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Duikers werk aan boog van USS Pittsburg (CA-72), Junie 1945

Duikers werk aan boog van USS Pittsburg (CA-72), Junie 1945


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Duikers werk aan boog van USS Pittsburg (CA-72), Junie 1945

Hier sien ons duikers wat aan die boog werk van die swaarkruiser USS van die Baltimore -klas Pittsburg (CA-72) in Guam in Junie 1945, nadat die oorspronklike boog tydens 'n storm van die skip afgetrek is!


Douglas Duane Dietrich ontbloot

Opsomming vir Douglas Dietrich: 'Points on the Curve' Onderhoud

Douglas Duane Dietrich is bekend vir sy geskiedenis van die maak van verregaande bewerings wat ongegrond is en maklik bewys kan word dat dit onwaar is. Dietrich is nie 'n geloofwaardige historikus nie, hy is 'n revisionis met 'n heeltemal valse persona.

Dietrich beskryf homself as 'n 'openbare informant', 'Renegade Military Historian', 'DoD Research Librarian', 'US Marine', 'Mercenary', 'SF Police Officer' en 'Biologiese Seun van Adolf Hitler'.

Dietrich is 'n patologiese leuenaar, miskien tweepolêr en heel moontlik 'n skisofreen. Dietrich is 'n talentvolle spreker, maar hy is ook die gemeenste, gemeenste persoon wat ek ooit ondersoek het. Hy manipuleer sy naaste volgelinge en eis hul absolute gehoorsaamheid en lojaliteit.

Hy sal laster en laster op die siekste, mees wrede manier gebruik as hy iemand aanval wat hom blootstel of sy revisionistiese geskiedenisverhaal uitdaag. Almal wat 'n negatiewe opmerking oor 'n YouTube-video lewer, word beskou as 'n 'bende-stalker' en verbonde aan 'n Sataniese groep mense wat deur wyle Michael Aquino beheer word.

Die waarheid is dat Dietrich se hele "personae" 'n uitgebreide fiksie is wat hy jare lank aan die skepping en instandhouding bestee het. Dit is een van die mees uitgebreide misleidings wat ek nog ooit teëgekom het.

Nadat ek sy valse bewerings oor militêre diens in 2016 blootgelê het, is ek deur Dietrich en sy 'kultus' voortdurend aangeval met laster en laster, en op 'n stadium so ver gegaan as om 'n VA -werknemer in die geheim te kry om my persoonlike inligting te bekom en stel dit herhaaldelik in die openbaar bekend met sy internetradio en YouTube -platforms as weerwraak.

Met die uitsondering van die navorser Steven Outtrim, is ek die enigste persoon wat sy bewerings ondersoek/ondersoek en die resultate publiseer.

Dietrich is grotendeels deur die Ufology/Conspiracy and Exopolitics-gemeenskap verwerp vanweë sy gebrek aan geloofwaardigheid en anti-Amerikaanse, antiveterane standpunte.

Elke openbare verskyning en aanbieding deur Douglas Dietrich sedert 2008 was 'n swak poging om sy gehoor te oortuig dat die Geallieerdes die Tweede Wêreldoorlog verloor het en die as gewen het. Sy minagting en minagting vir sy gehore en kwaai manier van aflewering is duidelik in elke aanbieding.

Skyfie aan die einde van Dietrich se aanbiedings

"Die einde"
"Omhels nederlaag en gaan in vrede"

Tydlyn: die oorsprong van Douglas Dietrich en die waarheid oor die diens van sy vader.

1. George Joesph Dietrich: 23 Oktober 1919 - 26 Maart 2007

George J. Dietrich het van Junie 1941 tot Augustus 1965 eervol gedien en met pensioen gegaan in die rang van onderoffisier 1ste klas (E-6)

Ek het in 2017 versoekbare inligting uit sy vader se rekords onder die FOIA aangevra en ontvang. Met behulp van hierdie inligting kon ek sy WW2 -diensgeskiedenis saamstel. Ek het hierdie bevindings geplaas, sowel as 'n vergelyking met Dietrichs se bewerings op my blog, waar ek spesifiek opgemerk het dat hy die Asiatic Pacific Campaign Medal - WWII Ribbon (2 Stars) ontvang het. https://rkcolejr.blogspot.com/2019/01/george-dietrich-ribbons.html

Die toekenning van die Asiatic Pacific Campaign Medal - WWII Ribbon (2 Stars) dui aan dat hy in die Pacific Theatre of Operations was tydens ten minste twee verbintenisse of operasies waarby sy eenheid (vaartuig) betrokke was.


1946–1948 Redigeer

Sigeuner voltooi haar opleiding op 20 Maart 1946 en vaar 10 dae later van Norfolk, VA, na San Pedro, CA, waar sy op 26 Mei aankom. Die skip vertrek daarna op 14 Junie om deel te neem aan die naderende "Operation Crossroads", 'n historiese reeks atoomtoetse. By die atol aangekom op 10 Julie 1946, Sigeuner was getuie van die "Baker" -toets op 25 Julie en het gehelp met die herstel van gestrand en beskadigde vaartuie en onderwaterwerk op toetsskepe, aangesien die Amerikaanse vloot 'n groot hoeveelheid waardevolle wetenskaplike inligting ontwikkel het oor die uitwerking van die atoombom op skepe en hoe om dit te verminder hulle.

Vertrek op 16 September 1946, Sigeuner gewerk aan die verhoging van SS Brittanje se oorwinning in Honolulu, HI tot 8 November. Sy kom op 10 Desember 1946 by San Pedro aan vir uitgebreide herstelwerk tot Junie 1947, en doen dan beperkte bergingswerk voordat sy na Guam gaan, en arriveer op 18 Augustus 1947. Daar Sigeuner gered en na die voormalige boog van die kruiser na Guam gesleep Pittsburgh (CA-72), verlore in die groot tifoon van Junie 1945. Sy het op 17 Januarie 1948 na San Diego teruggekeer, op 21 Januarie buite werking gestel en by Pacific Reserve Fleet, San Diego Group aangesluit.

1951–1955 Redigeer

Sigeuner is op 8 Augustus 1951 weer in gebruik geneem, en na skud en herstelwerk het Pearl Harbor op 19 Oktober 1951 aangekom. Vir die volgende sewe maande werk die skip in Apra Harbour, Guam, met die aanleg van boeie en aan die golfbreker. By Pearl Harbor aangekom op 31 Mei 1952, Sigeuner nuwe bergingstoerusting en elektroniese toerusting laat installeer en vaar op 15 September na Subic Bay. Op 9 Oktober het sy 'n gesinkte Japannese hulk begin verwyder. Sy vaar op 9 Januarie 1953 na Inchon, Suid -Korea, waar een van die deurslaggewende amfibiese operasies in die geskiedenis plaasgevind het. Daar Sigeuner 'n gesinkte skip uit die hawe verwyder. Later het sy by Pohang gewerk en gehelp om plofstof uit die hawe van Ulsan te verwyder. Koreaanse kuswerk is op 6 Mei 1953 voltooi, en die skip vaar na Pearl Harbor, via Yokosuka en Midway Island, en arriveer op 5 Junie. Na operasies daar, Sigeuner het na Eniwetok geseil en met haar aankoms op 18 September begin met die vernuwing en posisionering van vlootmeerplekke vir die komende atoombomtoetse, "Operation Castle". Sy het op 7 Februarie 1954 by die Bikini -atol aangekom en was getuie van die eerste toetsskoot, die tweede termonukleêre ontploffing in die geskiedenis, op 1 Maart 1954. Sy het gehelp om toetsapparatuur te herstel, is op 26 Maart 1954 losgemaak, het op 18 April na Pearl Harbor teruggekeer. Na die operasie daar, vaar sy na Long Beach, CA, en arriveer op 4 Mei 1955 vir deaktivering. Sigeuner op 23 Desember 1955 in Astoria, OR, uit diens geneem en in reserwe geplaas.

