With an 8-round triple-locking PVD coated cylinder and target crowned 6-inch barrel, Ruger’s newest GP100 revolver is ready for serious 9mm Luger fans with competition on their minds.
Based on the Ruger Super Redhawk action, the GP100 series has long been the company’s go-to for competition and hunting wheel guns. Their newest model, which uses a cylinder and extractor cut for moon clips to speed up reloading, sports a 6-inch half-lug sleeved and shrouded barrel with an 11-degree target crown for “competitive-level” accuracy.
With thousands of uninhabited and sparsely inhabited islands, atolls, shoals, and reefs scattered across the Western Pacific, the U.S. Navy is testing out ways to forward supply submarines in what could be termed “an expeditionary setting.” As SSNs, SSGNs and even SSBNs for that matter are largely only limited in their endurance by consumables like food and morale items (other than torpedos and Tomahawks), the idea is to allow ships other than large and usually immobile submarine tenders to resupply them if the pressure is on.
Earlier this month the Los Angeles-class submarine USS Key West (SSN 722) conducted such a “mobile logistics demonstration” with the MSC-manned Lewis and Clark-class dry cargo ship USNS Richard E. Byrd (T-AKE 4) in Apra Harbor, Guam.
USS Key West (SSN 722) sits moored alongside USNS Richard E. Byrd (T-AKE ), Dec. 10. (U.S. Navy/MC2 Kelsey J. Hockenberger)
The demonstration, which involved Key West mooring alongside Byrd, was the first overnight mooring between a U.S. submarine and a dry cargo class ship. Dry cargo class ships are responsible for providing logistic lifts to deliver cargo (ammunition, food, limited quantities of fuel, repair parts and ship store items) to U.S. and allied ships at sea.
“This demonstration confirms the capability of a T-AKE to receive a forward-deployed submarine independent of external entities,” said Lt. Cmdr. Christopher Jack, the operations officer on the staff of Commander, Submarine Squadron (CSS) 15. “This ultimately increases the submarine force’s sustained lethality in the Indo-PACOM area.”
In addition to being the first overnight mooring, the demonstration showcased the first time water facilities were moved from a submarine to a T-AKE.
Robert Morris was an Englishman, born in Liverpool in 1734. Coming to the Pennsylvania colony in his teens, by 1775 he was a wealthy merchant and turned his business acumen into buying arms for the colonial militia. This role grew until Alexander Hamilton described him as the “Financier of the Revolution.” One of the signers of the Declaration of Independence and for a time considered the “de facto commander” of the Continental Navy (he even sold the first armed man-of-war to Congress), Morris later turned down the role of the country’s first treasury secretary, suggesting Hamilton for the position instead.
Rather than be remembered on the $10 bill, Morris was honored by four early U.S. Navy vessels that were named after him between 1776 and 1846, and well as a few Coast Guard cutters (which until 1967 was under the Treasury Department).
The first cutter named after Morris was a Baltimore Clipper-style schooner built in 1831 at the New York Navy Yard. Some 73-feet in length and armed with a half-dozen 9-pounders, she was not a commanding vessel but was good enough to bust smugglers and fight pirates. Nonetheless, USRC Morris participated in the Mexican War as part of Capt. John Webster’s nine-cutter squadron and, on her way back to the East Coast, was driven ashore at Key West by a hurricane in 1846.
U.S. Revenue Cutter Morris (1831) by H. A. Roath, painting circa 1855, via Philadelphia Museum 1967-268-3-ov
The second USRC Morris, commissioned in 1848, was a 102-foot topsail schooner constructed of yellow pine, white and live oak, locust, cedar, and mahogany. Armed in 1861 with “1 x 32-pounder pivot-mounted cannon; 1 x brass 12-pound howitzer; 12 Maynard rifles; 12 smoothbore muskets; 12 pistols; 19 cutlasses; 11 boarding pikes and 18 battle axes,” Morris was notably detached to scour the North Atlantic that year in search of the Confederate privateer brig Jefferson Davis.
Revenue Cutter Morris prepares to board the British passenger vessel Benjamin Adams on 16 July 1861 about 200 miles east of New York, by Gil Cohen (Photo: USCG)
She was sold in 1868.
The third– and final U.S. vessel named for Morris– was a 125-foot Active-class Coast Guard cutter built in 1927 at American Brown Boveri Electric Corp., Camden, NJ.
