Beretta gives the Guadalcanal Raiders a Salute in Frogskin

Posted on by Leave a comment

Beretta has debuted a new configuration of the A300 Ultima Patrol semi-auto 12 gauge platform in two editions, just in time for the Marine Corps’ 250th Birthday.

Built to honor 250 years of the nation’s go-to amphibious corps, the Patrol Raider is clad in a nostalgic yet functional “Frogskin” camo pattern akin to that worn by Marine Raiders as they fought across the Pacific Theater in World War II.

USMC Raiders in frogskin camo Guadalcanal
First carried ashore by Marine Raiders on Guadalcanal, Frogskin was one of the earliest attempts at issuing individual disruptive camouflage uniforms in combat and remained in limited use as late as Vietnam. (Photos: National Archives). 
Beretta A300 Ultima Patrol Raider
The new A300 Ultima Patrol Raider includes a bayonet mount, enlarged controls, ample accessory mounts via multiple M-Lok mounting points, aggressive texturing in grip areas, and a 7+1-shot extended magazine tube. Weight is 7.9 pounds, unloaded, while the length of pull is 13 inches and includes a half-inch recoil pad.  (Photos unless noted: Beretta)
Beretta A300 Ultima Patrol Raider
It has a 19.1-inch barrel with a Mobil choke and an overall length of 38 inches. 
Beretta A300 Ultima Patrol Raider Commemorative Edition
A limited A300 Ultima Patrol Raider Commemorative Edition includes an Ontario OKC 3S bayonet, which is current-issue to the Marines, along with a custom wooden ammo crate display case. 
Beretta A300 Ultima Patrol Raider Commemorative Edition Ontario bayonet
Beretta details that the bayonet mount reflects the shotgun’s historical role in close-quarters combat, going back to Marine units in World War I, offering added authenticity and appeal for collectors and enthusiasts of military heritage.

The standard Beretta A300 Ultima Patrol Raider has an MSRP of $1,399 while the Commemorative Edition, of which just 250 will be made, runs $2,499.

“The United States Marine Corps’ 250th anniversary is a historic milestone, and we wanted to create something that truly celebrates their legacy,” said Caleb McMillen, Sr. Product Manager at Beretta USA. “The A300 Ultima Patrol Raider is more than a shotgun. It’s a tribute to 250 years of honor, courage, and commitment. By blending battlefield heritage with modern performance, we’re proud to offer both a commemorative edition and a mission-ready configuration that salute America’s Finest Fighting Force.”

Just six months later…

Posted on by Leave a comment

“They Scrambled up the Parapet”: Military professionals launched this bayonet attack on Redoubt 10 during the siege of Yorktown. Only an army with thorough training. sophisticated organization, esprit de corps. And courage could have attempted this assault. The Continental Army had become such an army. The hastily assembled group that gathered at Lexington in the spring of 1775 evolved by the fall of 1781 into the effective force shown here. Howard Pyle’s modern masterpiece captures this “spirit of victory.”

Following the twin battles of Lexington and Concord in April 1775, and the impromptu siege of the King’s forces in Boston, the Provincial Congress met and voted to authorize an Army of 8,000 men to serve until the end of the year, where it was hoped the crisis would be resolved amicably.

Then came the Battle of Bunker Hill in June– still fought largely by New England village and county militia companies against British regulars– and the realization that the conflict had no clear end in sight, the then Continental Congress moved to have a much larger force, organized on a war footing by regiment, instead of the more ad hoc rifle company basis.

The battle of Bunker’s Hill, June 17th, 1775, painted by J. Trumbull circa 1840; on stone by A. Hoffy. Print shows British and American soldiers in hand-to-hand combat during the Battle of Bunker Hill, including early Colonial martial banners. LOC LC-DIG-pga-00085

Organized on a geographic basis, at first, 23 regiments of infantry and one of artillery were authorized. Before the end of the war, something on the order of 200 regiments of assorted names had been authorized and, eventually, disbanded.

The regimental organization adopted for the infantry at first called for 598 men: a colonel, a lieutenant colonel. a major, an adjutant, a quartermaster, a chaplain, a surgeon, 2 surgeon’s mates, and 10 companies (nine organized and one Artificer). Each organized company was to have a captain, 2 lieutenants, an ensign, and 55 enlisted men. The Artificer company, a support unit, would have a master carpenter as Overseer, a master blacksmith, a master wheelwright, and 47 tradesmen, while an ordnance storekeeper, two clerks, and four conductors would serve on the regimental staff.

Newell Convers Wyeth (American, 1882-1945) – Washington Salutes the Flag as He Takes Command of the Continental Army at Cambridge, 3 July 1775

By the end of July, with Washington in charge for only seven weeks, he had three divisions, organized into six brigades and 36 assorted regiments, in the field around Boston. An impressive mobilization considering the Army had only been authorized on 14 June, a date itself just three months after the “Shot heard ’round the world” at Lexington Green.

Come October, some six months after Lexington and 250 years ago this month, those regiments were being fleshed out nicely, as noted by the CMH: 

By mid-October 1775, Washington had made great progress in organizing, staffing, and disciplining his army, although his correspondence indicates that he still was not satisfied. The Main Army actually exceeded the 22,000 men Congress had agreed to support. In addition to the artillery, the riflemen, and a handful of separate companies, it included 27 infantry regiments from Massachusetts, 5 from Connecticut, and 3 each from New Hampshire and Rhode Island. Although each colony’s units had different authorized strengths, all the regiments were at least 90 percent full on paper except for 11 from Massachusetts. Of the latter, 8 were between 80 and 90 percent complete, and 3 were below 80 percent. The individual regiments in the army averaged 474 rank and file total, ranging between 364 and 816. The total infantry rank and file strength of the Main Army was 19,497. There were also 690 drummers and fifers, 1,298 sergeants, 934 company officers, 163 regimental staff officers, and 94 field officers. Of the total rank and file strength, nearly 2,500 were sick, 750 were on furlough, and 2,400 were detached on various duties.