In 1967 word sy weer verplaas na die Pacific Reserve Fleet, San Diego Group. Sigeuner is op 1 Junie 1973 uit die Naval Vessel Register geskrap en op 1 Januarie 1974 deur die Defense Reutilization and Marketing Service (DRMS) verkoop om dit te skrap.


"1945 Michigan Train Crash Story" deur David Spell

My naam is David Spell en ek was een van 6 matrose wat in die treinwrak in Michigan, Noord -Dakota, was. Die verhaal begin gedurende Junie 1945, al 6 die matrose op die trein was van Noord -Carolina. Ek skryf u om die rede te verduidelik waarom ek saam met 5 ander matrose saam op die trein was toe die wrak op 9 Augustus 1945 gebeur het.

Die ses matrose was oorspronklik tydens die oorlog aan boord van 'n swaar cruiseskip, die USS Pittsburgh (CA 72) in die Noord -Chinese See. Op 4 Junie het ons in 'n erge storm beland ('n tifoon). Die water het op die boog van die skip begin loop en baie skade aangerig. Later die aand begin die wind meer as 148 km / h waai en die skepe buig begin uitmekaar breek en uiteindelik heeltemal afbreek. Toe die oggend begin, het die weer 'n bietjie opgegee en ons het uit die gevaar geraak en later die dag was die see weer rustig.

Destyds was ons ongeveer 200 kilometer van Guam -eilande af. Ons het na 'n droogdok naby die eilande gekom en herstelwerk aan die skip gedoen en ongeveer half Julie na die kus van die staat Washington begin. Ons het by die vlootwerf in Bremerton, Washington, aangekom. Tydens die kruising het die kaptein gereël dat vyf van die bemanning 25 dae verlof by die huis het.

Nadat ons verlof verby was (ongeveer 1 Augustus), het die bemanning na hul skip teruggekeer. Ses matrose, waaronder ek, het in Chicago, Illinois, aan die Great Northern, op treine geklim. 'N Groot groep militêre mense was op trein nommer 1 in Chicago. Trein #2 het 20 minute later uit Chicago vertrek. Ons ses matrose was op trein #1 en sit in 'n passasiersmotor wat ongeveer 5 motors van agter was. Ons trein (nommer 1 -trein) het in Michigan, Noord -Dakota, gestop weens 'n warm boks. Omstreeks 19:30 kom trein #2, wat 30 minute agter ons trein was, in Michigan, Noord -Dakota. Trein #2 tref die agterkant van ons trein en slaan ons teen 'n snelheid van ongeveer 57 km / h. Ek en die vyf ander matrose het in die vyfde motor van agter in die middel van die trein gesit. Sommige van die matrose het gestaan ​​en gesels, sommige het nie skoene gedra nie, maar ons het almal ontspan terwyl trein #2 ons van agter tref. Mense is om die motor geslinger, sommige het ligte beserings opgedoen, waaronder snye en kneusplekke. Daar is gesê dat een passasier, 'n man, in ons motor dood is as gevolg van 'n gebreekte nek.

'N Skeepswrak en 'n treinwrak is twee gebeurtenisse wat jy nie vergeet nie. Dit was 'n baie ernstige ongeluk met baie mense wat seergekry het. Dit is 'n ervaring wat nie vergeet word nie, selfs na 67 jaar. Die meeste mense op die trein was militêre personeel wat na hul basisse teruggekeer het. Na 'n paar maande het die meeste personeel begin ontslaan en huis toe vertrek.

Dit is 'n klein deel van die verhaal oor die wrak, maar ek is seker mense wat dit lees, sal verstaan ​​hoe erg dit was.


Adm. Horacio Rivero Jr.: Surface Warrior, Latynse leier wat nie gesing is nie

Twee maande nadat die "Miracle at Midway" die Japannese opmars in die Stille Oseaan gestop het, het die Amerikaanse vloot begin met die geveg wat uiteindelik na Tokio sou lei, 'n pad wat begin het in die Suid -Stille Oseaan se Salomonseilande, wat mariniers en soldate op die Japannese aangehou het. eiland Guadalcanal.

Dit was Augustus 1942 en luitenant -kmdt. Horacio Rivero Jr.

Nadat hy die skip slegs vyf maande tevore in gebruik geneem het, het Rivero sy span opgelei wat die skip van die begin af beman het. Dit was nou hul tyd om te skyn. Rivero was geen vreemdeling vir seevaart nie, nadat hy die meerderheid van sy 11 jaar aktiewe diens op oppervlakteskepe deurgebring het.

"Gedurende hierdie tydperk het kaptein (destyds luitenant -bevelvoerder) Rivero die na -batterye van die USS San Juan behoorlik beheer tydens die effektiewe ondersteunende vuur tydens die landing van ons mariniers op Guadalcanal op 7 Augustus 1942," lui sy bronsstermedalje met Combat "V "Aanhaling van toestelle.

"Die volgende dag, toe hulle aangeval word deur 'n groot aantal vyandelike torpedovliegtuie, het die batterye onder sy beheer verskeie van die aanvallende vliegtuie neergeskiet en baie ander treffers toegedien, wat daartoe bygedra het dat hulle later verloor het."

'Terwyl hy in Oktober 1942 'n eensame aanval op die Gilbert -eilande uitgevoer het, het sy batterye effektief bygedra tot die sink van twee Japannese patrollievaartuie en die vang van sestien gevangenes,' lui die beskrywing.

"Op 26 Oktober 1942, in die Slag van Santa Cruz, het hy die na-batterye uitstekend beheer met 'n verwoestende effek wat baie vliegtuie op vyandelike vragmotors laat val."

As u dit beter verstaan, moet opgemerk word dat die medalje nie toegeken is vir 'n enkele heldedaad nie, maar eerder vir die konsekwentheid, betroubaarheid en voortreflike prestasie in die geveg wat Rivero van 7 Augustus 1942 tot 24 April 1943 getoon het. Hy was werklik 'n oorlogsvegter.

Sy diens op die kruiser San Juan het tot laat in 1944 oorgeneem en was aan boord van die skip deur die meeste veldtogte in die Suid- en Sentraal -Stille Oseaan, waar die skip deel was van 'n bedekkingsmag onder bevel van admiraal William F. Halsey .

Die San Juan het in Bougainville in die Solomons die verowering van die Gilbert -eilande in November 1943 onderneem tydens die reeks vervoeraanvalle op Rabaul laat daardie jaar en die aanvalle op Kwajalein in die Marshalls in Februarie 1944.

Aan die einde van 1944 keer hy kortliks terug na die Verenigde State om die kruiser USS Pittsburgh (CA-72) in diens te neem, eers as die skutoffisier en later as uitvoerende beampte.

Op 5 Junie 1945 tref 'n tifoon die skepe van die Derde Vloot met 33 skade, maar Pittsburg is die swaarste getref. Rivero, nou die uitvoerende beampte van die skip, word toegeskryf aan die voortbestaan ​​van die skip en die bemanning.

Tydens die woedende storm is die boog van die skip deur die wind en swaar seë afgesny "soos die kop van 'n vuurhoutjie". Stel jou voor 'n skip wat sonder 'n boog terugval na die hawe om die seegolwe te breek.

Rivero word aangekondig vir die oorlewing van die skip en die rigting wat hy gegee het vir die voorbereiding van die skip tydens die storm, sowel as die hantering van skadebeheerpogings sodra die boog verloor is. Vir sy vinnige en vooruitskouende denke is hy bekroon met die Legion of Merit Medal.

". Hy was veral uitstekend in sy intelligente en tydige leiding van die departementshoofde van die skip, en sy onmiddellike inspeksies van beskadigde en oorstroomde gedeeltes van die skip onder uiters gevaarlike toestande en in gevaar van sy eie lewe," lui die aanhaling. .

Sy optrede "het daartoe gelei dat korrekte besluite geneem is, dat grensgrense korrek vasgestel is en dat die hele skip se personeel korrek tot die einde toe gelei het dat geen lewens verlore gegaan het nie en dat dit moontlik was om die skip veilig na die hawe te bring."

Die skip sou later aksie ondergaan tydens die Iwo Jima- en Okinawa -veldtogte en die eerste vervoeropsies op Tokio.

