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Potapljači delajo na premcu USS Pittsburg (CA-72), junij 1945

Potapljači delajo na premcu USS Pittsburg (CA-72), junij 1945


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Potapljači delajo na premcu USS Pittsburg (CA-72), junij 1945

Tu vidimo potapljače, ki delajo na premcu težke križarke razreda Baltimore USS Pittsburg (CA-72) na Guamu junija 1945, potem ko so med nevihto z ladje potegnili prvotni lok!


Douglas Duane Dietrich Izpostavljen

Oris za Douglasa Dietricha: Intervju "Točke na krivulji"

Douglas Duane Dietrich je znan po svoji zgodovini izgovarjanja nezaslišanih trditev, ki so neutemeljene in se zlahka dokažejo kot napačne. Dietrich ni verodostojen zgodovinar, je revizionist s povsem lažno osebnostjo.

Dietrich opisuje sebe kot "javnega obveščevalca", "odpadniškega vojaškega zgodovinarja", "raziskovalnega knjižničarja DoD", "ameriškega marinca", "plačanca", "policista SF" in "biološkega sina Adolfa Hitlerja".

Dietrich je patološki lažnivec, morda bipolarni in zelo verjetno shizofren. Dietrich je nadarjen govornik, vendar je tudi najzlobnejša, najbolj grda oseba, kar sem jih kdaj raziskoval. On manipulira s svojimi najbližjimi privrženci in zahteva njihovo absolutno poslušnost in zvestobo.

Pri obrekovanju vsakogar, ki ga razkrije ali izpodbija njegovo revizionistično pripoved o zgodovini, bo uporabil obrekovanje in obrekovanje na najbolj boleč in zloben način. Kdor negativno komentira videoposnetek v YouTubu, velja za "zalezovalca tolp" in je povezan z satansko skupino ljudi, ki jih je nadzoroval pokojni Michael Aquino.

Resnica je, da je celotna Dietrichova "personae" izdelana fikcija, ki jo je leta ustvarjal in vzdrževal. To je ena najbolj zapletenih prevar, s katerimi sem se srečal.

Po tem, ko sem leta 2016 razkril njegove lažne trditve o vojaški službi, me je Dietrich in njegov "kult" nenehno napadal z obrekovanjem in obrekovanjem, v nekem trenutku pa sem celo uporabil uslužbenca VA za tajno pridobivanje osebnih identifikacijskih podatkov in ga v maščevanje večkrat javno objavil z uporabo svojega internetnega radia in platforme YouTube.

Z izjemo raziskovalca Stevena Outtrima sem edina oseba, ki raziskuje/raziskuje njegove trditve in objavlja rezultate.

Skupnost Ufology/Conspiracy in Exopolitics je Dietricha v veliki meri zavrnila zaradi pomanjkanja verodostojnosti in protiameriških, veteranskih pogledov.

Vsak javni nastop in predstavitev Douglasa Dietricha od leta 2008 je bil slab poskus prepričati svoje občinstvo, da so zavezniki izgubili drugo svetovno vojno in zmagala os. Njegov prezir in prezir do občinstva in jezen način podajanja sta očitna v vsaki predstavitvi.

Diapozitiv, prikazan na koncu Dietrichovih predstavitev

"Konec"
"OBJEMITE PORAZ in POJDITE V MIRU"

Časovnica: Izvor Douglasa Dietricha in resnica o vojaški službi njegovega očeta.

1. George Joesph Dietrich: 23. oktober 1919 - 26. marec 2007

George J. Dietrich je častno služboval od junija 1941 do avgusta 1965 in se upokojil v činu podčastnika 1. razreda (E-6)

Leta 2017 sem zahteval in prejel podatke, ki jih je mogoče objaviti, iz evidenc njegovega očeta v skladu z ZOSPI. Z uporabo teh podatkov sem lahko sestavil njegovo zgodovino storitev 2. svetovne vojne. Te ugotovitve in primerjavo z Dietrichsovimi trditvami sem objavil na svojem blogu, kjer sem posebej zapisal, da je bil nagrajen z medaljo za azijsko -pacifiško kampanjo - trak druge svetovne vojne (2 zvezdici). https://rkcolejr.blogspot.com/2019/01/george-dietrich-ribbons.html

Podelitev medalje za azijsko -pacifiško kampanjo - trak iz druge svetovne vojne (2 zvezdici) kaže, da je bil v pacifiškem gledališču operacij vsaj dvakrat ali v operacijah, v katere je bila vključena njegova enota (plovilo).