Four of the six brigades each contained approximately 2,400 men in combat strength. Sullivan’s Brigade was slightly larger with 2,700 men. The largest brigade was Spencer’s (3,200) because it contained two of the large Connecticut regiments and several separate companies. The relative strengths of the divisions reflected their defensive responsibilities. Ward’s had the most men (5,600), and Lee’s was only 400 smaller. The reserve division under Putnam was the smallest (4,800), while the 700 riflemen remained outside the divisional alignment. This total force was substantial. Equipped with a staff organization and a disciplinary system, it was grouped in a tactical arrangement that suited its location and mission. On the other hand, the British had not tested it in battle. Washington finished 1775 unsure of the combat potential of his army and eager to resolve some of the remaining issues relating to its internal organization.

This from the National Infantry Museum at Fort Benning:

Coast Guard Mobile Afloat Bases, a historical perspective

Posted on by 2 comments

Last week’s post about the USCGC Waesche (WMSL 751) serving as a Forward Afloat Staging Base off Alaska during NORTHCOM’s Exercise Arctic Edge 2025 reminded me of the service’s long-standing tradition of such operations.

It actually predates the Coast Guard itself.

City Point (1895-1913)

Due to the shifting waters near the falls of the Ohio River, the Louisville Lifeboat Station (Lifesaving Station No. 10), put into service in 1881, was afloat.

The Louisville Lifeboat Station

Successful, its 1902 replacement was of the same pattern as was its 1929 steel-hulled successor, and remained in USCG service in 1972. Today, it is preserved as the only surviving floating lifesaving station of the United States Life-Saving Service.

This sets the stage for the more blue water City Point Station.

The original USLSS City Point Station, circa 1896-1913, Nathaniel L. Stebbins photographic collection PC047.02.4110.16294

Dialing it back to 1895 (the USCG was formed in 1916), a U.S. Lifesaving Service station was originally described as a “floating station in Dorchester Bay, Boston Harbor,” was authorized as the region had suffered the loss of forty lives on the water, usually in the summer months, from 1890 to 1894. Congressman Michael J. McEttrick introduced a bill in Congress, which was finally passed, and the station was secured, and it was dubbed the “City Point Station.” 

From the USLSS 1895 Annual Report:

And duly installed, as noted from the service’s 1896 report:

The anchored wooden-hulled station, approximately 100 feet long and 33 feet abeam, was home to a 10-man crew and housed a pair of naphtha-powered launches, a dighny, and a heavy surfboat.

Equipped with a generator, they had electric wiring and a large searchlight and signal lights up top.

An innovative feature was an early well deck or “harbor room” in the stern.

As further detailed by The Toomey-Rankin History of South Boston, circa 1901:

An appropriation of $7,000 was made for the construction of the station itself, and in a short time the strange craft was growing under the hands of workmen at Palmer’s shipyard at Noank, Conn., and for 50 days the work progressed, at the end of which time the station was completed, and towed from Noank, Conn., to Boston, and on its arrival Sunday, August 3, 1896, was moored to Loring’s wharf to await fitting out.

It is needless to say that the station, being an innovation, attracted much attention. Visitors saw it as it is today, except for the doors, which were afterward cut on each side of the harbor room. Its form is that of a huge flat iron, the forward end, or bow, coming to a point, while the rear or stern is cut off short. It is 100 feet long,33 feet beam, 6 feet deep, and draws about two feet of water, and is a double-deck affair, the upper deck being about 15 feet above the waterline.

The feature of the station is the harbor at the stern, or what might be called the main entrance to the station. This harbor in which the two naphtha launches of the station are kept, is formed by having an opening 30 feet long and 17 feet wide, cut from the stern directly into the center of the station, leaving on three sides about eight feet of deck room, while the entire harbor is sheltered by the upper deck, which extends to the end of the station.

From the harbor, or launch room, a hallway extends the entire length of the station, off of which are several rooms; on the left is the kitchen, dining room and the crew’s quarters, and on the right the captain’s office, his bed room and the store room, the space at the bow being devoted to the windlass and anchors with which the station is held in position.

Leading from this hallway on the right is a small flight of stairs to the upper deck, and in addition to this are the two other flights, leading from the harbor room, one on the port and one on the starboard side. The upper deck is completely clear with the exception of a lookout, which sets about 30 feet from the bow in the center of the deck, with a flight of steps leading to it. It is surrounded by a railing and is connected with the launch room and the captain’s room by speaking tubes.

Rising from the deck is a flagpole, upon which the national emblem is displayed during the day and a lantern at night. At the stern, on huge davits, hangs the heavy surf boat, in a position to be lowered at an instant’s notice. Davits on the port and starboard sides hold smaller boats. In the harbor are the launches, one of which is 28 feet, with a speed of ten knots, and the other 25 feet in length, with a speed of eight knots.

Towed into position each April/May and then towed back to its winter berth near Chelsea Bridge in October/November, the station was manned by the same crew for the duration of the summer with no relief. The 10 men consisted of a station captain and nine surfmen (one of whom was also paid as a cook), with three of the latter on duty round the clock.

Completed too late to get much practical use in 1896, its first full season deployed was in 1897, where its crew helped 115 small craft in distress and rescued 23 persons, who were taken back to the station for care.

1898 saw 19 persons rescued, 129 persons rendered assistance, and 58 boats saved.

The year 1899 set a new record of 33 persons saved and 183 assisted while coming to the rescue of 97 boats, the latter valued at $63,285, or nine times the initial outlay to build the station.

From a period Roland Libbey article on City Point in the Boston Globe

From a period Roland Libbey article on City Point in the Boston Globe

City Point had its naphtha-powered launches replaced by steam launches in 1900 and was extensively rebuilt in 1913 “to replace a structure that is old and unsuited to present-day needs.”