Hierdie eerste twee dekades van sy loopbaan was vol konflik, waartydens hy taaiheid en veerkragtigheid kon toon, ondanks die uitdagings. Dit was 'n roetinescenario vir hom om struikelblokke in die gesig te staar en dit te oorkom.

'N Boorling van Ponce, Puerto Rico, maar grootgemaak in Manatí, Horacio Rivero, Jr., is op 16 Mei 1910 gebore uit Margarita De Lucca Vda De Rivero en Horacio Rivero.

Nadat hy klaar was met die Central High School in San Juan (nou Santurce), Puerto Rico, het hy 'n afspraak by die U.S. Naval Academy in Annapolis gekry. Sy eerste keer op 'n skip, en die Verenigde State binnekom, was op die reis na Baltimore wat hom by die Severn by die skool afgelewer het.

Vier jaar later studeer hy met lof, derde onder die 441 gegradueerdes van die Akademieklas van 1931.

Die voorbeeld wat Rivero vir ons vloot bied, kan die beste saamgevat word as een van die underdog, al is dit 'n volgehoue ​​voorbeeld wat ongeëwenaarde leierskap toon met 'n kans om te wen.

Na die oorlog ontvang Rivero in 1948 bevel oor die vernietiger USS William C. Lawe (DD-763). Weer in 1951 bevel gegee, hierdie keer van die USS Noble-vervoer (APA-218), het hy sy skip gelei en die mariniers afgelewer by die amfibiese aanval van Inchon, Korea.

In vlagrangorde beveel hy Destroyer Flotilla ONE. Later is hy persoonlik deur president Kennedy gekies om die bevel te neem oor Amphibious Force, Atlantic Fleet tydens die Kubaanse missielkrisis, en daarna geprys vir die gereedheid van sy bevel tydens hierdie tydperk van nasionale krisis.

Hy is in Julie 1964 aangestel as die adjunkhoof van vlootbedrywighede, en het tot Februarie 1968 as die admiraal van die vloot se nommer twee gedien.

Toe hy aan die stuur van die geallieerde magte van die Noord -Atlantiese Verdragsorganisasie, Suid -Europa op die hoogtepunt van die Koue Oorlog, kon hy militêre mag saamvoeg met ons beginsels vir afskrikking en betrokkenheid by ons bondgenote.

"In die lig van beperkte materiële hulpbronne, plaaslike politieke omwentelinge en die dramaties verhoogde Sowjet -indringing van die Middellandse See, het hy oortuigend die algemene vasbeslotenheid van die nasies in die Suidelike Streek saamgestel en planne ontwikkel om die Sowjet -bedreiging teen te werk, geïmplementeer deur die 'Flexible Response' strategie van die Die Noord -Atlantiese Verdragsorganisasie (NAVO) en het die geallieerde leërs, vloote en lugmagte intensief geoefen in 'n verskeidenheid ingewikkelde nasionale en multinasionale maneuvers en oefeninge. "Volgens sy Distinguished Service Medal Citation, wat hy gegee het by sy uittrede in Junie 1972.

Dit was dan geen wonder waarom hy nie sou voortgaan om die land te dien nie, selfs nadat hy in 1971 by die vloot uittree. Hy is aangestel deur president Nixon en was die Amerikaanse ambassadeur in Spanje van 1972 tot 1974.

Hy toon die trots wat hy vir sy eiland behou het, en word die erevoorsitter van die American Veterans 'Committee for Puerto Rico Self-Determination.

Saam met sy versierings uit die Verenigde State was hy ontvanger van die Orde van Abdon Calderon uit die Republiek van Ecuador en die Orde van Merito Naval van die Republiek van Brasilië.

Rivero is op 24 September 2000 oorlede en word begrawe in Ft. Rosecrans National Cemetery op Point Loma in San Diego.

Selfs die woord legendaries val kort in die voorbeeldige wyse waarop Rivero se diens onthou word. Byna 40 jaar in uniform en tot vier sterre, dien Rivero as voorbeeld vir al ons loopbaan Surface Warriors, ongeag rang of agtergrond.

Sonder 'n skip om sy naam te dra, bly dit elkeen van ons om sy verhaal en voorbeeld te versterk vir die geslagte seevaarders wat veral die Latino -leiers in uniform volg.

Die volgende keer as u dit oorweeg om iemand of een van hul idees oor die hoof te sien as gevolg van 'n aksent, waargenome sosiale klas of hul junior rang, herinner u uself aan Rivero - selfs die minste verwag, van die nederigste begin, met volharding, integriteit, intellek en moed , kan die top van leierskap binne ons organisasie bereik.

Rivero is miskien 'n onbesonge held, maar sy loopbaan het bewys dat hy allesbehalwe moet wees.


CPO's by die werk

Slag van Manilabaai, 1 Mei 1898. Commodore George Dewey (tweede van regs) op die brug van USS Olympia tydens die geveg. Ander wat teenwoordig is, is (links na regs): Samuel Ferguson (seuntjie se leerling), John A. McDougall (ordelik in die marine) en Merrick W. Creagh (Chief Yeoman).

(U.S. Naval Historical Center-foto # 19-N-14187.)

USS Hist (1898-1911) Hoof-onderoffisier demonstreer die werking van 'n Maxim 1-ponder masjiengeweer, ongeveer Mei 1898. USS Topeka pas op die agtergrond.

(U.S. Naval Historical Center -foto # NH 03049.)

USS Prometheus (AR-3) Yeomen aan die werk in die skeepsherstelkantoor, ongeveer 1919-20.

Let op die uniform van Chief Yeoman, telefoon op skottel, tikmasjiene en & quotbentwood & quot draaistoele.

(U.S. Naval Historical Center -foto # NH 03056.)

USS Prometheus (AR-3) Toneel in 'n timmerwinkel, omstreeks 1919-20, met twee onderoffisiere en nog 'n matroos aan die werk.

(Foto in die Library of Congress, DN-0070208, Chicago Daily News negatiewe versameling, Chicago Historical Society.)

LT John Phillip Sousa, orkesmeester by die Great Lakes Naval Training Station in Noord -Chicago, Illinois, geflankeer deur Chief Petty Officers (Bandmasters), aan die hoof van die Navy band in South Michigan Avenue in die Loop -gemeenskap, is van Chicago, Illinois, 1918.

(Foto in die Library of Congress, oproepnommer: LC-USE6- D-004247.)

Produksie. Diesel enjins. 'N Dieselenjin wat vir die vloot in 'n vervaardigingsaanleg in die Midde -Weste vervaardig word, word ondersoek deur 'n vyfde strook en onderoffisier

(U.S. Naval Historical Center-foto # 80-G-312021.)

Slag van Midway, Junie 1942. Korpsmanne wat ongevalle aan boord behandel het USS Yorktown (CV-5), kort nadat die draer op 4 Junie 1942 deur die Japannese bomme getref is. Die dooies en gewondes was lede van die bemanning van die 1.1 & quot-masjiengeweer. # 4, in die middelagtergrond. Hulle is getref deur fragmente van 'n bom wat op die vliegdek net agter die middelskepse hysbak ontplof het. Hierdie uitsig kyk direk na stuurboord vanaf die voorkant van die midships -hysbak. Die vliegtuigkraan is links, met 'n geweerhouer van 1.1 & quot, sigbaar in die linker boonste hoek. Let op die bebaarde hoof -onderoffisier wat verbyloop, vliegdeksklere wat deur sommige van die teenwoordiges gedra is, en 'n brandblusser links onder.

(U.S. Naval Historical Center -foto # NH 97142.)

U.S. Marine Aid Station 'n Slagoffer ontvang plasma van 'n Corpsman van 'n US Navy Hospitaal by 'n mediese fonds iewers naby die Naktongrivierfront, tydens die verdediging van die Pusan ​​-omtrek, 17 Augustus 1950. Let op Eerste klas graderingskenteken op die Corpsman se baadjie. [Nota: 'n Gestempelde kenteken is eintlik 'n CPO. --- Vic]

(Foto deur: SSgt. Robert Knoll. FotoID: 20034283013 Ingesit deur: 15e MEU.)

