. Ten were refitted as buoy/net tenders during the war and reverted to patrol work afterward while two served as training ships.
Boston: “125 ft CGC cutter LEGARE (WSC-144) which fought 20-40 foot waves to take a 79-foot fishing vessel MARMAX in tow, is now proceeding to her home port, New Bedford”
The last example in commission, USCGC Cuyahoga (WPC/WSC/WIX-157), was tragically lost in 1978 in a collision while working as the OCS training ship at Yorktown.
Photo of Cuyahoga in the 1970s in its role as an Officer Candidate School training vessel, in white livery with the now-traditional racing stripe. U.S. Coast Guard photo
With her service to the country over with, Tiger–a Pearl Harbor veteran– later made the Pacific Northwest in her civilian life and by the 1960s was a coastal tug with Northland Marine Lines of Seattle, under the name Cherokee and later Polar Merchant. Her sister USCGC Bonham (WPC/WSC-129) worked alongside her as Polar Star.
Previously USCGC Bonham (WSC-129) as tug Polar Star. This cutter went through the Panama Canal in 1929 with Alert on their 6,000nm trip from East to West Coast.
Still located at Tyree with everything above the deck removed, Tigerremains afloat and is one of the few surviving warships that was present at Pearl Harbor on that Infamous Day. Her hulk is moored next to the museum ship USS Wampanoag/USCGC Comanche (ATA/WMEC-202).
Another sister ship that sailed with Alert through the Panama Canal in 1929, ex-USCGC Morris (WSC/WMEC-147), like Alert, has been bopping around the West Coast in a series of uses since the 1970s including as a training ship with the Sea Scouts and as a working museum ship in Sacramento.
USCGC Morris (WPC-147/WSC-147/WMEC-147) late in her career. Note her 40mm Bofors forward, which was fitted in 1942. (USCG photo)
(1927) Displacement: 232 tons Length: 125 ft (o.a) 120 ft. (w.l.) Beam: 23.5 ft. Draft: 7.5 ft. Propulsion: Two 6-cylinder, 150 hp Winton diesels (300hp total), twin screws Speed: 10 knots, max Range: 4,000 nm at 7 knots, cruise, with 6,800 gals of 95% fuel oil. Complement: 2 officers, 20 men Armament: 1 × 3″/23 caliber gun forward, small arms
(1945) Displacement: 320 tons (full load) Length: 125 ft (o.a) 120 ft. (w.l.) Beam: 23.5 ft. Draft: 9 ft Propulsion: twin 400HP General Motors 268a 2-cycle diesel engines, (800hp total), twin screws Speed: 12 knots, max Range: 3,500 nm at 7 knots, cruise with 6,800 gals of 95% fuel oil. Complement: 5 officers, 41 men Sensors: QCN-2 sonar, SO-9 radar Armament: 1 × 40 mm/60 (single), forward 2 × 20 mm/70 (single), wings (removed 1950s) 2 × depth charge tracks, stern (removed 1950s) 2 × Mousetrap ASW, forward (removed 1950s)
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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.
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Springfield Armory kinda broke the gun internet a week ago when they introduced their new take on the classic Hi-Power (GP-35) design of John Moses Browning and his Belgian understudy, Dieudonné Saive. While the gun looked great in early photos, and promised lots of minor improvements (no magazine cutoff with a resulting better trigger, a beveled magwell, 15-shot MecGar mags, user-replaceable combat sights, a redesigned hammer to curb hammer bite, and an extended safety lever) people were still skeptical because, well, SA has kind of a reputation some times.
Well, I just got one in over the weekend for T&E and, on initial impressions, this gun looks and feels great.
Now that is a pretty gun, and Springfield says it is made in America. (Photo: Chris Eger/Guns.com)
The mags (both vintage milsurp and new MecGars) drop free. It has an excellent trigger. Great build quality and fitment. I am really impressed.
Official caption: “Nissan Atoll, Green Islands, South Pacific, 31 January 1944: Inside enemy territory, a recon party lands, senses keyed up for sounds of the Japanese troops known to be present. A perilous fact-finding mission is underway.” The SMLEs and Mills bombs on the men in the center of the landing craft point to Commonwealth troops in Marine frogskin camo. The non-camo’d fellows at the ramp are likely USCG. A Marine is at the rear
Gen. David H. Berger, who celebrated his 40th anniversary in the USMC and is currently serving as the Marine’s 38th Commandant, wrote an excellent piece in this month’s Proceedings on the subject of “Stand-in Forces,” the pared-down direction the service is going towards in which they can (quietly) seize and hold forward areas with small units to deny access to larger sea forces.