She would be joined by other bases in the 1920s.

A half dozen floating bases during Prohibition

Speaking of which…

In 1924, with the “Rum War” afoot and the now USCG with a serious need to push assets further offshore to intercept bootleggers speeding out to usually British or Canadian-flagged “blacks” (so named as they ran at night sans flags or lights) anchored just off the three-mile limit on “Rum Row,” the service acquired five new floating bases– Argus, Colfax, Moccasin, Pickering, and Wayanda.

Four of these new bases (Argus, Colfax, Pickering, and Wayanda) were concrete boats originally commissioned for the Army Quartermaster Service for troop and supply transport between Army bases along the coast. The Army had built 16 such flat-bottomed vessels, powered by twin gasoline (!) engines, then quickly disposed of them.

The Army QM Corps concrete riverboats, Colonel J. E. Sawyer and Major Archibald Butt, at a dock in New Bern, North Carolina, in 1920. 

The other two, the reconstructed City Point and the new Moccasin, had wooden hulls. All but City Point had propulsion plants.

U.S. Coast Guard, City Point station, Boston, by Leslie Jones, Boston Globe

U.S. Coast Guard, City Point station, Boston, circa 1916-1939 by Leslie Jones, Boston Globe

U.S. Coast Guard, City Point station, Boston, by Leslie Jones, Boston Globe

U.S. Coast Guard, City Point station, Boston, by Leslie Jones, Boston Globe

All had extensive cabin structures topside and served as moored motherships for the service’s 36 and 38-foot picket boats, much closer to Rum Row than the coastal bases.

The 38-foot cabin picket boat. USCG Photo

The Boston-based City Point of the era was a wooden-hulled floating platform that was rebuilt in 1913 at Greenport, New York, and was 109′ 6″ by 33′ by 3′ 6″.

Colfax was the former Army QM vessel General Rufus Ingalls and was 150 feet long, 28 feet wide, and 13 feet deep.

Argus was originally the concrete-hulled Army QM vessel Major E. Pickett. Her dimensions were: 128′ 5″ x 28′ x 12′. Commissioned as Argus on 1 December 1924 at Rockaway Inlet, New York, and was moved to New London, Connecticut, in May of 1925, she was the flagship of the Coast Guard Destroyer Force.

Pickering was the former Army QM Brigadier General O. A. Allison, and was a concrete boat built to the same plan as Major E. Pickett/Argus in 1921 for the War Department. After her acquisition by the Coast Guard, she was stationed at Atlantic City, New Jersey, as of October 1924.

Wayanda was the former Army vessel Colonel William H. Baldwin, a 128-foot ‘crete boat like Pickering and Argus. She was purchased on 21 October 1924 from the John W. Sullivan Company in New York.  She was stationed at Greenport, New York, as of 26 November 1924.

Moccasin was the former wooden-hulled Liberator, 102′ 6″ by 47’9″ by 10′, that was built in 1921 at Lybeck, Florida.  She was purchased from Gibbs Gas Engineering Company on August 20, 1924, and commissioned on November 17, 1924. She served in Miami, Florida.

With Prohibition winding down, the Coast Guard started ridding itself of these floating bases by the late 1920s, and only the concrete Baldwin/Wayanda and the wooden-hulled City Point II outlived the Volstead Act.

Wayanda was last listed in Coast Guard records in 1934, while the second City Point only disappeared from the list of USCG stations after the 1939 season.

In the meantime, the cutter Yocana served as a mothership to clusters of picket boats during the 1937 floods on the Mississippi.

A dozen Coast Guard picket boats muster beside the former CGC Yocona on the Mississippi River during the Great Ohio, Mississippi River Valley Flood of 1937. U.S. Coast Guard photo. Yocona was a 182-foot Kankakee-class stern paddle wheelers built for the Coast Guard in 1919 and stationed at Vicksburg. Click to big up

Other examples

Of course, the service’s large blue water cutters have filled the role of offshore mothership several times since then, with its CGRON3 in Vietnam clocking in to feed, bunk, and refuel both USCG 83-foot patrol boats and Navy Brown water assets such as PBRs and PCFs, as well as the sustained offshore surveillance of Grenada in 1983-84 (Operation Island Breeze).

Point class refueling from USCGC Dallas in Vietnam 2

More recent mothership ops have been seen with the long-distance deployment of FRCs to the Persian Gulf in 2022 and in response to 2017’s Hurricane Maria in Puerto Rico.

It seems the best way to kill a UAV is…with a UAV

Posted on by Leave a comment

With the explosive rise in the use of cheap battlefield unmanned systems in the past several years, ballistic options are now the chief countermeasure.

While this has seen a resurgence of love for such simple items as shotguns with specialized ammunition— Benelli is even marketing and reportedly selling a dedicated M4 A.I. Drone Guardian model as fast as they can crank them out– and a whole new breed of SPAAGs of every stripe, it seems that drone-on-drone aerial combat is, in many cases, the most effective answer.

Ukraine began to use “kamikaze” explosive-laden drones to combat Russian UAVs at the front in early 2024 and has even advanced to the point of having shotgun-carrying drones that swat Russian Mavics in mid-air and electronic warfare jammer FPVs that zap the connectivity of enemy drones.

Now, whole new generations of interceptor drones such as the 22-pound Sting and the gently larger Bullet have been developed by outfits such as the Ukrainian non-profit organization Wild Hornets.

Simple to make with off-the-shelf parts and 3D printing, they are being assembled at blistering rates for a cost estimated as low as $1,000 a pop and can reach speeds of over 195 mph, enabling them to chase down enemy drones at anything under 10,000 feet and give them the hard goodbye.