'N NASIRIYAH, Irak [2 April 2003] - Hoof [HMC] David Jones van die 15de Marine Expeditionary Unit (Special Operations Capable) hou die twee uur oue pasgebore Rogenia Katham, dogter van Jamila Katham, in. Sy is gebore in die Bataljon Landingspan 2/1 se Bataljon Hulpstasie nadat sy op die 15de MEU se posisie hier aangekom het.

(U.S. Naval Historical Center -foto # NH 92530.)

& quotDuiker is geskik op die skeepsdek, ter voorbereiding van 'n onderwaterherstelwerk, omstreeks Maart 1914. Let op die duiker se telefoonkop. & quot

(U.S. Naval Historical Center -foto # NH 99834.)

& quot Gedeeltelik geskikte duiker (blykbaar 'n hoof -onderoffisier, te oordeel na die hoed wat hy vashou) aan boord van die skip, omstreeks Maart 1914. & quot

(U.S. Naval Historical Center-foto # 80-GK-14209)

Onderskrif: & quotOperation & quotFishnet & quot, Korea, 1952. Noord -Koreaanse vlugtelinge aan boord van 'n Amerikaanse vloot se vinnige vervoer (APD) nadat hulle deur lede van die onderwater -slopingspan gered is, tydens operasies wat bedoel was om die voedselvoorraad van die kommunistiese magte te verminder deur Noord -Koreaanse visnette te vernietig. Die baadjie van die onderoffisier (regs) dui aan dat die skip USS Weiss is (APD-135). Foto is gedateer 16 September 1952. Let op UDT rubberbote in die linker agtergrond. & Quot

(U.S. Naval Historical Center -foto # USN 1037076.)

USS Nautilus (SSN-571) Beoordelaars van die duikboot se bemanning vergader in die saal om die weninskrywing in die Noordpool-vlagwedstryd te kies tydens haar Noordpool-vaart, 12 Augustus 1958. Die aanwesiges is (van links na regs): luitenant John W. Harvey, USN -hoofingenieur Hercules H. Nicholas, USN -bevelvoerder RF Dobbins, Mediese Korps, USN en hoofhospitaalman John A. Aberle, USN.

(U.S. Naval Historical Center -foto # USN 1143149.)

USS Taussig (DD-746) Seeman L.J. Kusak en Senior Chief Gunner's Mate A.A. Epperson, albei van USS Dixie (AD-14), installeer 'n nuwe 5 & quot/38 geweer in een van Taussig se geweerhouers, in Subic Bay, Filippyne, 1969.

(U.S. Naval Historical Center -foto # USN 1172267.)

USS William V. Pratt (DDG-44) Hoofpersoneel Julius B. Simmons teken verslae van gesimuleerde skade op 'n skadebeheerplan van die skip aan, tydens 'n General Quarters-oefening, 13-26 Mei 1978. Die skip neem toe aan Operasie deel "Solid Shield 1978"

(U.S. Naval Historical Center -foto # NH 50969.)

USS Oklahoma (BB-37) Bemanningslede wat kinders ontruim, terwyl vlugtelinge tydens die Spaanse Burgeroorlog, Augustus 1936, in Bilboa, Spanje, begin. Hierdie mans is geïdentifiseer as (van links na regs): Lloyd A. Payne (moontlik) , Hoof -onderoffisier Fuchs en Slajus. Let op hond.

(U.S. Naval Historical Center -foto # NH 63286.)

USS Florida (BB-30) Seine van die skip se Landing Force, voordat hulle in April 1914 aan wal gaan by Vera Cruz, Mexiko. Let op hul militêre pistoolgordels met hangers, kantines en ander veldtoerusting. Verskeie mans dra hul & quotflat-hoede & baret-styl, sonder grommets.

(U.S. Naval Historical Center-foto # 80-G-19974.)

Slag van Midway, Junie 1942. Bemanning van die Patrol Squadron 23 (VP-23) PBY-5A & quotCatalina & "patrolliebomwerper wat die Japanse vloot se Midway Occupation Force op die oggend van 3 Junie 1942 gevind het.

Die aanwesiges is (staande, links na regs): Aviation Machinist's Mate 2nd Class R.J. Derouin Hooflugvaart Radioman Francis Musser Vaandel Hardeman (Copilot) Vaandel J. H. Reid (Pilot)-op wiel-en Vaandel R.A. Swaan (navigator). Knielend is (van links na regs): Lugvaartmasjienismaat 1ste klas J.F. Gammell (Naval Aviation Pilot) Lugvaartmasjienismaat 3de klas J. Goovers en lugvaartmasjinismaat 3de klas P.A. Fitzpatrick. Die name word op die oorspronklike fotografiese bergkaart gegee, in die bewaring van die Nasionale Argief.

(U.S. Naval Historical Center-foto # 80-G-233267.)

Steward's Mates School, Naval Air Station, Seattle, Washington. Groep leerlinge, onder hoofbestuurder Robert Nargrove, 26 April 1944. Hulle gewere is van M1903 -tipes. Let op die vlag van die Steward's Mates School.

(U.S. Naval Historical Center-foto # 80-G-294865.)

Camp Robert Smalls, Naval Training Station, Great Lakes, Illinois. 'N Onderoffisier beveel lede van die eerste klas om die Negro Service School for Machinist's Mates op 30 Julie 1943 by te woon.

(U.S. Naval Historical Center-foto # 80-G-339804.)

Oorgawe van Japan, 1945. Japannese offisiere se aktetas word gesoek na moontlike wapens, in die saal van USS Nicholas (DD-449), terwyl die vernietiger dit gedra het om met die geallieerde verteenwoordigers te vergader oor die toetrede van Amerikaanse en Britse oorlogskepe tot Sagami Wan en Tokiobaai, 27 Augustus 1945.

(Let wel: Hoof -onderoffisier in die middel.)

(U.S. Naval Historical Center-foto # 80-G-421187.)

USS Missouri (BB-63). Chief Gunner's Mate W.L. Stull (links) en Ensign R.H. Sprince gee 'n bevel oor om alle vuurwapens met rewolwer te laai tydens bombardementoperasies buite Korea, Oktober 1950.

(U.S. Naval Historical Center -foto # NH 69785.)

USS Kearsarge (CVS-33). SDCS James R. Dawson oorhandig die opdragwimpel aan haar laaste bevelvoerder, kaptein Leonard M. Nearman, nadat sy die kleure van die skip afgehaal het tydens haar ontmantelingseremonies op Long Beach, Kalifornië, 13 Februarie 1970.

(U.S. Naval Historical Center -foto # NH 97073.)

USS Pittsburgh (CA-72). Bemanning gly ankerstoppe ter voorbereiding op verankering. By die bestelling & quotlet go & quot, sal die ankerdetail die enkele oorblywende stop met 'n slee -hamer uitslaan en die anker begin. Pittsburgh is by die Puget Sound Navy Yard, Bremerton, Washington, tydens haar aanvanklike na-heraktiveringsproewe, omstreeks September 1951. Sy is op 25 September weer in gebruik geneem. (Let op Hoof -onderoffisier aan die linkerkant.)

(U.S. Naval Historical Center -foto # NH 97088.)

Vlootpersoneel sluit agt maande af by UNC Advance Camp. John J. Lukasik, hoofjoeoman, USN, kruis 10 Maart 1952 af op 'n kalender in die Navy Administration Tent in die Basiskamp. Hierdie datum is die einde van die agtste maand sedert die militêre wapenstilstandskonferensies die eerste keer begin het. Langs die kalender is dopgehou met 'n volledige verslag van die konferensies sedert hul begin op 10 Julie 1951. Hoof Lukasik is sedert die begin van die konferensies verbonde aan die vlootkontingent by die UNC Advance Camp. Hy is die onderoffisier wat verantwoordelik is vir die reproduksie en verspreiding van afskrifte van die verslag van die verrigtinge.

(U.S. Naval Historical Center -foto # NH 97164.)