USCGC Morris (WPC-147/WSC-147/WMEC-147) operated first out of New London until 22 November 1928. She then assumed her permanent station at Oakland, California, on 13 January 1929, conducting patrol operations and operating intermittently against rumrunners through 1934. She was then transferred to Seward, Alaska until 1937, before ultimately returning to the West Coast.
Transferring to Navy control 1 November 1941, Morris was designated a subchaser and assigned to patrol and rescue operations out of San Diego during WWII until 1 January 1946. She assumed postwar USCG patrol duties out of San Pedro, which was her permanent station through 1969.
USCGC Morris (WPC-147/WSC-147/WMEC-147) late in her career. Note her 40mm Bofors forward, which was fitted in 1942. (USCG photo)
Decommissioned on 7 August 1970 after 43 years of hard service, she was then transferred to Boy Scouts where she was active with the Sea Scout program in Stockton as SSS Morris until recent years. In the early 2000s, she received $2 million in repairs and restoration paid for by Bob French and was donated in 2015 to the Liberty-Maritime Museum, who has had her for sale since 2016, priced at around $250K.
1927 125′ Coast Guard Cutter Morris asking $90,000 obo – an amazing vessel for this price! Major overhaul ($2 million approx.) completed in 2010. Cummins KTAs, Northern Lights gen sets, ARPA radars, bow thruster. All wiring and piping replaced. Hull plating, railings, tanks and decks replaced as needed. Operational but due for a haul-out and one prop repair. Anchored near Rio Vista, recently cruised but surplus to our needs. Suitable as an ocean cruising vessel or live-aboard. State of California registration, current insurance.
Near Con Thien, RVN, 3rd Recon Marines tote back some captured antiaircraft guns, namely dismounted Soviet DShK 1938 heavy machine guns, in 1969:
“Antiaircraft Guns: Three Marines of 3d Reconnaissance Battalion carry captured North Vietnamese Army 12.7mm antiaircraft guns. Front to the rear is Private First Class Albert O. Covington (Hamlet, North Carolina), Corporal Lester L. Reardon (East Greenwich, Rhode Island), and Lance Corporal James B. Taylor (Miami, Florida). The three were members of a small reconnaissance force that uncovered a large enemy munitions cache (official USMC photo by Corporal Bob Partain).”
“Enemy Weapons: Two Marines of the 3d Reconnaissance Battalion carry captured North Vietnamese Army antiaircraft guns. Left to right are Corporals Mike Schatz (Tonkawa, Oklahoma), Robert I. Scheid (Hartford, Connecticut), and Ken B. Williams. The 12.7mm antiaircraft guns were part of a large enemy munitions cache uncovered near Con Thien (official USMC photo by Corporal Bob Partain).”
For reference, Dushka weighs 75-pounds without any ammo or mounts, so PVT. Covington, who is humping that hefty girl solo in the top picture while still carrying bandoliers and field gear, is truly a man amongst men.
As a guy who started his law enforcement career back in the 1990s– back when I still wore size 36 uniform pants!– I always had an affinity for wheel guns, having cut my teeth on Smith K-frame carry guns and J-frame backup/off duty guns. From time to time, I still grab a faithful and well-used snub while heading out the door, for various reasons.
Back in the late 1990s Sig Sauer marketed a short-lived (two years in the catalogs) bolt-action rifle. Geared to sportsmen, it was the European-made SHR (Swiss Hunting Rifle). As both Swiss SIG and German Sauer had a heritage in making both, the SHR should have been a no-brainer.
Boom.
Now, with the SHR in the rearview for two decades, New Hampshire-based Sig Sauer has a domestic precision bolt-action hunting rifle, the CROSS.
The rifle– which will be available in 6.5 Creedmoor, 308 Winchester, and the upcoming .277 SIG Fury Hybrid cartridge– has a one-piece aluminum receiver with a folding adjustable SIG precision stock. Using a stainless steel barrel that runs 16-inches (.308/.277) or 18-inches (6.5CM) long, overall length remains compact at about 36-inches. With the stock folded, you are looking at a 25-inch pack gun.
Unloaded weight eight is under 6.5-pounds for all models, a key takeaway from the design philosophy.
A Swedish-manned and produced m42 KP armored vehicle in UN service during the Congo Crisis, 1960s.