1946–1948 Uredi

Ciganka 20. marca 1946 zaključila šolanje in 10 dni kasneje odplula iz Norfolka v VA za San Pedro, CA, kamor je prispela 26. maja. Ladja je nato odpotovala 14. junija, da bi se udeležila bližajoče se operacije "Crossroads", zgodovinske serije atomskih poskusov. Prihod z atola 10. julija 1946, Ciganka je bil 25. julija priča "Bakerjevemu" preskusu in pomagal pri izterjavi plavajočih in poškodovanih plovil ter opravljanju podvodnih del na poskusnih ladjah, saj je ameriška mornarica razvila veliko dragocenih znanstvenih informacij o učinkih atomske bombe na ladje in kako jih zmanjšati njim.

Odhod 16. septembra 1946, Ciganka delal na dvigu SS Zmaga Velike Britanije v Honoluluju, HI do 8. novembra. Prišla je v San Pedro 10. decembra 1946 na obsežna popravila do junija 1947, nato pa je opravila omejena reševalna dela, preden je odpotovala na Guam in prispela 18. avgusta 1947. Tam je Ciganka rešili in vlekli v Guam nekdanji premca križarke Pittsburgh (CA-72), izgubljen v velikem tajfunu junija 1945. Vrnila se je v San Diego 17. januarja 1948, 21. januarja razgradila in se pridružila Pacific Reserve Fleet, San Diego Group.

1951–1955 Uredi

Ciganka je bil ponovno zagnan 8. avgusta 1951, po pretresanju in popravilu pa je prispel v Pearl Harbor 19. oktobra 1951. V naslednjih sedmih mesecih je ladja delovala v pristanišču Apra, Guam, s premestitvijo priveznih bov in obdelovanjem valobrana. Prihod v Pearl Harbor 31. maja 1952, Ciganka so imeli 15. septembra nameščeno novo reševalno opremo in elektronsko opremo ter odpluli proti zalivu Subic. Ko je prišla 9. oktobra, je začela odstranjevati potopljeno japonsko trup. 9. januarja 1953 je odplula v Inchon v Južni Koreji, kjer je bila ena od odločilnih amfibijskih operacij v zgodovini. Tam Ciganka odstranil potopljeno barko iz pristanišča. Kasneje je delala pri Pohangu in pomagala pri odstranjevanju eksploziva iz pristanišča Ulsan. Korejska obalna dela so bila zaključena 6. maja 1953 in ladja je odplula proti Pearl Harbourju prek Yokosuke in otoka Midway ter prispela 5. junija. Po operacijah tam Ciganka odplul v Eniwetok in ob njenem prihodu 18. septembra začel obnavljati in postavljati priveze flote za prihajajoče preskuse atomske bombe, "Operacija Grad". Na atol Bikini je prispela 7. februarja 1954 in bila 1. marca 1954. priča prvemu poskusnemu strelu, drugi termonuklearni eksploziji v zgodovini. Pomagala je pri pridobivanju preskusne opreme, 26. marca 1954 se je ločila, 18. aprila se je vrnila v Pearl Harbor. Po tamkajšnjih operacijah je odplula v Long Beach v Kaliforniji in prispela 4. maja 1955 v deaktivacijo. Ciganka 23. decembra 1955 razgradili v mestu Astoria, OR in ga dali v rezervo.

Leta 1967 je bila ponovno premeščena v pacifiško rezervno floto, San Diego Group. Ciganka je bil 1. junija 1973 izbrisan iz registra pomorskih plovil, 1. januarja 1974 pa ga je Služba za ponovno uporabo in trženje obrambe (DRMS) prodala v razrez.


"Zgodba o nesreči vlaka v Michiganu 1945" Davida Spella

Moje ime je David Spell in bil sem eden od šestih mornarjev, ki so bili v razbitini vlaka v Michiganu v Severni Dakoti. Zgodba se začne v mesecu juniju 1945, vseh 6 mornarjev na vlaku je bilo iz Severne Karoline. Pišem vam, da pojasnite razlog, zakaj sem skupaj s petimi drugimi mornarji skupaj na vlaku ob razbitini 9. avgusta 1945.