Stranding of Thai Frigate Prasae, January 1951. & quotThorin, D.W., APC, berei hom voor om in sy helikopter op te styg met nog 'n vrag oorlewendes van die Thailand -korvette, die HMTS Prasae, wat gestrand het tydens 'n verblindende sneeustorm aan die kus van Korea. Ander lede van die helikopters staan ​​wag omdat die redding agter vyandelike lyne geraak is. & Quot (Uit oorspronklike onderskrif aangehaal) Prasae het op 7 Januarie 1951 aan die Noord -Koreaanse kus gestrand en is vernietig nadat pogings om haar af te haal nie geslaag het nie. Helikopter is 'n Sikorski HO3S-1 van eskader HU-1. Mans wat die reddingsoperasie bewaak, is gewapen met M-3-masjiengewere.

(U.S. Naval Historical Center -foto # NH 73293.)

Navy Recruiting Office, omstreeks 1914. Twee hoof -klein -offisiere en nog 'n matroos in 'n werwingskantoor, waarskynlik in die omgewing van New York, ongeveer 1914. Kalenders teen die muur is vir Februarie en April 1914.

(U.S. Naval Historical Center -foto # NH 97007.)

USS Princeton (CV-37). Gunner's Mate Tweede klas W.F. Patton gee die & quotOK & quot -sein na die inspeksie van een van die skip se 5 & quot/38 tweelinggeweerhouers, terwyl sy voorbereid is op diens van die Pacific Reserve Fleet. Op die dek in die omgewing staan ​​bevelvoerder CS Judson, jr., (Links) en die hoofskutter se maat L.W. Brugler. Al drie die manne het in Princeton's Gunnery Department gedien voor haar inbedryfstelling in 1949. Foto is op 1 Augustus 1950 deur die 13de Naval District Headquarters, Seattle, Washington, vrygestel.

(U.S. Naval Historical Center -foto # NH 53182.)

Navy Department, Washington, DC Navy en burgerlike personeel in 'n kantoor in die Main Navy of Munitions Buildings, 1918. Let op verskeie Yeoman (F) onder die teenwoordige vroue en (manlike) Chief Yeoman links onder.

(U.S. Naval Historical Center -foto # NH 95082.)

Yeomen (V), Amerikaanse vlootreservaat. Nuwe inskrywings ontvang opleiding in telegrafie van 'n Chief Petty Officer, by die Naval Training Center, Great Lakes, Illinois, in 1917. Sommige van hierdie vroue is in uniform terwyl ander nog burgerlike klere dra.

(U.S. Naval Historical Center -foto # NH 52950.)

Chief Yeoman (F) McBride. Waarskynlik geneem tydens die Victory Liberty Loan -parade in New York, Mei 1919.

(U.S. Naval Historical Center-foto # 80-G-17426.)

Grumman F4F-3-vegvliegtuig ondergaan onderhoud op die hangar deck van USS Enterprise (CV-6), 28 Oktober 1941. Die vliegtuig dra die merke van Fighting Squadron Three (VF-3), insluitend 'n & quotFelix the Cat & quot-kentekens onder die kajuitvoorruit. Die deel wat die hoof-onderoffisier op die voorgrond besit, dra die nommer 3973 en is moontlik die buro# van hierdie vliegtuig (# 3973 was die Bu# van 'n F4F-3).

Let op vliegtuigskroewe wat bo -oor die hangar gebêre is.

(U.S. Naval Historical Center -foto # NH 82712.)

USS Macon (ZRS-5). Uitsig in die hulpbeheerstasie van die lugskip, geleë in die onderste vertikale vin, ongeveer 1933-1935. [Let op die onderoffisier aan die linkerkant.]

(Amerikaanse Naval Historical Center -foto # NH 90493.)

USS Colorado (BB-45). Hoof-onderoffisiere bestudeer boeke oor & quot; Personeelbestuur & quot; in die slagskip se & quotChief's Quarters & quot, omstreeks 1923-25.

(U.S. Naval Historical Center -foto # NH 102847.)

Hoofspesialis Robert William (& quotBob & quot) Feller. Teen 'n 40 mm-viervoudige lugafweer, waarskynlik aan boord van USS Alabama (BB-60) aan die einde van 1942 of vroeg in 1943. Die oorspronklike onderskrif (vrygestel op 5 Maart 1943) lui: & quotGUN CAPTAIN FELLER-Bob Feller, een van die beste baseball pitchers van die era, is deesdae gereed om 'n ander soort pitching te doen. As hoofspesialis is hy die kaptein van 'n 40 mm -wapenpersoneel aan boord van een van oom Sam se nuwe slagskepe. Die voormalige Amerikaanse Leaguer het by die Amerikaanse vloot aangesluit as instrukteur vir liggaamlike opvoeding en het later aansoek gedoen vir Gunnery School. Daarna is hy aangestel vir seevaart en hier is hy - grynslag en al - langs sy gewere op 'n koue wintersdag. & Quot

(U.S. Naval Historical Center -foto # NH 99450.)

USS Penguin (Minesweeper # 33) close astern of USS Scranton (ID # 3511), as a Chief Petty Officer is "putting the heaving line 60 ft." between the two ships, circa 28 March 1919. Note the line's weight in the air above Penguin's bow.

(U. S. Naval Historical Center Photograph # 80-G-652604.)

Navy and Marine Corps Reserve Training Center, Trenton, New Jersey Dedication of the bell from USS Lawrence (DD-250) at the Reserve Training Center, 2 October 1954. Those present in the photograph include (from left to right): Electronics Technician 3rd Class R.F. Gilton , USNR Dr. H.H. Bisbee, of Burlington, N.J. Mr. Anthony Greski , Mayor of Burlington, N.J. Lieutenant Commander C.W. Summers, USN, Commanding Officer of the Reserve Training Center Chief Yeoman C.W. Green, USNR, Senior Stationkeeper and Sergeant H.L. Pancost , USMCR.

(U. S. Naval Historical Center Photograph # 80-GK-11913)

The Sixth Fleet Band, led by Chief Musician Eugene H. Albert, USN Performs on the quarterdeck of USS Salem (CA-139), as the Sixth Fleet's flagship was visiting Toulon, France, early in her 1951 Mediterranean deployment. The photograph was received by the Naval Photographic Center on 18 June 1951.

(U. S. Naval Historical Center Photograph # 80-GK-3736)

USS Alaska (CB-1). Chief Quartermaster John P. Overholt taking a sun sighting with a sextant from the ship's navigating bridge. Taken circa 6 March 1945, during the Iwo Jima operation. Taking notes on the observations is Quartermaster Third Class Clark R. Bartholomew.

(U. S. Naval Historical Center Photograph # NH 50183.)

USS Maine (1895-1898). "Gunner's Gang", photographed in one of the ship's torpedo rooms.

Halftoned photograph, published in Uncle Sam's Navy, 1898. (Note Chief Petty Officer with gold lace chevrons and individual at far left who is likely then Mess Attendant and later Chief Gunner's Mate John Henry "Dick"Turpin .)

(Photograph in Library of Congress. Call Number: LC-D4-20534.)

One of the most important of the CPO photographs is this one of the Chief Quarters on the USS Maine taken by Edward H. Hart circa 1896. Aside from the historical importance of the Maine and the fact that some or all of those pictured likely lost their lives when the Maine was blown up in Havana, they have to be among the first Chief Petty Officers of the U. S. Navy and in photographs of that period one of only two I have seen where gold lace chevrons are being worn --- in this one by the Chief Gunner's Mate at lower right. For the other photo, see No. 42, that includes who is likely the same CGM with his "gunner's gang".

Chief Petty Officers on the list of officers, sailors, and marines on board of USS Maine, who were killed or drowned when that vessel was wrecked in the harbor of Havana, February 15, 1898, or who subsequently died of their injuries. There were no Chief Petty Officers listed among the survivors.

Becker, Jakob , Chief Machinist Brofeldt , Arthur, Chief Gunner's Mate Faubel , George D., Chief Machinist Gardner, Thomas J., Chief, Yeoman Graham, James A., Chief Yeoman Hamilton, John, Chief Carpenter's Mate League, James M., Chief Yeoman Mero , Eldon H., Chief Machinist O'Conner, James, Chief Boatswain's Mate Rushworth , William, Chief Machinist Sellers, Walter S., Apothecary White, Charles O., Chief Master-at-Arms Wilson, Robert, Chief Quartermaster.