Note the Carl Gustav m/45 “K-gun” submachine gun in the hands of the Swedish commo guy.
The other submachine gun– seen in the hands of what is likely a Congolese army soldier (ANC) blessed into UN operations, although it should be pointed out that peacekeepers from his Ghana, Nigeria, and Ethiopia also participated in the operation– is a rarely encountered Belgian-made Vigneron.
Formed in 1960, the Opération des Nations Unis au Congo (ONUC) became the largest, most complex, and most expensive UN peacekeeping mission during the Cold War. Between 1960 and 1964, nine different battalions of Swedes served in the Congo, with 19 soldiers of the Three Crowns losing their lives there.
As for the armor, the WWII-era Scania/Volvo Terrängbil m/42 KP used a gasoline engine and had up to 20mm of armor, though this was as low as 4mm in some places– able to be penetrated by most small arms rounds more powerful than a pistol. They could accommodate as many as a dozen men in the open hull while the exposed turret mounted a twin Kulspruta m/36 (KSP m/1936) water-cooled machine gun.
How about those watercooled m/36s?
The Swedes sent 15 KPs to the Congo and the vehicles saw lots of heavy use.
They also repurposed local armor as well. I give you “Bibi-Belle”
A captured ex-Katangese U.S.-made M8 Greyhound armored car used by Swedish UN battalions in the Congo, 1962-1964.
USS OKLAHOMA (BB-37) and USS ARIZONA (BB-39) in better times, side by side in the Pedro Miguel locks of the Panama Canal in January 1921. Ship in distance is USS NEVADA (BB-36). C.F. Rottmann, photographer. Courtesy of the USS OKLAHOMA Association, collection of Elmer S. Sykora, 1979 NH 89443
This would be the first time the names, formerly used by the Pearl Harbor battleship losses USS Oklahoma (BB-37) and USS Arizona (BB-39), have been on the Navy List in more than 75 years.
191223-N-DM308-002 WASHINGTON (Dec. 23, 2016) A photo illustration of the future Virginia-class attack submarine USS Oklahoma (SSN-802). (U.S. Navy photo illustration by Mass Communication Specialist 1st Class Paul L. Archer/Released)
191223-N-DM308-001 WASHINGTON (Dec. 23, 2016) A photo illustration of the future Virginia-class attack submarine USS Arizona (SSN 803). (U.S. Navy photo illustration by Mass Communication Specialist 1st Class Paul L. Archer/Released)
Is it time?
Well, in Modly’s defense, the Navy has often quickly recycled the names of lost warships as an inspiration to crews of new ones– and to show enemies how fast the “Arsenal of Democracy” could renew itself.
For example, during the dark days of 1942 in the Pacific the carriers Lexington, Hornet, Wasp, and Yorktown were all lost in action, along with the cruisers Astoria, Houston (with almost her entire 1,100-man crew either lost or captured), Northampton, Quincy, Vincennes, Atlanta, and Juneau. By 1944 all those names had been issued to new construction of the same type– many of which would continue to serve well into the Cold War. Indeed, the Navy even enlisted 1,000 brand new bluejackets in 1943 under the banner of “Houston Volunteers” to replace those lost in the Sunda Strait.
Going back even further, Battleship No. 10 was christened as USS Maine in 1901 just three years after the first Maine blew up in Havanna harbor, sparking the Spanish-American War. John Paul Jones’s Bonhomme Richard was sunk by HMS Serapis in 1779 and three different warships have gone on to carry the same name. The tragic loss of the USS Indianapolis in 1945 was followed up 35 years later by the name being bestowed to a Los Angeles-class attack submarine.
IMHO, in the case of Oklahoma, which lost over 400 of her 1,400 man crew on December 7, 1941, and whose hull was later raised and sold to the breakers for $40,000, perhaps the time is right to reboot her name.
However, as for Arizona, which lost 1,177 of her crew and whose hull still bleeds heavy fuel oil along Battleship Row today, perhaps her name should be retired or the vessel given a special status such as the one carried by the captured spy ship USS Pueblo or the frigate USS Constitution.
But that is just me.
ASECNAV Modly is a bright guy and I am sure he has his reasons. An Annapolis grad and former Naval Aviator, he went on to pull down a sheepskin from Harvard Business School and an MA from Georgetown before serving as Under Secretary of the Navy for the past two years.