Šest mornarjev je bilo med vojno na krovu težke križarke USS Pittsburgh (CA 72) v Severnokitajskem morju. 4. junija nas je ujela huda nevihta (tajfun). Voda je začela teči po premcu ladje in povzročila veliko škode. Kasneje tisto noč je veter začel pihati s hitrostjo več kot 148 milj na uro, lok ladij pa se je začel razpadati in se sčasoma popolnoma odlomil. Ko se je začelo jutro, je vreme nekoliko popustilo in odšli smo iz nevarnosti, pozneje čez dan pa je bilo morje spet mirno.

Takrat smo bili približno 200 milj od otokov Guam. Prispeli smo do suhega pristanišča v bližini otokov in ladjo opravili nekaj popravil ter se sredi julija odpravili proti obali zvezne države Washington. Prišli smo v Bremerton v Washingtonu na mornarišče. Med prečkanjem je kapitan poskrbel, da ima pet članov posadke 25 dni dopusta doma.

Ko se je naš dopust iztekel (okoli 1. avgusta), so se posadke začele vračati na svojo ladjo. Šest mornarjev, vključno z mano, se je vkrcalo na vlake v Chicagu v Illinoisu na Great Northern. Velika skupina vojakov je bila na vlaku št. 1 v Chicagu. Vlak št. 2 je iz Chicaga zapustil 20 minut kasneje. Šest mornarjev smo bili na vlaku št. 1 in sedeli smo v osebnem vagonu, ki je bil približno 5 avtomobilov od zadaj. Naš vlak (vlak št. 1) se je zaradi vroče škatle ustavil v Michiganu v Severni Dakoti. Približno ob 19.30 je v Michigan v Severni Dakoti pripeljal vlak št. 2, ki je za našim vlakom zaostajal 30 minut. Vlak št.2 je zadel zadnji del našega vlaka in nas zadel s hitrostjo približno 57 milj na uro. Pet drugih mornarjev in jaz smo sedeli približno na sredini vlaka v 5. vagonu od zadaj. Nekateri mornarji so stali in se pogovarjali, nekateri niso nosili čevljev, vendar smo se vsi sprostili, ko nas je od zadaj zadel vlak št. Ljudje so se vrgli okoli avtomobila, nekateri so se lažje poškodovali, vključno z urezninami in modricami. Govorili so, da je v našem avtomobilu zaradi zlomljenega vratu umrl en potnik, moški.

Razbitina ladje in razbitina vlaka sta dva dogodka, ki jih ne pozabite. To je bila zelo huda nesreča, kjer je bilo poškodovanih veliko ljudi. To je izkušnja, ki se tudi po 67 letih ne pozabi. Večina ljudi na vlaku je bilo vojaško osebje, ki se je vračalo v svoje baze. Po nekaj mesecih so večino osebja začeli odpuščati in oditi domov.

To je majhen del zgodbe o razbitini, vendar sem prepričan, da bodo ljudje, ki bodo to prebrali, razumeli, kako hudo je bilo.


Adm. Horacio Rivero Jr.: Surface Warrior, Nepojeni latino voditelj

Dva meseca po tem, ko je "Čudež na Midwayu" ustavil napredovanje Japoncev v Pacifiku, je ameriška mornarica začela boj, ki bi sčasoma pripeljal nazaj v Tokio, cesto, ki se je začela na Salomonovih otokih v južnem Pacifiku, kjer so izkrcali marince in vojake na Japonskem. otok Guadalcanal.

Bil je avgust 1942 in podpolkovnik. Horacio Rivero, Jr., je bil v hudi bitki kot pomočnik častnika strelca na lahki križarki USS San Juan (CL-54).

Ko je ladjo naročil le pet mesecev prej, je Rivero že od vsega začetka usposabljal svojo ekipo, ki je ladjo oskrbovala z akumulatorji. Zdaj je bil njihov čas, da zasijejo. Rivero ni bil tujec na morju, saj je večino svojih 11 let aktivne službe preživel na površinskih ladjah.

"V tem obdobju je stotnik (takratni poveljnik poročnika) Rivero med učinkovitim podpornim ognjem pri pristanku naših marincev na Guadalcanalu 7. avgusta 1942 spretno nadzoroval rezervne baterije USS San Juan," se glasi njegova bronasta medalja z borbo "V" ”Navedba naprave.

"Naslednji dan, ko jih je napadlo veliko število sovražnih torpednih letal na kopnem, so baterije pod njegovim nadzorom sestrelile več napadalnih letal in nanesle številne druge, kar je prispevalo k njihovi kasnejši izgubi."