Identifiable ratings in the photo --- left to right, seated: Chief Machinist*, unknown, Chief Machinist*, Chief Gunner's Mate left to right, standing: Chief machinist*, unknown (maybe CY), unknown, Chief Carpenter's Mate. (*- mate would not be added to Chief Machinist until later.)


On June 20, 1927, he received an appointment from the Honorable Felix Cordova Davila, Puerto Rico's Resident Commissioner to attend the United States Naval Academy. His nickname "Rivets" came about in the academy as a result of an officer who had trouble reading Rivero's name on his uniform. ΐ] On June 4, 1931, he graduated third in a class of 441 from the U.S. Naval Academy in Annapolis, Maryland. Rivero's first assignment was aboard the USS Northampton (CA-26). From 1932 to 1936 he served aboard the following ships: USS Chicago (CA-29), USS New Mexico (BB-40), USS California (BB-44) and USS Pennsylvania (BB-38). He earned his Master's Degree in Electrical engineering from the Massachusetts Institute of Technology (MIT) in 1940 and in 1941 married Hazel Hooper. Α ]

Tweede Wêreldoorlog [wysig | wysig bron]

During World War II, he served aboard the USS San Juan (CL-54) as a gunnery officer and was involved in providing artillery cover for Marines landing on Guadalcanal, Marshall Islands, Iwo Jima, and Okinawa. For his service he was awarded the Bronze Star with Combat “V”. Rivero was reassigned to the USS Pittsburgh (CA-72). Die Pittsburgh’s bow had been torn off during a typhoon and Rivero’s strategies saved his ship without a single life lost. For his actions he was awarded the Legion of Merit. He also participated in the Battle of the Santa Cruz Islands, the attack on Bougainville in the Solomons, the capture of the Gilbert Islands and a series of carrier raids on Rabaul. On June 5, 1945, Rivero was present during the first carrier raids against Tokyo during operations in the vicinity of Nansei Shoto. Ώ ]

Rivero served as Assistant to the Assistant Chief of Naval Operations (Special Weapons) from August 1945 to February 1946. From February 1946 to June 1947 he served as a technical assistant on the Staff of Commander Joint Task Force One for Operation Crossroads, and was on the Staff of Commander, Joint Task Force Seven during the atomic weapons tests in Eniwetok in 1948. Β]

Korean War [ edit | wysig bron]

After the war, Rivero commanded the USS William C. Lawe (DD-763) and during the Korean War the USS Edel (APA-218). Under his command, the Edel steamed to Korea to participate in the September Inchon amphibious assault. Thereafter, the Edel assisted in the transport of U.S. and foreign troops and equipment to and from the Korean combat zone. In July 1953, the Edel participated in Operation Big Switch, moving Communist North Korean prisoners from Koje Do to Inchon pursuant to the armistice agreement. Γ ]

Rivero studied nuclear weaponry at the National War College and in 1954 he became Assistant Chief of Staff for Naval Operations. In 1955, he was promoted to the rank of Rear Admiral and was a member of the Staff of the Commander in Chief, Western Atlantic Area. Ώ ]

Cuban Missile Crisis [ edit | wysig bron]

The Cuban Missile Crisis was a tense confrontation between the Soviet Union and the United States over the Soviet deployment of nuclear missiles in Cuba. On October 22, 1962, Admiral Rivero, who served as Vice Chief of Naval Operations from 1961 to 1968, was the commander of the American fleet sent by President John F. Kennedy to set up a quarantine (blockade) of the Soviet ships in an effort to stop the Cold War from escalating into World War III. On October 28, Soviet Premier Nikita Khrushchev ordered the removal of the Soviet missiles in Cuba, and Kennedy ordered an end of the quarantine of Cuba on November 20, bringing an end to the crisis. Δ] Ε] On July 31, 1964, Rivero became the first Puerto Rican, and first Hispanic to become a four-star Admiral in the modern era US Navy.

Vietnam War [ edit | wysig bron]

During the Vietnam War, Rivero oversaw the day-to-day work of the Navy as the Vice Chief of Naval Operations. He was a stern supporter of a “brown-water navy,” or riverine force, on the rivers of South Vietnam. Ώ ]

NATO commander [ edit | wysig bron]

From 1968 until his retirement from the Navy in 1972, Admiral Rivero was the North Atlantic Treaty Organization's commander in chief of the Allied Forces in Southern Europe. He was responsible of the land, sea and air forces of five nations deployed in the Mediterranean area: Italy, Greece, Turkey, Britain and the United States. During his years as commander, there were some 215,000 of the 310,000 American troops in Europe stationed in West Germany. At the time, Rivero believed that any withdrawal of United States troops from West Germany might affect the strength of the United States Sixth Fleet in the Mediterranean. ΐ ]


Douglas Dietrich: "I was the first to expose the Bad SPN Codes" Lie

In a pathetic and disjointed response to my comments regarding his hatred of the US Military and veterans, in particular, Douglas Dietrich claims he "has done more for veterans than even Dannion Brinkley."

Dietrich cited his 2011 interview with John B Well on Coast To Coast AM https://www.youtube.com/watch?v=KbbEOj6z3Jg as his being the first person to expose the use of "Severance Codes" or "SPNs" as harmful to veterans from 1947 to 1973.

Douglas Dietrich had absolutely nothing to do with "exposing" this alleged scandal. The man who did, and was still involved in the issue was Edwin H. Crosby III.

Spin Codes - Legal Action
By: Edwin Crosby

"The author of this story, Edwin Crosby, served in the USAF from 1966-1971. He volunteered to go to Vietnam and served in MACVSOG, 15th Special Operations Squadron, Nha Trang, AB, RVN from November 1968 to June 1970.


His lawsuit began in March of 1976, having discovered in February of 1976, he had a BAD 'Spin Code' number. The case was originally filed in the US District Court, Northern District of New York, Syracuse.

He has been fighting this case on behalf of all veterans and has been instrumental in having D.O.D. change the DD-214 many times to prevent future damage to other veterans.

Beginning JUNE 11, 1956, under D.O.D. Instruction 1336.3, DOD ordered the military departments to begin putting a coded number on the main employment reference document of veterans. This document known as the DD-214 is intended to be presented to employers by veterans seeking employment and benefits.

According to Plaintiff's Exhibit NO: 6, D.O.D. Instruction 1336.1, dated September 1, 1966, SUBJECT - Standardization of Forms for Report of Transfer or Discharge of Members of the Armed Forces of the U.S., there were to be 8 or more copies of DD-214 made. Copy one to the veteran, other copies eventually went to State Adjutant General, VA Data Processing Center, Austin, TX., State Director Selective Service, Nat. Military Records Center, St. Louis, Mo.

As of 1977, nearly 20 million veterans had a coded number. This is SHOCKING as in 1974 D.O.D. told Congress that only a couple hundred thousand had a code number. Moreover, in 1974 DOD told Congress they would stop the " SPN " coding system, however, in 1972, they were already changing the system to " SPD " (separation program designator ). They deceived Congress and the American People. Millions of veterans with an Honorable Discharge have a " BAD " coded number."

7 Part Series " THE SECRET CODE ON VETERAN'S DD214" August 2007

Edwin H. Crosby YouTube Channel:

Edwin H Crosby passed away on March 18, 2019:

This story, as revealed by Mr. Crosby, also reveals that then Delaware Rep. Joe Biden and Arizona Sen John McCain were both involved in the government cover-up at the time (the early 1980s). In addition, the info of litigation was later presented by Sen Dick Durban to President Barack Obama who also did nothing.

All of this as a result of an SPN Code ("411 Overseas Returnee") on the DD-214 of Mr. Crosby in 1970. WHEN DOUGLAS DIETRICH WAS 4 YEARS OLD!

But I guess that since Mr. Crosby is now deceased, Dietrich will continue to lie and somehow work this into his fake resume as well.