Besides, the states of Arizona and Oklahoma both have powerful Congressional delegations, many of which have already voiced approval of the move– which could be key at budget time. Remember Hyman Rickover’s old adage of changing submarine naming conventions from marine creatures to states and cities explained as, “fish don’t vote.”
On the bright side, the new Arizona and Oklahoma will be the first Block V Virginias, arguably the most capable attack subs in the world.
If other plans afoot in Washington go through, they may be sorely needed to prove that capability.
Cuts, Cuts, and More Cuts
A memo circulating from the White House, apparently with the Navy’s blessing, has the fleet cutting the first four LCS variants (Freedom, Independence, Fort Worth and Coronado) although they are still relatively brand new (although cranky “Mod 0” type ships). Along with them could be a cap on further LCS production at 35 hulls, laying up three LSDs (Whidbey Island, Germantown and Gunston Hall) which still have a decade or more life left on their machinery/hulls, and accelerating the retirement of four the oldest remaining Tico-class cruisers (Bunker Hill, Mobile Bay, Antietam, and Leyte Gulf).
Further, new construction would get the ax as well (!) with five of the 12 pending late-flight Burke-class destroyers canceled– one of the few really successful Navy shipbuilding programs.
Instead of the 355-ship Navy promised in 2018, we are looking more at a 287-ship fleet, which would include 31 remaining underarmed LCS hulls, 3 virtually worthless Zumwalt-class pink elephants, and the Fords, which are slipping further and further down the calendar of being deployable.
Sure, Congress could pour on the pork and get more DDGs added, cruisers saved and Gators retained, which is probably what the Navy hopes for. The end result next year will probably be a compromise that no one but the admirals of the PLAN like.
Pass me my scotch, please, and say a prayer for the next generation of U.S. Naval officers and enlisted.
Warship Wednesday, Dec. 25, 2019: A Tough Christmas in the Lingayen Gulf
Courtesy of the Submarine Force Library and Museum, Groton, Connecticut, 1972. U.S. Naval History and Heritage Command Photograph. Catalog #: NH 78922
Here we see a prewar photograph showing the S-class diesel submarine USS S-38 (SS-143) underway, sometime in the 1930s.
The S-class, or “Sugar” boats, were actually three different variants designed by Simon Lake Co, Electric Boat, and the Bureau of Construction and Repair (BuC&R) in the last days of the Great War in which U.S.-made submarines had a poor record. Looking for a better showing in these new boats, of which 65 were planned, and 51 completed in several subgroups, these small 1,000~ ton diesel-electric “pig boats” took to the sea in the 1920s and they made up the backbone of the U.S. submarine fleet before the larger “fleet” type boats of the 1930s came online.
The hero of our tale, USS S-38, was a first flight EB/Holland design that ran some 219-feet oal, could dive to 200 feet and travel at a blistering 14.5-knots on the surface on her two 600hp NELSECO diesel engines and two GE electric motors for 11-knots submerged. Armament was a quartet of 21-inch bow tubes with a dozen deep-running but reliable Mark 10 torpedos (which carried a then-huge 500-pound warhead) and a 4″/50 cal popgun on deck for those special moments. Crew? Just 38 officers and men.
Laid down 15 January 1919 Bethlehem Steel Company’s Union Plant, Potrero Works, San Francisco, she commissioned 11 May 1923.
Fitting out at the Bethlehem Steel Company shipyard, San Francisco, California, 29 March 1923. NH 97960
Fitted out at Mare Island, S-38 joined Submarine Division 17 (SubDiv 17) at San Pedro on 24 May and immediately began preparations for a cruise to the Aleutians, a deployment that would validate the class working out of Dutch Harbor– which many would see during the coming conflict with Japan.
By August 1924, S-38 was detailed to join many of her sisters in the Asiatic Fleet, which she would call home for the next two decades.
On regular operations there, she cruised off the Philippines, along the Indo-China coast, and into the Dutch East Indies. In the 1930s, except for trading in their Great War-era torpedos for the new-fangled Mark 14, the boats were otherwise unmodified from their original 1918 design.