"Med samostojnim napadom na Gilbertove otoke oktobra 1942 so njegove baterije učinkovito prispevale k potopu dveh japonskih patruljnih plovil in ujetju šestnajstih zapornikov," je navedba podrobno navedena.

"26. oktobra 1942 je v bitki pri Santa Cruzu odlično nadziral rezervne baterije z uničujočim učinkom, ki je podrl številna sovražnikova letala."

Bolje razumljeno, treba je opozoriti, da medalja ni bila podeljena zaradi edinstvenega junaštva, temveč zaradi doslednosti, zanesljivosti in vzdržljive vrhunske borbenosti, ki jo je Rivero pokazal od 7. avgusta 1942 do 24. aprila 1943. Res je bil površinski bojevnik za bojevanje.

Njegova služba na križarki San Juan, ki je prevzela mesto strelca, se je nadaljevala do konca leta 1944 in je bila na ladji skozi večino južno in osrednjecifiških kampanj, kjer je bila ladja del zaščitnih sil pod poveljstvom admirala Williama F. Halseyja .

San Juan je videl akcijo pri Bougainvilleu v Solomonu, zavzetje Gilbertovih otokov novembra 1943 med vrsto napadov letalskih prevoznikov na Rabaul konec istega leta in napade na Kwajalein v Marshallu februarja 1944.

Konec leta 1944 se je za kratek čas vrnil v ZDA, da bi naročil križarko USS Pittsburgh (CA-72), najprej kot častnik za strelce, kasneje pa kot izvršni častnik.

5. junija 1945 je ladje Tretje flote udaril tajfun, ki je poškodoval 33, vendar je Pittsburg najbolj prizadel. Rivero, zdaj izvršni častnik ladje, je zaslužen za preživetje ladje in posadke.

Med divjanjem nevihte so veter in težka morja "kot glavo vžigalice" odtrgali ladijski lok. Predstavljajte si ladjo, ki šepa nazaj v pristanišče brez premca, da bi razbila morske valove.

Rivera oznanjajo za preživetje ladje in smer, ki jo je dal pri pripravi ladje med nevihto, pa tudi za obvladovanje prizadevanj za nadzor škode, ko je bil lok izgubljen. Za hitro in napredno razmišljanje je bil odlikovan z medaljo Legija za zasluge.

". Bil je še posebej izjemen v svojem inteligentnem in pravočasnem vodenju voditeljev oddelkov ladje ter v takojšnjih inšpekcijskih pregledih poškodovanih in poplavljenih delov ladje v izredno nevarnih razmerah in s tveganjem za svoje življenje," se glasi citat .

Njegova dejanja "so povzročila pravilne odločitve, pravilno določene meje škode in prizadevanja celotnega ladijskega osebja do konca, da ni bilo izgubljenih življenj in je bilo mogoče ladjo varno pripeljati v pristanišče."

Ladja bo pozneje doživela akcijo med kampanjama Iwo Jima in Okinawa ter prvimi napadi letalskih prevoznikov na Tokio.

Prva dva desetletja njegove kariere sta bila polna konfliktov, med katerimi je lahko pokazal trdoto in odpornost kljub izzivom. Čelno soočanje z ovirami in njihovo premagovanje je bil zanj rutinski scenarij.

Horacio Rivero, mlajši, rojen v mestu Ponce, Portoriko, vendar je odraščal v Manatiju, se je rodil 16. maja 1910 v družbi Margarite De Lucca Vda De Rivero in Horacia Rivera.

Po končani srednji srednji šoli v San Juanu (danes Santurce) v Portoriku si je zagotovil sestanek na pomorski akademiji ZDA v Annapolisu. Prvič je bil na ladji in je vstopil v Združene države na potovanju v Baltimore, ki ga je pripeljalo v šolo na Severn.

Štiri leta kasneje je diplomiral z odliko, tretji med 441 diplomanti razreda Akademije leta 1931.

Zgled, ki ga Rivero ponuja naši mornarici, je najbolje povzeti kot enega od spodrsljajev, čeprav vztrajen, ki dokazuje neprekosljivo vodstvo s sposobnostjo zmagovanja.

Po vojni je Rivero leta 1948 prejel poveljstvo uničevalca USS William C. Lawe (DD-763). Ponovno povelje leta 1951, tokrat transportnega USS Noble (APA-218), je vodil svojo ladjo in dostavil marince na amfibijski napad v Inchon v Koreji.