From Berger’s piece:
Small, lethal, low signature, and mobile, stand-in forces (SIF) are relatively simple to maintain and sustain, designed to operate across the competition continuum within a contested area as the leading edge of a maritime defense-in-depth. Depending on the situation, SIF may include elements from the Marine Corps, Navy, Coast Guard, special operations forces, interagency forces, and allies and partners. This last element is the most critical: every aspect of these deployments must be carried out in close partnership with host nations and partners. Whenever U.S. forces operate in a host nation, they must do so with the full involvement of that nation in conceptualizing and executing the overall mission.
The main ideas behind the SIF concept are deceptively simple. First, find a potential adversary’s people and things (such as weapon systems, sensor systems, submarines, etc.) in a given area, and then track them at a level that facilitates targeting by fleet or joint weapons until they leave that area. This finding and tracking effort starts as soon as the possible target is identified and continues at every point along the competition continuum. Next, SIF must be hard for a potential adversary to find by maintaining a low signature, moving frequently and unpredictably, and using deception. If armed conflict begins, use knowledge of the adversary to help the fleet or other elements of the joint force attack quickly and effectively, blind the adversary, and deny him maritime areas to disrupt his plans and force him to move into other places where SIF and the fleet have an advantage.
Stand-in forces’ enduring function emerges from these straightforward ideas: win the reconnaissance and counter-reconnaissance fight in support of the fleet and joint force—and do so at every point on the competition continuum.
Naval News: Why is the launcher “unmanned” ? Is it because it is intended to be controlled by company (i.e. small) sized Marine units ? Or is it because NMESIS is intended to be deployed on remote islands or locations with no human operators on those islands?
USMC: The launcher is remotely operated in order to enable a smaller, more expeditionary deployable capability. Additionally, remote firing position increases personnel survivability. Marine crews are still expected to be in the vicinity to provide security for the systems.
Food for thought.
A Navy Marine Expeditionary Ship Interdiction System launcher, a command and control vehicle and a Joint Light Tactical Vehicle are transported by a U.S. Navy Landing Craft Air Cushion from Pacific Missile Range Facility Barking Sands, Hawaii, out to U.S.S. San Diego, Aug. 16, 2021. The movement demonstrated the mobility of a Marine Corps fires expeditionary advanced base, a core concept in the Marine Corps’ Force Design 2030 efforts. U.S. Navy and Marine Corps units came together from across 17 time zones as they participated in Large Scale Exercise 2021. (U.S. Marine Corps photo by Cpl. Luke Cohen, released)
The lovely lady taking a tour of what seems to be a P-38 Lightning, possibly at Lockheed’s Burbank plant circa 1943, has all the looks of a film noir femme fatal.
Well, that’s because she is Linda Darnell, an oft-forgotten tragic starlet of the 1940s and 50s.
In the 1949 movie A Letter to Three Wives, when told “If I was you, I’d show more of what I got. Maybe wear something with beads,” Linda replied, “What I got don’t need beads.”
During WWII, Ms. Darnell, described by Hollywood flacks as the “girl with the perfect face,” did her part for the war effort with a series of tours, Bond drives, lunch with returning GIs, and the like while at the height of her popularity in Zorro films, swashbuckling pirate movies, Westerns, and action adventures of the kind that the Joes and Bluejackets overseas delighted in watching to take their mind off the war.
This, naturally, translated to ending up as nose art on Navy and Air Force planes.
A P-38, ironically, with the Yank profile of Ms. Darnell.
U.S. Navy PB4Y-2 “Privateer” Patrol Bomber Squadron VPB-118 “The Old Crows.” Crew 8 in front of BuNo 59380, “Summer Storm.” The “Summer Storm” nose art, based on Linda Darnell pinup art, was painted just before a B-29 lost power and crashed into her, destroying her (amazingly there were no fatalities). When Crew 3 went MIA they were flying Crew 8’s replacement plane, 59449. U.S. Navy Photo (Photo print courtesy of Guy Jones, son of Harold Jones; notes courtesy of Jack Leonard) Via VPB-118.com
Sadly, Ms. Darnell died the day after she suffered burns over 90 percent of her body in an Illinois house fire in 1965, aged just 41.
A 127-year-old coin placed under the mast of the HMS Victory as part of a centuries-old sea-faring tradition has been sensationally uncovered and put on display at Portsmouth Historic Dockyard to mark this year’s Trafalgar Day commemorations on Thursday 21 October.
The coin, identified as a farthing, was uncovered in the base plate of the 32-metre, 26-tonnes mast section which was temporarily removed from Vice-Admiral Lord Nelson’s flagship during a highly complex three-day engineering challenge, earlier this year.