Description: Crewmen posing with a 4″/50cal deck gun onboard an S-Type submarine, March 1929, with another 4″/50cal in the foreground. Photographed from USS Beaver (AS-5). In the background is USS Pittsburgh (ACR/CA-4), in the Dewey drydock. Catalog #: NH 51830
USS S-38 (SS-143) nested between sister submarines S-40 (SS-145), at left, and S-41 (SS-146), at right, alongside USS Canopus (AS-9) off Tsingtao, China, in 1930. Note these submarines’ 4/50 deck guns. NH 51833
On 8 December 1941 (7 December east of the International Date Line), the U.S. was hauled in from the sidelines of WWII and “the indomitable old” S-38 departed Manila Bay on her first war patrol on the first day of the U.S. involvement in the war.
Poking around the PI archipelago, S-38, under command of Lt. Wreford G. ″Moon″ Chapple, the aging sub fired a torpedo on an enemy vessel off the coast of Mindoro on 9 December without a hit. Looking for better hunting, she headed into the Lingayen Gulf in the predawn hours of 22 December and promptly saw an enemy convoy at first light. Firing a spread of four unreliable Mark 14s, she garnered nothing but a counter-attack from Japanese destroyers.
Two hours later, she fired two more fish at an anchored cargo ship, Hayo Maru (5446 GRT) which blew up less than a minute later. It was only the *second Japanese vessel sunk in the war by a U.S. submarine up to that point.
*[ The first Japanese vessel claimed by an Allied submarine was the troopship Awajisan Maru which had been bombed by RAAF Hudsons and set on fire, then sank by a torpedo from the Dutch submarine HNLMS K XII on 12 December. The same day, HNLMS K XII also sank the tanker Toro Maru. On 13 December, the Dutch sub O 16 splashed the transports Asosan Maru and Kinka Maru in the Gulf of Siam while K XII increased her own tally with the tanker Taizan Maru off Indochina the same day. Meanwhile, the first U.S. submarine to get on the board was USS Swordfish (SS-193) with the freighter Atsutasan Maru sent to the bottom in the East China Sea on 16 December. ]
However, the next three days– across both Christmas Eve and Christmas Day– was an epic fight for survival.
According to DANFS:
The enemy destroyers again closed the submarine. Depth charges went off close aboard. From 0804 to 0930, the S-boat ran silent, using evasive tactics. At 0930, she grounded at 80 feet; then coasted up the bank to 57 feet. The destroyers, joined by small boats, continued the search through the day. At 2130, the hunted submarine began efforts to clear by backing. During the maneuvering, her port propeller was damaged; but, by 2201, she was free and underway for the Hundred Islands area on the western side of the gulf.
S-38 remained there through the 23d and, on the 24th, moved to the southern section of the gulf where she closed a formation of six large auxiliaries just prior to 1130. Her presence, however, was discovered. At 1152, a depth charge exploded on her port side. She went deeper. Between 1206 and 1208, eight more exploded around her. At 1209, she stopped all motors and sank to the bottom in 180 feet of water. The depth charging continued, but the explosions were more distant. At 1230, the submarine began to move again. At 1245, the enemy hunters again located her and resumed depth charging. S-38 again settled to the bottom. The depth charging continued until after 1300. The search continued until after 1800.
At 1842, the submarine got underway, heading back to the Hundred Islands area. At 2235, she surfaced to recharge her batteries. Five minutes later, her after battery exploded. At 2304, she went ahead on her starboard engine, making her way out of Lingayen Gulf.
Soon after 0200 on the 25th, she sighted two enemy destroyers, but remained undetected. At 0346, however, she sighted a third, which sighted her. S-38 submerged. The destroyer closed the submarine’s last surface position and, at 0350, commenced depth charging. From then until after 0900, the submarine evaded the destroyer, using her one quiet propeller. She then grounded on a steep bank at 85 feet. For the next two hours, the destroyer circled. S-38 slid down to 200 feet, used her motor to bring herself up; then repeated the maneuver. The destroyer moved off; and, at 1235, the S-boat got underway for Manila. An hour later, she grounded, but only briefly; and, at 2145 on the 26th, she entered the outer minefield at the entrance to Manila Bay.
Ordered to Soerabaja in the Dutch East Indies, S-38 arrived there on 14 January and spent her 2nd War Patrol in the Makassar Strait off Balikpapan. Moon Chapple left the boat then, headed to the larger and newer USS Permit (SS- 178) and later the USS Bream (SS-243). S-38 would continue on her 3rd Patrol under the command of Lt. Henry Glass Munson.