Ukraine claims that Sting alone has killed 900 drones just in the past couple of months. Sure, it is a 1:1 kill rate, if not worse, but as the Russians are spending a reported $30K a pop on Shahed (Gerad) attack drones, the Ukrainians have the clear advantage in that equation

The Ukrainian military PAO recently released this video of the counter-UAV det of the 47th Separate Mechanized Brigade “Magura” killing Russian Lancet loitering munitions, Private (STC Orlan-10) UAVs, along with Molniya and Shahed attack drones in the Sumy Region. It’s not subtitled, but no translation is needed.

It is estimated that as many as 250,000 drones are built, acquired, or imported per month in the conflict.

Billy Mitchell would eat his hat.

Cold War Classic HK G3 Resurfaces in German Use

Posted on by 3 comments

The iconic Heckler & Koch-produced 7.62 NATO caliber Gewehr 3 battle rifle officially left German military service in the 1990s, yet it continues to break cover.

The social media page for the Schleswig-Holstein State Command recently posted images of the G3 DMR, or Designated Marksman Rifle, on a military flat range in Hamburg’s Duvenstedt area. The post went on to explain that the robust G3 DMR closes the gap for medium to long distances between Sturmgewehr and Scharfschützengewehr (sniper rifle).

HK G3 DMR in German Army service
Looks like they are getting some work done from the 300m line. (Photos: German Army)
HK G3 DMR in German Army service
Oh, hallo!

The post soon garnered over 300 comments, mainly from German Boomers and Gen X members who had cut their teeth on the G3 while serving in the Bundeswehr during the country’s old conscription days of the Cold War.

West German panzergrenadier jumping off a M48 Patton during the Cold War, HK G3 in hand.

The G3, in then-West German service, replaced the briefly adopted FN FAL in 1959 and was the country’s standard infantry weapon during the Cold War. While officially replacing the HK G36 in 5.56 NATO starting in 1996, and thousands of legacy G3s were given away as military aid to Eastern European (The Baltic Republics) and overseas (Peshmerga) allies, the legendary roller-delayed blowback rifle is still apparently on hand on a just-in-case basis for “Der Tag.”

Since you’ve come this far, enjoy this circa 1970 film, which shows the G3 in production at HK, complete with a funky period soundtrack. Sure, it is in German, but it really needs no translation.

Kongos a Cruising

Posted on by One comment

It happened 110 years ago this week.

War games, south of the Bungo Straits between the islands of Kyushu and Shikoku, 25 October 1915. The Japanese “Blue” Navy’s 3rd Squadron, exercising its brand new quartet of Kongo-class battlecruisers, showing their teeth against the “Red” Navy’s 2nd Squadron. The photo was taken from the deck of the Haruna, with the Hiei, Kirishima, and Kongo in the foreground.

When built, the Kongos weighed 27,000 tons and were scary to just about every other fleet in the world. Powered by 36 good English Yarrow boilers driving two steam turbines, they could make 27.5 knots, carried as much as 10 inches of armor, and were equipped with an eight-pack of Vickers 14″/45s (or “41st Year Guns” in Japan).

Class leader Kongo herself was built at Vickers in England (Barrow-in-Furness) and delivered in August 1913, while Hiei, Kirishima, and Haruna were constructed at Yokosuka Navy Yard, and the private yards of Mitsubishi and Kawasaki, respectively.

Japanese Battlecruiser Haruna fitting out at Kawasaki’s Kobe shipyard, Japan, in October 1914, with one of her 14-inch Vickers being installed. 

The four sisters were united in squadron service by August 1915, just weeks before the above image was snapped.

All would be lost in the inferno of the Pacific War.

Japanese Battleship Haruna sunk in shallow water near Kure, September 1945 LIFE George Silk

Clocking in Jointly on a multi-mission Alaska Arctic patrol

Posted on by One comment

The USCGC Waesche (WMSL 751), one of four frigate-sized Legend-class national security cutters homeported in Alameda, returned home this week from a 105-day Arctic deployment spanning over 21,000 nautical miles.

Besides close surveillance on several interloping Chinese government-owned research ships in the greater Alaskan sea frontier, the 413-foot Waesche got in lots of multi-national and multi-service joint ops with USAF HH-60 Pave Hawks during NORTHCOM’s Exercise Arctic Edge 2025, where the cutter served as a Forward Afloat Staging Base, executing a complex, multi-agency assault of a mock target of interest. The operation showcased seamless integration between Waesche, Coast Guard Maritime Security Response Team West, U.S. Navy SEALs, and the Alaska Air National Guard to rapidly respond to domestic threats.”

Members of Coast Guard Maritime Security Response Team West, USCGC Waesche (751), and Special Operations Forces transit on an Over the Horizon cutter boat during Arctic Edge 2025 near Nome, Alaska, Aug. 10, 2025. AE25 is a North American Aerospace Defense Command (NORAD) and U.S. Northern Command-led homeland defense exercise designed to improve readiness, demonstrate capabilities, and enhance Joint and Allied Force interoperability in the Arctic. (U.S. Coast Guard photo by Petty Officer 3rd Class Cameron Snell)

A member of the Navy Seals converges with Coast Guard Cutter Waesche (WMSL 751) and Air Force HH-60 Pave Hawk helicopters during Arctic Edge 2025 near Nome, Alaska, Aug. 10, 2025. (U.S. Coast Guard photo 250810-G-CY518-1003 by Petty Officer 3rd Class Cameron Snell)

Coast Guard Cutter Waesche (WMSL 751) and Special Operations Force crews transit on Over the Horizon cutter boats in the Bering Sea, August 10, 2025.  (U.S. Coast Guard photo by Petty Officer 3rd Class Cameron Snell)

Of note, the mock seizure seems to be on the Alaska-based NOAAS Fairweather (S 220), a 231-foot survey ship, which surely isn’t a message to the Chinese research ships in the region.