It will be put on display from Trafalgar Day in the National Museum of the Royal Navy’s newest gallery, HMS Victory: The Nation’s Flagship, which charts the extraordinary story of the remarkable survivor considered by many to be the world’s most famous ship.
The coin is a farthing from 1894, with a face value at the time of ¼ pence, which would be worth about 0.1p today. If in perfect condition it would feature Queen Victoria’s head on one side, with her hairstyle documented to 1874-94 and Britannia on the other with a lighthouse in the background, however this coin is impacted by corrosion, so this is less clear.
The tradition of placing coins under their ship masts may date back to Roman times and remains a naval tradition. The date of 1894 ties in with when these particular masts were inserted into the ship, when their ship, HMS Shah, had been decommissioned. The masts replaced Douglas Fir ones inserted in the 1850s that had since become rotten.
Venafro, Italy. November 1943: An “American engineer gun crew” is shown entrenching an M1921 Browning-designed water-cooled heavy machine gun near the Volturno River.
L. to Right: Pfc. Joe Hicks, N.Y.C., Pvt. Harlan Stout, of Elizabeth, Tenn., Pvt. Frank Kennedy, of Smithville, Ill. and in the background, Pvt. Joe Lynch, Indianapolis, Ind., with shovel.
Made by Colt in Connecticut, the M1921 is being fed with big “Tombstone” boxes capable of holding 200 belted .50 caliber BMG rounds, typically seen used on other large-format .50s such as the M-45 Maxon quad mount, M-33 twin Mount, and M-63AA mount.
For a frame of reference, the M1921 weighed 79 pounds (without water or ammo) and 121 on its pedestal mount with three horizontal legs.
Intended originally as an AAA weapon, such guns, when dug in like the top image, also proved big medicine against ground attacks by troops in the open.
In a move that adds a new series of modern sporting rifles to their consumer and LE offerings, FN USA has announced the new TAC3 line.
The FN 15 series rifles include three standard TAC3 models– in black, flat dark earth, or tungsten gray– and a more basic black TAC3 Duty variant. All are chambered in 5.56 NATO and include FN’s famed hammer-forged chrome-lined 16-inch government-profile barrel with a 1:7 twist.
Mil-spec– keep in mind that FN makes thousands of M4s every year for Uncle Sam– they have a mid-length gas system and M16-style bolt carrier groups with an HPT/MPI-tested bolt made from Carpenter 158 steel. Other standard features are a 6-position stock with QD attachment points, a fully ambi Radian Raptor-LT charging handle, and an ergonomic FN pistol grip set at a 19.5-degree angle.
The standard FN 15 TAC3 includes a Hodge Defense rail and the option for FDE, among others (Photo: FN)
For reference, National Cat Day 2021 is today (29 October) so I went meta to get a historical image of a cat and kittens in a Cat(alina).
Original caption: 19 June 1945. A cat may look at a king, as well as a ride herd with a PBY air-sea rescue unit. “Salty,” mascot of the San Diego Coast Guard Air Station, introduced her kittens to the dramatic side of the sea-serve life early. When they were a month old, “Salty” stowed away with them on a PBY before it took off to rescue a flyer down at sea off San Diego. Chief O. W. Dybedel, shown here, found the additions to the crew when the plane returned to port with the rescued flyer. “Salty”, believed to be the first cat to participate in a Coast Guard offshore plane rescue, is the black, gray, and white pet of Katherine Martin, SK3C, at the Coast Guard San Diego Base.
Note the Chief’s distressed G1 flight jacket, and properly “crushed” cap complete with USCG shield and anchor cap badge. Also, observe that this is a posed picture taken on the ramp as the hangar is visible out of the blister window. USCG Photo. NARA image 26-G-4867
According to the Coast Guard Aviation Association, the first (of 114) PBY-5A/6A “Catalina” obtained by the Coast Guard, V189, was purchased from the Navy in the spring of 1941. They soon served from Greenland– where an all-Coast Guard patrol squadron of nine PBYs, VP-6 CG, operated– and along the Atlantic Coast on ASW and patrol duty as well as in the Pacific to supply isolated LORAN stations.
“Eyes of the Arctic,” 9.26.1944 Coast Guard PBY Greenland NARA 026-g-024-006-001
Coast Guard Catalina: mailbag being transferred from a PBY to a Loran station in the Pacific circa 1949
In December 1942, the Navy established its’ first Air Sea Rescue Squadron at Air Station San Diego, with an all USCG-manned Catalina unit, of which Chief Dybedel is likely assigned.
Coast Guard Air-Rescue-marked PBY in a Full Stall Landing, June 1945. NARA 026-g-023-042-001
The last USCG PBY was retired in 1956, replaced by the smaller but more efficient UF-2G (HU-16E) Albatross.