The old boat’s 3rd Patrol was unproductive but on her 4th Patrol Munson would surface and shell the Japanese facilities at Sangkapura on 26 February and two days later go on to rescue 54 haunted survivors of the heroic British E-class destroyer HMS Electra (H27) which had been pummeled by the Japanese at the Battle of the Java Sea.
On 2 March, S-38 spotted the Japanese Nagara-class light cruiser Kinu and a destroyer off Cape Awarawar and, although she fired six torpedoes, did not achieve a hit, and was in turn depth charged for 24-hours straight for her effort. Kinu would later be sunk in the Philipines in October 1944 by carrier aircraft.
Transferred to Brisbane in Australia to join the other Sugar boats of SubRon5, S-38 completed a 4th, 5th, and 6th Patrol without much to show for it.
On her 7th Patrol splashed the Japanese freighter Meiyo Maru (5628 GRT) in the St. George Channel on 8 August 1942.
A Chief Torpedoman paints another hashmark on the Torpedo Shop scoreboard of Japanese ships claimed sunk by SubRon 5’s S-Boats, operating out of Brisbane, Australia, during April-November 1942. Photographed on board USS Griffin (AS-13), tender to the squadron. Submarines listed on the scoreboard include S-37 (SS-142), S-38 (SS-143), S-39 (SS-144), S-40 (SS-145), S-41 (SS-146), S-42 (SS-153), S-43 (SS-154), S-44 (SS-155), S-45 (SS-156), S-46 (SS-157), and S-47 (SS-158). NARA 80-G-77065
At the end of her 8th Patrol, S-38 headed to California for a much-needed overhaul– attempting to sink a fat Japanese tanker off Tarawa on the way without success– then completed one final patrol, from Pearl Harbor, on 27 July 1943.
USS Harris (APA-2) moored in the background of this photo of USS S-38 (SS-143) following overhaul at San Diego, April 1943. US Navy photo # 1198-43 from the Puget Sound Naval Shipyard collection now held at Seattle NARA
From there, S-38 spent a year in ASW training duties in the relatively safe New Hebrides, an OPFOR for air and surface units passing to the real war in the West.
Ordered to San Diego, she was decommissioned on 14 December 1944, struck from the Navy list a month later, and sunk as a target by aerial bombing on 20 February 1945, her last full measure.
In all, S-38 earned three battle stars during the war.
Following the conflict, the tale of her harrowed Christmastime raid in the Lingayen Gulf during the darkest days of the war was retold in the first season of The Silent Service in 1957. A guest on the show was Moon Chapple, who at the time was a double Navy Cross recipient and a full Captain. After he left S-38 in 1942 he would go on to bag another half-dozen Marus and heavily damage two Japanese cruisers before going on to skipper the reactivated heavy cruiser USS Pittsburgh (CA-72) in the Korean War
When asked if anything else could have happened to one submarine on one patrol, Moon answered, “I don’t see how. By the time you’ve been through depth charge attacks, groundings, broken instruments, mechanical damage and a battery explosion you sorta run out of ideas of how to get into trouble.”
As for S-38’s sisters, though obsolete, several S-boats remained on the Navy List and served the Navy well in both the Atlantic and Pacific (including several lost to accidents) during WWII. A half-dozen were even transferred to the Royal Navy as Lend-Lease including class leader and the former submersible aircraft carrier, USS S-1.
None of these hardy, if somewhat unlucky, craft endure though Pigboats.com keeps their memory alive.
Specs:
Displacement: 854 tons surfaced; 1,062 tons submerged
Length: 219 feet 3 inches
Beam: 20 feet 9 inches
Draft: 16 feet
Propulsion: 2 × New London Ship and Engine Company (NELSECO) diesels, 600 hp each;
2 × General Electric electric motors, 560 kW each; 120 cell Exide battery; two shafts.
Speed: 14.5 knots surfaced; 11 knots submerged
Range: 5,000 miles at 10 knots surfaced on 168 tons (41,192 gals) oil fuel
Test depth: 200 ft
Crew: 4 Officers, 34 Enlisted as designed. Up to 42 during WWII.
Armament (as built):
4 × 21-inch (533 mm) torpedo tubes (bow, 12 torpedoes first Mk 10 then later Mk 14)
1 × 4-inch (102 mm)/50 cal Mark 9 “wet mount” deck gun
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