An Air Force HH-60 Pave Hawk helicopter crew simulates a hoist above the Fairweather during Arctic Edge 2025 in the Bering Sea, Aug. 10, 2025. (U.S. Coast Guard photo by Petty Officer 3rd Class Cameron Snell)

The cutter also did steaming and gunnery drills (both 57mm and CIWS) with the Canadian frigate HMCS Regina (FFH 334) in the Bering Sea during Operation Latitude including “passenger exchange, a mock boarding, cross-deck hoist operations with Regina’s CH-148 Cyclone helicopter, air support from a U.S. Coast Guard C-130J Hercules fixed wing aircraft from Air Station Kodiak and a Royal Canadian Air Force CP-140 Aurora [P-3 Orion].”

 

U.S. Coast Guard Cutter Waesche (WMSL-751) and Royal Canadian Navy His Majesty’s Canadian Ship Regina, sail alongside each other as a USCG Air Station Kodiak HC-130 and Royal Canadian Air Force CP-140 Aurora fly overhead during Operation Latitude in the Bering Sea, Alaska, Aug. 25, 2025. Canadian-led Operation Latitude, in conjunction with Alaskan Command and U.S. Northern Command, and U.S. Coast Guard Arctic District, focused on increasing domain awareness in the High North and enhancing interoperability between Canada and the United States. (Courtesy photo 250825-O-EZ530-2080 by Canadian Armed Forces Master Corporal William Gosse)

Besides working with Regina, Waesche also worked separately with the Canadian OPV HMCS Max Bernays and successfully conducted “the Coast Guard’s first-ever fueling at sea in the Alaskan theater with the Royal Canadian Navy replenishment oiler MV Asterix – accomplished in 6-8 foot seas with sustained 30-knot winds.”

United States Coast Guard Cutter Waesche receiving fuel during a Replenishment At Sea with Naval Replenishment Unit Asterix during Operation Latitude on 9 September 2025. Photo: S3 Owen Davis, Canadian Armed Forces.

In all, a very robust patrol it would seem.

Korean War Ranger Resurgence

Posted on by Leave a comment

Earlier this week, in the post commemorating the 75th anniversary of the combat jump by the 187th “Rakkasans” Regimental Combat Team near the North Korean town of Sukchon/Sunchon well behind enemy lines, in October 1950, I would be remiss to not expound on the mention of Korean War Ranger companies, as members of the 4th Ranger Company leapt with the 187th on its second combat jump during 1951’s Operation Tomahawk.

Here’s a quick rundown.

The first Korean War-era Ranger unit was the Eighth Army Ranger Company (8213 AU), created from whole cloth from among members of the in-theatre 25th Infantry Division in August 1950. It was an experimental “Marauder” company that stood up after the Army’s unwelcome experience fighting Nork stay-behinds and guerrillas after the breakout from Pusan/Inchon and the rapid advance to the Yalu.

Eighth Army Ranger Company, 8213th Army Unit, October 1950, Korea LIFE Hank Walker

By February 1951, 18 such companies were established (the original EARC, joined by 1st through 15th Companies, along with Able and Baker Companies). Of note, while many were quickly formed from volunteers of the “All Americans” of the stateside 82nd Airborne Division, others were drawn from “leg” units and would pick up their parachute wings along the way.

Men of the “Cold Steel” 3rd Ranger Company adjust their gear before undertaking a dawn patrol across the Imjin River, Korea. Note the 3rd Infantry Division patch. 

Rangers in Korea. The “Travel Light, Freeze at Night” 5th Ranger Company. Note their 25th ID patches. Contributor: David Kaufman, via AFSOF History

The Korea-bound First Ranger Company class graduates, November 1950

They were in units much leaner than the seven 516-man Ranger Battalions fielded in WWII, all of which were disbanded by 1946.

As noted by ARSOF History: 

A provisional Table of Organization and Equipment (TO&E) was soon developed. TO&E 7-87 (16 Oct 1950) set the Ranger Company manning at 5 officers and 107 enlisted, with an allowable 10% combat overage, bringing the company strength to 122. A standard infantry rifle company of the time had a TO&E strength of 211.

The six-week training program included a “cycle curriculum consisted of seventeen different topics that included training with foreign weapons, demolitions, field craft and patrolling, map reading, escape and evasion, and intelligence collection.”

One company, the 2nd Rangers, was wholly African American. Unlike the smoke-jumping paratroopers of the “Triple Nickels” during WWII, the 2nd Rangers saw combat.

In all, five of the new airborne Ranger companies—the 1st, 2nd, 3rd, 4th, and 5th—saw the elephant in the Korean War besides the EARC during the concept’s 15-month run, while the 6th Rangers were deployed to Europe, attached to the 8th Infantry Division, should the Cold War turn hot there.

The Korean War combat Ranger tabs, via AFSOF History

One of the Eighth Army Ranger Company’s founders, 1st Lt. Ralph Puckett Jr., earned a MoH during the conflict during a raid just three months after the unit was formed.

Then-1st Lt. Ralph Puckett Jr. led fellow Rangers and Korean Augmentation to the United States Army soldiers across frozen terrain under enemy fire to seize and defend Hill 205 in Unsan, North Korea. Puckett will receive the Medal of Honor on May 21, 2021, for going above and beyond the call of duty as the Eighth Army Ranger Company’s commanding officer during a multiday operation that started on Nov. 25, 1950. (Courtesy photo via DVIDS)

While these units proved a godsend in many instances, ideal for deep recon and raids, the Army deemed them a waste of the best sort of men who would be better suited to strengthen the sometimes faltering line units and disbanded all 18 Ranger companies by November 1951. Many of the in-theatre Rangers were folded into the 187th, which seemed a perfect fit.

However, better minds swept in and, with the small unit Rangers showing the way, when Col. Aaron Bank started standing up the 10th Special Forces Group (Airborne) in Colorado the following June, many ex-Rangers, especially those with combat experience, were “called up to the big leagues.”