V rangu zastave je poveljeval uničevalcu Flotila ONE. Kasneje ga je predsednik Kennedy osebno izbral za vodjo Amfibijskih sil atlantske flote v času kubanske raketne krize, nato pa je bil pohvaljen za pripravljenost svojega poveljstva v tem obdobju nacionalne krize.

Julija 1964 je bil imenovan za podpredsednika pomorskih operacij, do februarja 1968 je služil kot admiral številke dve mornarice, ki je nadziral večino delovanja vietnamske vojne, vključno z oživljanjem mornarice rjave vode, za katero se je strastno zavzemal.

Ko je na vrhuncu hladne vojne prevzel vodenje zavezniških sil Organizacije Severnoatlantske pogodbe v južni Evropi, mu je uspelo združiti vojaško moč z našimi načeli odvračanja in sodelovanja med našimi zavezniki.

"Zaradi omejenih materialnih virov, regionalnih političnih pretresov in dramatično povečanega prodora Sovjetske zveze v Sredozemlje je prepričljivo zbral skupno odločnost držav južne regije, razvil načrte za boj proti sovjetski grožnji, uresničil strategijo" prilagodljivega odziva " Organizacija Severnoatlantske pogodbe (Nato) in intenzivno izvajala zavezniške vojske, mornarice in letalske sile v različnih zapletenih državnih in večnacionalnih manevrih in vajah. "Po njegovem navedbi za medaljo za ugledne službe, ki mu je bila dana ob upokojitvi junija 1972.

Zato ni bilo čudno, zakaj ne bi še naprej služil narodu tudi po upokojitvi iz mornarice leta 1971. Imenovan s strani predsednika Nixona, je bil med letoma 1972 in 1974 ameriški veleposlanik v Španiji.

Izkazovanje ponosa, ki ga je ohranil za svoj otok, je postal častni predsednik Odbora ameriških veteranov za samoodločbo Portorika.

Skupaj z odlikovanji iz Združenih držav je bil prejemnik reda Abdona Calderona iz Republike Ekvador in pomorskega reda Merito iz Republike Brazilije.

Rivero je umrl 24. septembra 2000 in je pokopan v Ft. Državno pokopališče Rosecrans na Point Loma v San Diegu.

Tudi beseda legendarni pade na kratke vzorce, na katere se spominja Riverove službe. Skoraj 40 let v uniformi in vzpon na štiri zvezdice je Rivero zgled vsem našim kariernim Surface Warriorsom, ne glede na čin ali ozadje.

Brez ladje, ki bi nosila njegovo ime, je na vsakem od nas, da okrepi svojo zgodbo in zgled za generacije mornarjev, ki sledijo zlasti tistim latinoameriškim voditeljem v uniformi.

Naslednjič, ko boste zaradi naglasa, zaznanega družbenega sloja ali mlajšega ranga spregledali nekoga ali eno od njegovih idej, se spomnite na Rivera - tudi najmanj pričakovanega, od skromnih začetkov, z vztrajnostjo, integriteto, intelektom in pogumom , lahko doseže vrh vodstva v naši organizaciji.

Rivero je morda neopet junak, a njegova kariera je pokazala, da bi moral biti karkoli drugega.


CPO je na delu

Bitka pri zalivu Manila, 1. maj 1898. Komodor George Dewey (drugi z desne) na mostu USS Olympia med bitko. Drugi so prisotni (od leve proti desni): Samuel Ferguson (vajenec signalni fant), John A. McDougall (redar po morju) in Merrick W. Creagh (načelnik Yeoman).

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

Glavni podčastnik USS Hist (1898-1911) prikazuje delovanje mitraljeza Maxim 1- funder, okoli maja 1898. USP Topeka se prilega ozadju.

(Fotografija U. S. Naval Historical Center # NH 03049.)

USS Prometheus (AR-3) Yeomen na delu v ladijski pisarni za popravilo, okoli 1919-20.

Upoštevajte uniformo načelnika Yeomana, telefon na pregradi, pisalne stroje in vrtljive stole & quotbentwood & quot.

(Fotografija U. S. Naval Historical Center # NH 03056.)

Prizor USS Prometheus (AR-3) v tesarski trgovini, okoli leta 1919-20, z dvema glavnima podčastnikoma in drugim mornarjem na delu.