The halting of Titanic's sinking

One thing has puzzled me about Titanic's sinking process for a while now. That being, the rate of the sinking. For the first 40 minutes after the collision, Titanic experienced an incredible rate of flooding in the forward 5 compartments. The flooding was so fast, in fact, that AB Poingdestre found himself waist deep in seawater when a bulkhead separating third class and crew spaces on E Deck, which is pretty high above the waterline, gave way, not even an hour after the collision.

Na dit, Titanic seemed to stop sinking for over an hour.

Lookout Symons stated that water was up to the second row of portholes under the ship's name when lifeboat no. 1 was pulling away from the dying liner at about 1:15 a.m. Fred Barrett noted that the focsle wasn't even underwater when pulling away from Titanic at about 1:45 a.m. Fourth Officer Boxhall noted that water was up to E Deck when pulling away from Titanic's starboard side at about 1:55 a.m.

The question is, what exactly kept Titanic from settling further than E Deck for such a long time? Is it reaching equilibrium? Am I reading too much into things? I'd love to hear the opinions of you guys on this.

Aaron_2016

I believe the downward tilt had indeed stalled for quite some time as the water began to move aft and flood the ship bodily, causing her to rest lower and lower as her portholes dipped below the surface in unison.

Survivor Edwina Troutt said:
"As we were rowing away we could see the Titanic gradually sinking. This row of lights would disappear and the next row of lights disappeared."

Survivor Violet Jessop said:
"I started unconsciously to count the decks by the rows of lights. One, two, three, four, five, six. Then again, one, two, three, four, five. There were only five decks now. Then I started all over again. Only four now. She was getting lower in the water, I could not any longer deny it. Only three decks now, and still not a list to one side or the other. I watched Titanic give a lurch forward, one of the huge funnels toppled off like a cardboard model, falling into the sea with a fearful roar."

Survivor Lawrence Beesley noticed a very slight trim towards the bow when he left the ship. Hy het gesê:
"The Titanic had sunk by the head until the lowest portholes in the bows were under the sea, and the portholes in the stern were lifted above the normal height. We rowed away from her in the quietness of the night, hoping and praying with all our hearts that she would sink no more and the day would find her still in the same position as she was then."

Albert Pearcey left the ship in one of the collapsible boats very close to the end. He was asked:

Q - Did you notice whether she was down by the head?
A - No, I did not notice.
Q - Did you notice whether she appeared to be going deeper into the water forward? Did you notice that?
A - No.
Q - Did you see the vessel go down?
A - Yes.
Q - Were you facing her when she went down?
A - Yes.

Rob Lawes

Aaron_2016

We also have the ship's baker Charles Joughin who was asked:

Q - On E deck are the portholes in practice opened from time to time?
A - Very, very often we keep them open the whole of the passage.

This may have greatly affected how the Titanic flooded.

Henry Sincic

Aaron: For sure! Wilding's famous 12 square feet would be greatly increased if the ports went under. Emily Ryerson said that she saw water flowing into open portholes on the water line. This would not only speed up the flooding but also cause the ship to heel more to port.

Rob: Would it then be correct to say that Titanic was at first sinking due to added weight, but after the water reached the outside water line it would then be sinking due to loss of buoyancy?

Rob Lawes

The adding of weight and the reduction of buoyancy go hand in hand since:

Buoyancy force = weight of object in empty space − weight of object immersed in fluid

An object floating on water will displace an amount of water equal to its apparent immersed weight. This is known as it's displacement. Providing this is less than it's actual weight (I.E. if you could weigh the whole ship out of water) then it's going to float.

As the ship fills with water it's apparent immersed weight increases plus, with the hull lifting out of the water, the amount of volume of the hull in the water decreases changing the area in which the buoyant upward force acts on the hull.

Henry Sincic

Aaron, Rob, thank you for your responses. I would just like to correct myself on something. I stated in my first post the Symons saw the ports on E deck going underwater at 1:15 a.m.

Questions 11490-11496 in the British Inquiry actually indicate that Symons was watching D deck going under, not E deck, because it was "the first row under the well deck".

Augusto Félix Solari

One thing has puzzled me about Titanic's sinking process for a while now. That being, the rate of the sinking. For the first 40 minutes after the collision, Titanic experienced an incredible rate of flooding in the forward 5 compartments. The flooding was so fast, in fact, that AB Poingdestre found himself waist deep in seawater when a bulkhead separating third class and crew spaces on E Deck, which is pretty high above the waterline, gave way, not even an hour after the collision.

Na dit, Titanic seemed to stop sinking for over an hour.

Lookout Symons stated that water was up to the second row of portholes under the ship's name when lifeboat no. 1 was pulling away from the dying liner at about 1:15 a.m. Fred Barrett noted that the focsle wasn't even underwater when pulling away from Titanic at about 1:45 a.m. Fourth Officer Boxhall noted that water was up to E Deck when pulling away from Titanic's starboard side at about 1:55 a.m.

The question is, what exactly kept Titanic from settling further than E Deck for such a long time? Is it reaching equilibrium? Am I reading too much into things? I'd love to hear the opinions of you guys on this.

Samuel Halpern

Aaron_2016

4th officer Boxhall described the ship sinking "bodily" and how the suction caused great difficulty (possibly from the open porthole windows) as he tried to get his boat on the port side and around the stern towards the gangway doors on the starboard side. He described the difficulty with the suction:


"The boat seemed to be drawn closer to the ship. I think, myself, that there was more suction while the ship was settling bodily. That was shortly after we were lowered into the boat. I think there was more suction then than there was when she actually went down."

Q - Would there be any suction there?
A - Well, I felt it I saw it by the work we had pulling it round the ship’s stern seeing she was only a small boat, I judged there was quite a lot of suction.

Q - Did you feel you were in danger from suction?
A - Yes.

Q - With some difficulty you rowed round to the starboard side of the ship?
A - Yes, round the stern.

Q - Why was there suction at this time?
A - The ship settling down badly, I suppose.

"I had great difficulty in getting the boat around there. There was suction. I was hoping to be able to get alongside of the ship again. I thought it was wiser not to go any closer."

Q - Was it settling down rapidly. Could you see it settling down at this time?
A - Yes, I could see her settling down I was watching the lines of lights.

Samuel Halpern

Aaron_2016

His boat was one of the last to leave the ship and I believe the only one to row from the forward port side all the way aft and around the stern towards the starboard side. The ship would have been listing over to port and possibly was affected by open portholes which sucked the water in and drew his lifeboat dangerously towards the ship as she listed more to port. He was so close that he thought he may have passed underneath the propeller blades as he went around the stern to the starboard side. He said when he finally reached the starboard side he could not find any other lifeboats on that side and he believed they had all rowed away towards the other ship off the port bow. This I believe would make his experience rather unique, especially as his boat was the only one to obey the Captain's orders and attempted to return to the ship not long before she went down.

Samuel Halpern

Aaron_2016

Miss Allen was in his boat and said - "We were rowed round the stern to the starboard side and away from the ship, as our boat was a small one and Boxhall feared the suction."

They did not have enough people to row sufficiently away in a hurry but they did manage to row all the way aft and around to the starboard side. Boxhall felt the suction drawing the boat in and being an experienced sailor he may have felt this effect more than others, especially if their attention was directed on other things.

What I find odd from their accounts is that Frank Osman - who was in their boat said, "She exploded, broke in halves, and it seemed to me as if all the engines and everything that was in the after part slid out into the forward part, and the after part came up right again." Yet Boxhall who was in his boat said the ship sank intact, and Miss Allen who was also inches away in the same boat said - "We saw her plunge distinctively, bow first and intact." Is it possible that in the darkness key events were witnessed by some and missed by others despite them all being in the same lifeboat? Boxhall had his career to think of and possibly had to obey orders and deny the break up, and Miss Allen had put in a claim for $2,427.80 in lost possessions. Did they accept her claim under one condition - that she deny the ship broke when asked?

Daniel A. Soto

Miss Allen was in his boat and said - "We were rowed round the stern to the starboard side and away from the ship, as our boat was a small one and Boxhall feared the suction."