The budding Ranger Training Center at the U.S. Army Infantry School, where Companies Able and Baker were formed and soon after disbanded, was converted into the Ranger Department in December 1951. The first class of individual Ranger candidates, drawn from across the Army with men returning to their units afterward, graduated on 1 March 1952, following an expanded 59-day training period. Then, as today, they are all volunteer.

Today, Army Ranger School is of course still around, with dedicated full-time Ranger units re-established in 1974. Ranger School now runs for 61-62 days and notoriously has a completion rate of only about 50 percent.

You have to earn the tab.

Warship Wednesday 22 October 2025: Good in a Pinch

Posted on by Leave a comment

Here at LSOZI, we take a break every Wednesday to explore the old steam/diesel navies of the 1833-1954 period, profiling a different ship each week. These ships have a life, a tale all their own, which sometimes takes them to the strangest places.- Christopher Eger

If you enjoy my always ad-free Warship Wednesday content, you can support it by buying me a cup of joe at https://buymeacoffee.com/lsozi As Henk says: “Warship Coffee – no sugar, just a pinch of salt!”

Warship Wednesday 22 October 2025: Good in a Pinch

Photo provided courtesy of QM2 Robert C. Granger, USCGR, via MCPOCG R. Jay Lloyd, USCG (Ret.), USCG Historian’s Office

Above we see the USCG-manned Tacoma-class patrol frigate USS Annapolis (PF-15) later in her career, circa late 1945, as noted by the weather balloon shack on the quarterdeck.

A veteran of the Battle of the Atlantic during WWII, she was dispatched to the Pacific once that quieted down and, slated to wear a Red Banner in Stalin’s war against the Empire of Japan, was recalled at the last minute– just in time to save the day for an Alaskan port.

The Tacomas

One of the most generic convoy escorts ever designed was the River-class frigates of the Royal Navy and its sister Australian and Canadian services. Sturdy 301-foot/1,800-ton vessels, some 151 were built between May 1941 and April 1945.

Canadian River-class frigate HMCS Waskesiu (K330) with a bone in her mouth, 1944. Kodachrome via LAC

River Class – Booklet of General Plans, 1941, profile

Carrying a few QF 4″/40s, a suite of light AAA guns, and a huge array of ASW weapons with as many as 150 depth charges, they could make 20 knots and had extremely long range, pushing 7,000nm at a 15-knot cruising speed.

In a reverse Lend-Lease, two Canadian Vickers-built Rivers were transferred to the U.S. Navy in 1942: the planned HMS Adur (K296) and HMS Annan, which became the patrol gunboats —later patrol frigates —USS Asheville (PG-101/PF-1) and USS Natchez (PG-102/PF-2). Built at Montreal, Asheville, and Natchez were completed with standard U.S. armament and sensors, including three 3″/50s, two 40mm mounts, Oerlikons, and SC-5 and SG radar. Everything else, including the power plant, was British.

USS Asheville (PF-1) plans

With that, the New York naval architecture firm of Gibbs & Cox took the River class frigate plans and tweaked them gently to become the Tacoma-class frigates. Some 2,200 tons at full load, these 303-foot ships used two small tube express boilers and two  J. Hendy Iron Works VTE engines on twin screws to cough up 5,500shp, good for just over 20 knots with a 9,500nm range at 12 knots. Standard armament was a carbon copy of Asheville/Natchez: three 3″/50s, two twin 40mm mounts, nine Oerlikons, two stern depth charge racks, eight Y-gun depth charge throwers, a 24-cell Hedgehog Mk 10 ASWRL, and 100 ash cans. Radar was upgraded to the SA and SL series, while the hull-mounted sonar was a QGA set.

USS Albuquerque 1943 (PF-7), Tacoma class patrol frigate 200414-G-G0000-0003

These could be built at non-traditional commercial yards under Maritime Commission (MC Type T. S2-S2-AQ1) contracts, using an all-welded hull rather than the riveted hull of the British/Canadian Rivers. Many of these would be constructed on the Great Lakes, including by ASBC in Ohio (13 ships), Froemming (4), Walter Butler (12), Globe (8), and Leathem Smith (8) in Wisconsin. On the East Coast, Walsh-Kaiser in Rhode Island made 21, while on the West Coast, Kaiser Cargo and Consolidated Steel in California produced a combined 30 ships.

Using compartmentalized construction, they went together fast. No less than nine Tacomas were built in less than five months, 16 were built in less than six months, and 11 others were built in less than seven months. These times stack up well to the original River class built in British yards, where the best time recorded was 7.5 months. In Canada, the fastest time was just over 5 months.

The Tacomas cost about $2.3 million apiece, compared to $3.5 million for a Cannon-class destroyer escort, or $6 million for a Fletcher-class destroyer, in 1944 dollars.

Meet Annapolis

Our subject was the second Navy warship to carry the name of the Maryland location of the Naval Academy, with the first being the leader of a class of composite steel gunboats, PG-10, which had a lifespan that included service from 1897 through 1940.

Laid down as Hull 842, Maritime Commission No. 1481, at American Shipping Company, Lorain, on 20 May 1943 as PF-15, the second Annapolis was side launched into Lake Erie on Saturday, 16 October 1943, sponsored by Mrs. Belva Grace McCready.

The future USS Annapolis is preparing for launch with her glad rags flying.

The future USS Annapolis (PF-15) was launched at the American Shipbuilding Company shipyard, Lorain, Ohio, on 16 October 1943. NH 66293

The future USS Annapolis (PF-15) just after launch on 16 October 1943. NH 66190

Annapolis was then floated down the Mississippi River to Port Houston Iron Works in Houston, Texas, where she was completed. The Navy commissioned Annapolis at Galveston’s Pier 19 on 4 December 1944, her construction running just over 18 months.

Her plank owner skipper was a regular, CDR Montegue Frederick Garfield, USCG, who was one very interesting character.