(Fotografija v Kongresni knjižnici, DN-0070208, zbirka negativov Chicago Daily News, Chicago Historical Society.)

LT John Phillip Sousa, mojster skupine na pomorski učni postaji Great Lakes v severnem Chicagu v Illinoisu, obkrožen z glavnimi podčastniki (Bandmasters), na čelu mornariške skupine na aveniji South Michigan v skupnosti Loop so iz Chicaga, Illinois, 1918.

(Fotografija v Kongresni knjižnici, klicna številka: LC-USE6- D-004247.)

Proizvodnja. Dizelski motorji. Dizelski motor, proizveden za mornarico v proizvodnem obratu na Srednjem zahodu, pregleda "quotfive [sic] strip" & quot glavni podčastnik

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

Bitka pri Midwayju, junij 1942. Letalci, ki obravnavajo žrtve na krovu USS Yorktown (CV-5), kmalu po tem, ko so 4. junija 1942. nosilca zadeli japonske bombe. Umrli in ranjeni so bili člani posadke mitraljeza 1.1 & quot # 4, v središču ozadja. Udarili so jih drobci bombe, ki je eksplodirala na letališki palubi tik za srednjim dvigalom. Ta pogled gleda neposredno na desni bok s sprednjega dela dvigala za srednje ladje. Letalski žerjav je na levi, v zgornjem levem kotu pa je viden 1.1 & quot nosilec pištole # 3. Upoštevajte bradatega glavnega podčastnika, ki je hodil mimo, obleko letalske palube, ki so jo nosili nekateri prisotni, in gasilni aparat spodaj levo.

(Fotografija U. S. Naval Historical Center # NH 97142.)

Postaja ameriške pomorske pomoči Poškodovanec prejme plazmo od bolnišnice ameriške mornarice ZDA na postaji za medicinsko pomoč nekje v bližini fronte reke Naktong, med obrambo oboda Pusan, 17. avgusta 1950. Opomba Znak prvega razreda, označen s šablono trupa. [Opomba: Značka s šablono je v resnici za CPO. --- Vic]

(Fotografija: SSgt. Robert Knoll. PhotoID: 20034283013 Predložil: 15. MEU.)

AN NASIRIYAH, Irak [2. april 2003] - Vodja [HMC] David Jones iz 15. pomorske ekspedicijske enote (za posebne operacije sposobne) drži dve uri staro novorojenko Rogenijo Katham, hčerko Jamile Katham. Rodila se je na postaji za pomoč bataljonom za pomoč bataljonom 2/1, potem ko je prišla na položaj 15. enote MEU.

(Fotografija U. S. Naval Historical Center # NH 92530.)

& quotDiver je opremljen na ladijski palubi v pripravah na popravilo pod vodo, okoli marca 1914. Upoštevajte telefonsko slušalko potapljača. & quot

(Fotografija U. S. Naval Historical Center # NH 99834.)

& quot Delno prilagojen potapljač (očitno glavni podčastnik, sodeč po klobuku, ki ga ima) na krovu ladje, okoli marca 1914. & quot

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

Napis: & quotOperacija & quotFishnet & quot, Koreja, 1952. Severnokorejski begunci na krovu hitrega transporta ameriške mornarice (APD), potem ko so jih med operacijami, namenjenimi zmanjšanju zalog hrane komunističnih sil z uničenjem severnokorejskih ribiških mrež, rešili člani skupine za podvodno rušenje. Jakna načelnika podčastnika (desno) označuje, da je ladja USS Weiss (APD-135). Fotografija je datirana 16. septembra 1952. Opomba UDT gumijasti čolni v levem ozadju. & Quot

(Fotografija U. S. Naval Historical Center # USN 1037076.)

USS Nautilus (SSN-571) Sodniki iz posadke podmornice se sestanejo v garderobi in med križarjenjem po severnem polu, 12. avgusta 1958, izberejo zmagovalni nastop na tekmovanju za zastavo severnega pola. Prisotni so (od leve proti desni): poročnik John W. Harvey, glavni inženir USN Hercules H. Nicholas, poveljnik USN RF Dobbins, Medical Corps, USN in glavni bolničar John A. Aberle, USN.

(Fotografija U. S. Naval Historical Center # USN 1143149.)