They did not have enough people to row sufficiently away in a hurry but they did manage to row all the way aft and around to the starboard side. Boxhall felt the suction drawing the boat in and being an experienced sailor he may have felt this effect more than others, especially if their attention was directed on other things.

What I find odd from their accounts is that Frank Osman - who was in their boat said, "She exploded, broke in halves, and it seemed to me as if all the engines and everything that was in the after part slid out into the forward part, and the after part came up right again." Yet Boxhall who was in his boat said the ship sank intact, and Miss Allen who was also inches away in the same boat said - "We saw her plunge distinctively, bow first and intact." Is it possible that in the darkness key events were witnessed by some and missed by others despite them all being in the same lifeboat? Boxhall had his career to think of and possibly had to obey orders and deny the break up, and Miss Allen had put in a claim for $2,427.80 in lost possessions. Did they accept her claim under one condition - that she deny the ship broke when asked?

Robert fletcher

One thing has puzzled me about Titanic's sinking process for a while now. That being, the rate of the sinking. For the first 40 minutes after the collision, Titanic experienced an incredible rate of flooding in the forward 5 compartments. The flooding was so fast, in fact, that AB Poingdestre found himself waist deep in seawater when a bulkhead separating third class and crew spaces on E Deck, which is pretty high above the waterline, gave way, not even an hour after the collision.

Na dit, Titanic seemed to stop sinking for over an hour.

Lookout Symons stated that water was up to the second row of portholes under the ship's name when lifeboat no. 1 was pulling away from the dying liner at about 1:15 a.m. Fred Barrett noted that the focsle wasn't even underwater when pulling away from Titanic at about 1:45 a.m. Fourth Officer Boxhall noted that water was up to E Deck when pulling away from Titanic's starboard side at about 1:55 a.m.

The question is, what exactly kept Titanic from settling further than E Deck for such a long time? Is it reaching equilibrium? Am I reading too much into things? I'd love to hear the opinions of you guys on this.

As long as the ship could make sternway, they should have continued to the closest port.

As long as the Titanic could make sternway, they should have done that immediately after the collision and started heading to the closest port in reverse.
This would have kept the pressure down in the boilers since they were very much stoked up at the time, would have stopped the flooding in the next aft compartments as the water would have flowed away from them when making sternway, and would have given them time to get lifeboats ready on the Titanic, and time for the Carpathia to close the distance and send lifeboats only if necessary. As long as the Titanic was able to make sternway and stop any further flooding they should not stop for Carpathia. Carpathia should follow them to the closest port as well. Also a tugboat could have been dispatched to meet the Titanic and tow her astern the rest of the way to port.
The USS Pittsburg lost a large portion of her bow and made it back to port in a typhoon. Water tight bulkheads were sealed though. The Titanic could not seal hers, that is why she would have to run in reverse. In the calm weather they had it would have been much easier. She would have occassionally had to use one of the outboard propellers in the ahead direction to help steer. USN Ships--USS Pittsburgh (CA-72) -- Loss of Bow, 5 June 1945


Divers work on bow of USS Pittsburg (CA-72), June 1945 - History

Royal Navy Log Books van die Eerste Wêreldoorlog

HMS VALIANT &ndash February 1920 to February 1921, Atlantic Fleet (including Home Waters and Spain)

Edited by Kay Smith, Naval Enthusiast, Southampton, England

HMS Valiant (Photo Ships, click images to enlarge)

Dreadnought Battleship, Queen Elizabeth-class

Pendant Nos. 34 (1914), A6 (1.18), 43 (4.18). Launched 4.11.14 Fairfield. 27,500 tons, 640(oa), 600(pp)x90x30ft. Turbine 75000shp, 25kts. Armament: 8-15in, 14-6in, 2-3in AA, 4-21in tt. Armour: 13in sides, 3in deck, 11in guns. 5th BS attached to Battlecruiser Force, Grand Fleet from completion. Battle Honor (en skakel na versendings, slagoffers, toekennings) Jutland 31 May 1916. Sold 19.3.48, BU Arnott Young, Cairnryan. (Britse oorlogskepe 1914-1919)

Laid down 31/1/13, launched 4/11/14, comp 2/16, commissioned at Govan in January 1916 and joined 5th BS at Scapa Flow on 3 March. Fought at Jutland without sustaining damage. Damaged in collision with Warspite, 24 August 1916 and repaired 26 August-18 September. From 1919 served with Atlantic Fleet and then Mediterranean Fleet. Partially modernised 1929-30, and rebuilt 1937-39 for service in Second World War. Paid off in July 1945 and sold for BU in 1948. (Conway's All the World's Fighting Ships 1906-21)

Britse basisse - geselekteerde kaarte

Britse vlootbase wêreldwyd - geselekteerde kaarte

1. Breedtegraad/lengtegraad, insluitend vir dae in die hawe, toon verteenwoordigende desimale posisies vir elke dag, soos bereken deur die ontledingsprogram van die Old Weather -projek. As sodanig verskil hulle in wisselende hoeveelhede van die posisies wat aangeteken is, gewoonlik op die middag, op die logbladsye. Daarbenewens is sommige breedtegrade/lengtegrade gewysig in geredigeerde logboeke vir foute in die logs, vir foute in die identifisering van liggings deur die ontledingsprogram, of bloot vir groter akkuraatheid. Raadpleeg in alle gevalle die skanderings op die logbladsye vir die posisies soos oorspronklik aangeteken. Nie alle logbladsye bevat hierdie inligting nie, en die posisies van die skepe is dus dikwels geraam.

2. Volledige rekening van enige dag is beskikbaar deur op die skakel hierbo op die dag te klik. Groepe skakels verwys na omslagblaaie in die boekboek en inleidende inligting, sommige kan leeg wees.

Positions (Latitude and Longitude) are given for noon each day, correcting or estimating the position when appropriate. If exact times are not indicated in the log they have, when appropriate, been estimated from the position of the entries (which show times on the left hand side of the log page).

Information about sea state is based on the Sea Disturbance Scale where &ldquorough to very rough&rdquo indicates waves 5 to 10 feet from peak to trough, &ldquohigh&rdquo indicates waves of 11 to 15 feet, &ldquovery high&rdquo indicates wave height of 16 to 35 feet and &ldquophenomenal&rdquo indicates waves of 36 feet and above.

A note is made of numbers on the sick list where this is 5 or more.

This and other information from the log is included in square brackets [not in italics] if it is not to be found under &ldquoRemarks&rdquo on the right hand side of the page.

Additional information about geographical locations, terminology and about merchant and foreign naval ships encountered has been provided where identification is reasonably certain, by means of embedded links within the text.

There is more information about the ship hier en hier.

THE VOYAGES OF HMS VALIANT 1920-1921

(Kaarte wat opgestel is met behulp van Journey Plotter, ontwikkel deur Maikel. Die plotte kan slegs by benadering wees. Dit word gemaak deur posisies op opeenvolgende dae aan te sluit, en soms word daar nie posisies gegee nie. Daar sal dus geleenthede wees dat die skip oor die land gereis het )

AANTEKENINGE VIR FEBRUARIE 1920

[Left hand side of blue cover of Ship&rsquos Log]

[Right hand side of blue cover of Ship&rsquos Log for the period Commencing Friday 20 th February 1920, Ending Wednesday 9 th February 1921]

[Blank page, inside of blue cover]

[Blank page, inside of blue cover]

[Internal cover of Log]

This Log is to be kept from the time the Ship is Commissioned until she is paid off when it is to be transmitted as directed by the Admiralty Instructions.

The Name and Address of the Officer to whom the acknowledgment of receipt should be sent by the Deputy Cashier in charge, Royal Victoria Yard, Deptford, is to be inserted by the Ship here.

Name: The Commanding Officer

Address: HMS Valiant, C/o GPO London.

LOG of HMS &ldquoVALIANT&rdquo. Commanded by Captain Horace W Longden RN.


Kyk die video: Cruiser Bow Ripped Off By Typhoon 1945 Newsreel (Mei 2022).