Garfield had been born Henry Frederick Garcia at Morro Castle, Puerto Rico, in 1903, the son of Major Enrique Garcia of the Army’s QM Corps. He graduated, ironically, from the USNA at Annapolis in 1924 but, like his father, opted for a career in the Army, becoming a red leg in the field artillery. In 1928, at the height of the Army’s peacetime budget-cutting efforts, he opted to get his sea legs back and accepted an ensign’s commission in the USCG, becoming the service’s first Hispanic-American officer.

Henry Frederick Garcia/Garfield

After service on numerous CG destroyers on the East Coast during the tail end of Prohibition, he was assigned as engineering officer aboard USCGC Shoshone in the Pacific, which supported the doomed Earhart circumnavigation and the later search for the missing aviatrix. He then commanded USCGC Morris in Alaska in 1939, proving key in the evacuation of the fishing village of Perryville during the Mount Veniaminof eruption, then later saved the shipwrecked crew of the exploration schooner Pandora.

During the first part of WWII, Garcia served as XO of Base Charleston, where he participated in the seizure of the interned Italian cargo vessel Villaperosa, then served in Baltimore with the MSTS until being made Assistant Captain of the Port of Los Angeles, where he legally changed his name to Garfield.

Convoy runs

The newly commissioned Annapolis departed for a shakedown cruise to Bermuda on 13 December 1944 and arrived at Norfolk, Virginia, in early February 1945 after workups with the DD/DDE Task Group for post-shakedown availability.

Along the way, she came across the 9,830-ton Texaco oil tanker SS New York in the dark, which almost ended badly.

From her war diary:

Annapolis. USS J. Franklin Bell (APA 16) is on the left. Photo courtesy of QM2 Robert C. Granger, USCGR, via MCPOCG R. Jay Lloyd, USCG (Ret.) 200415-G-G0000-0010

Our frigate then made her first trans-Atlantic escort-of-convoy crossing, with U.S. to Gibraltar-bound UGS.75, leaving Hampton Roads on 17 February. Annapolis rode shotgun with five other escorts–USS Nelson (DD-623), Livermore (DD-429), Andres (DE-45), John M. Bermingham (DE-530), and Chase (DE-158)— over 55 merchant ships, arriving safely at Oran, Algeria, on 5 March 1945. She returned to New York with East-West Convoy GUS.89 on 30 March 1945.

After two weeks’ availability, Annapolis departed on exercises on 13 April 1945. She then left on her second escort-of-convoy crossing, with UGS.88 (the five escorts of CortDiv 42, along with 41 merchants) arriving at Gibraltar on 7 May 1945. Among the escorts she sailed with on this milk run, Annapolis had her ASBC-built sister USS Bangor (PF-16) alongside.

She was anchored at Mers el Kebir, Algeria, with Bangor, on 9 May 1945, and there received the news that Germany had surrendered while waiting to head back to the U.S. with Convoy GUS 90. On the ride back, Garcia/Garfield became commander of CortDiv 42.

At the same time, CDR Garcia/Garfield’s little brother, CDR (future RADM) Edmund Ernest García (USNA ’27), was commander of 58th Escort Division in the Atlantic Fleet, having earned a Bronze Star in fighting the destroyer escort USS Sloat (DE-245) across the Tunisian Coast in the face of Luftwaffe air attacks and seen action in the invasions of Africa, Sicily, and France.

Small world!

Annapolis and Bangor returned to Philadelphia from the ETO on 2 June 1945. After two weeks’ availability, they departed Philadelphia on 16 June 1945, bound for the west coast, as the Pacific War was still on. After passing through the Panama Canal– where they conducted ASW training for the new construction submarines of Subron3 for a month– they shifted station to Puget Sound Navy Yard outside Seattle to remove sensitive gear and refit for further service, with an all-new crew.

It seemed the sisters were slated to fly a red flag.

Russia-bound (?)

Annapolis and Bangor were to be the last two of 30 Tacomas transferred to the Soviet Navy at Cold Bay, Alaska, as part of  Project Hula. They were to have the Russian pennant numbers EK-23 and EK-24, respectively.

On 1 September, Annapolis took on five officers and 25 enlisted from the Red Navy, under the command of CDR VN Milhailav, from Seattle, and left with Bangor steaming in tandem for Cold Bay.

It was while underway from Seattle to Cold Bay that the twins received, almost back to back, the announcement of the formal surrender of Japan on 2 September, followed by the news that the U.S. had suspended all further transfers of ships to the Russkis.

Annapolis and Bangor arrived at Cold Bay on 7 September, where they landed their Soviets and instead took aboard American personnel (five officers and 117 enlisted) requiring transportation to Kodiak, arriving on that far northern island on 9 September. Thus, Bangor and Annapolis were the only two frigates scheduled for transfer under Project Hula not delivered, with 28 sisters going on to serve with the Russians up until the eve of the Korean War.

Right place at the right time

Leaving Kodiak bound for Cold Harbor on 10 September, Annapolis received a distress call from the disabled fishing boat Sanak, which she found the next day and towed to Chignik Bay.

Arriving back at Cold Bay on the 12th, over the next two days, she took aboard U.S. personnel (nine officers and 155 men), then hauled them back to Kodiak alongside Bangor and the 110-foot SC-497 class submarine chaser, USS SC-1055, which had also been scheduled to be given to the Russians but was retained at the last minute. After landing those men, the three humble escorts were ordered to Seattle, with a stop at Ketchikan.

It was there on 22 September that the recently arrived frigates came to the aid of the Canadian-flagged Grand Trunk Pacific Railway liner SS Prince George (3,372 GRT), which had caught fire while tied up at Ketchikan’s Heckman Municipal Pier.

The liner Prince George had been built for GTPR in England in 1910. The 307-foot coaster was capable of carrying 236 passengers and light cargo at 18 knots and had been on the Vancouver to Southeast Alaskan run for 35 years, with a break in the Great War as a 200-bed hospital ship. (Walter E Frost – City of Vancouver Archives)

Notably, HMC Prince George was the first Great War Commonwealth hospital ship, converted at Esquimalt in 1914.

Smoke billows from the liner SS Prince George in Tongass Narrows on 22 September 1945. Ketchikan Museums: Tongass Historical Society Collection, THS 72.1.3.1

With Garcia/Garfield the senior officer present, he directed the frigates intermittently alongside the blazing Prince George using all available firefighting gear and saving 50 men stranded aboard the liner. To avoid having the stricken ship capsize at the dock, Annapolis effected a dead stick tow and beached the vessel on the shallow shores off Gravina Island to allow her to burn out quietly.

Look at all those depth charges. Official caption: “Smoking disaster at a Coast Guard base in Ketchikan, Alaska, the Coast Guard-manned frigate Annapolis maneuvers to tow the blazing liner Prince George downstream and away from the town. The ill-fated liner now lies, a blackened hulk, on nearby Gravina Island; only one of over 100 crew members has lost.” USCG photo. National Archives Identifier 205580274, Local Identifier 26-G-4818.

The fire raged for days, only dying out when the superstructure collapsed. Maritime Museum of British Columbia 010.036.0003j

Declared a total loss, the wreck was refloated and towed to Seattle for scrapping in 1949. Maritime Museum of British Columbia 010.036.0035

Their job done, Annapolis, Bangor, and SC-1055 shipped down from Ketchikan the next day via the inland passage through the Seymour Narrows, with Garcia/Garfield in charge of the small task force, arriving at Indian Head Ammo Depot outside of Seattle on the 25th. Annapolis then entered Puget Sound Navy Yard the next day for availability. Of note, the surplus SC-1055 was transferred to the Coast Guard as USCGC Air Sheldrake (WAVR 461) for continued service.

It was while at Puget Sound that Annapolis was refitted as a Weather and Plane Guard ship, landing much of her ASW gear and adding a weather balloon shack aft.

On 5 January 1946, she arrived at San Francisco then assumed Weather Station “E” until 5 April 1946.

Annapolis departed San Francisco on 16 April 1946, bound for Seattle, where she was decommissioned on 29 May 1946, her Coast Guard crew, mostly reservists enlisted for the duration, exiting Navy service.

Transfer, effected

With the Navy having no appetite for these slow little frigates at a time when they were mothballing brand new destroyers and DEs by the dozens, both Annapolis and Bangor were soon sold as surplus to Mexico. Annapolis became ARM General Vicente Guerrero, later ARM Rio Usumacinta, while Bangor was renamed ARM General José María Morelos, and later ARM Golfo de Tehuantepec. They were joined by Tacoma-class sisters ex-USS Hutchinson (as ARM California) and ex-Gladwyne (ARM Papaloapan), and, rated as “fragatas,” were all stationed on the Mexican Pacific Coast.

Annapolis in Mexican service

Jane’s 1960 listing of the four Mexican Navy Tacomas.

The four sisters remained in Mexican service until scrapped in 1964.

Epilogue

Little of PF-15 remains. Her war diaries are digitized in the National Archives.

As for Garcia/Garfield, after leaving Annapolis, he was made skipper of the famed USCGC Campbell (WPG-32), then was head of personnel for the Coast Guard’s Eighth District in New Orleans. He finished his career as a captain in 1956 after five years as the Chief of Intelligence of the 12th USCG District in San Francisco, then moved to San Diego and got into real estate. In all, he spent 35 years in uniform between the USNA, the Army, and the USCG. Capt. Garfield died 26 June 1966, and was buried in Section A-H, Site 52, in Fort Rosecrans National Cemetery, just west of San Diego.

His father, Maj. Garcia, was buried in Arlington National Cemetery in 1932 and was joined by his brother, Edmund, after the retired admiral died in 1971.

The Navy recycled the name for a third Annapolis, giving it to the reconfigured jeep carrier ex-USS Gilbert Islands (CVE-107) when that WWII/Korean War vet was reclassified as a Major Communications Relay Ship (AGMR-1) on 1 June 1963. That floating antennae farm was disposed of in 1979.

USS Annapolis (AGMR-1) Underway at slow speed in New York Harbor, 12 June 1964, soon after completing conversion from USS Gilbert Islands (AKV-39, originally CVE-107). Staten Island ferryboats are in the left and center backgrounds. NH 106715

A fourth USS Annapolis, a Los Angeles-class submarine (SSN-760), was commissioned in 1992 and is currently part of the  Guam-based SubRon15, although she is slated to decommission in FY27.

ROCKINGHAM, Western Australia (March 10, 2024) – U.S. Navy Sailors assigned to the Los Angeles-class fast-attack submarine USS Annapolis (SSN 760) and HMAS Stirling Port Services crewmembers prepare the submarine to moor alongside Diamantina Pier at Fleet Base West in Rockingham, Western Australia, March 10, 2024.

Meminisse est ad Vivificandum – To Remember is to Keep Alive

***

If you like this column, please consider joining the International Naval Research Organization (INRO), Publishers of Warship International

They are possibly one of the best sources of naval study, images, and fellowship you can find. http://www.warship.org/membership.htm

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.

I’m a member, so should you be!

Ruger Mini-14 SBR Aesthetic

Posted on by Leave a comment

Utah-based Dead Air Silencers recently released some merch that showed off a sweet photograph of an SBR’d folding stocked Ruger Mini-14 with the company’s Lazarus-6 suppressor.

Boom:

Well, they got so much user feedback on the gun (not the can!) that they felt compelled to have the owner run a short video addressing the nuts and bolts of the build.

As a foldy Mini afficiado myself, the proud owner of a 30-year-old stainless GB (a former Maryland Dept of Corrections tower rifle), I found it interesting.

Over 3 million Mini-14/Ranch Rifles have been made since 1973.

« Older Entries Recent Entries »