USS Taussig (DD-746) mornar L.J. Kusak in Mate A.A. Epperson, oba iz USS Dixie (AD-14), namestita novo pištolo 5 & quot/38 v eno od nosilcev pištole Taussig, v zalivu Subic, Filipini, 1969.

(Fotografija U. S. Naval Historical Center # USN 1172267.)

Glavni uslužbenec USS William V. Pratt (DDG-44) Julius B. Simmons beleži poročila o simulirani škodi na načrtu za nadzor škode na ladji med vajo General Quarters, 13. in 26. maja 1978. Ladja je takrat sodelovala v operaciji & quotSolid Shield 1978 & quot.

(Fotografija U. S. Naval Historical Center # NH 50969.)

USS Oklahoma (BB-37) Posadke z evakuiranimi otroki, ko se begunci vkrcajo v špansko Bilboo med špansko državljansko vojno, avgusta 1936. Ti moški so bili identificirani kot (od leve proti desni): Lloyd A. Payne (po možnosti) , Glavni podčastnik Fuchs in Slajus. Opomba pes.

(Fotografija U. S. Naval Historical Center # NH 63286.)

USS Florida (BB-30) Signalisti ladijskih desantnih sil, preden so se aprila 1914 odpravili na kopno v Vera Cruz v Mehiki. Ti moški so označeni kot: Windrell, Repp, C.M.M., Green in Bishop (naštetih je le pet). Upoštevajte njihove pasove vojaških pištol z naramnicami, menzami in drugo terensko opremo. Več moških nosi svoje "ravne klobuke" v beretki, brez čepkov.

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

Bitka pri Midwayu, junij 1942. Posadka patruljne eskadrilje 23 (VP-23) PBY-5A & quotCatalina & quot patruljni bombnik, ki je 3. junija 1942 zjutraj našla prihajajoče japonske flote.

Prisotni so (stoji, od leve proti desni): Matejev letalski strojnik 2. razreda R.J. Derouin Chief Aviation Radioman Francis Musser Ensign Hardeman (Copilot) Ensign J. H. Reid (Pilot)-on wheel-and Ensign R.A. Labod (navigator). Klečeči so (od leve proti desni): Matejev letalski strojnik prvega razreda J. F. Gammell (pilot mornariškega letalstva) Matejev letalski strojnik 3. razreda J. Goovers in Matejev letalski strojnik 3. razreda P.A. Fitzpatrick. Imena so navedena na izvirni fotografski kartici, ki je v hrambi Nacionalnega arhiva.

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

Steward's Mates School, Naval Air Station, Seattle, Washington. Skupina pripravnikov pod vodstvom upravnika Roberta Nargroveja, 26. aprila 1944. Njihove puške so vrste M1903. Upoštevajte zastavo Steward's Mates School.

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

Kamp Robert Smalls, Naval Training Station, Great Lakes, Illinois. Glavni podčastnik naroči članom prvega razreda, naj 30. julija 1943 obiskujejo Črnsko servisno šolo za strojevodje.

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

Predaja Japonske, 1945. V aktovkah japonskih častnikov iščejo možno orožje, v garderobi USS Nicholas (DD-449), ko jih je rušilec odnesel na posvetovanje z zavezniškimi predstavniki glede vstopa ameriških in britanskih bojnih ladij v Sagami Wan in Tokio Bay, 27. avgusta 1945.

(Opomba: glavni uslužbenec na sredini.)

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

USS Missouri (BB-63). Mate W.L. glavnega strelca Stull (levo) in zastavnik R.H. Sprince sta med bombardiranjem Koreje, oktobra 1950, predala ukaz, naj se naložijo vse puške kupole ena.

(Fotografija U. S. Naval Historical Center # NH 69785.)

USS Kearsarge (CVS-33). SDCS James R. Dawson izroči zastavico ob zagonu svojemu zadnjemu poveljniku, stotniku Leonardu M. Nearmanu, po prenosu ladijskih barv med slovesnostmi ob razgradnji, 13. februarja 1970 na Long Beachu v Kaliforniji.

(Fotografija U. S. Naval Historical Center # NH 97073.)

USS Pittsburgh (CA-72). Posadke pri pripravi na sidranje zdrsnejo sidrne zamaške. Pri naročilu & quotlet go & quot bo podrobnost sidra s kladivom izbila edini preostali zamašek, sidro pa bo začelo na svoji poti. Pittsburgh je na začetnih poskusih po reaktivaciji, okoli septembra 1951. na Puget Sound Navy Yard, Bremerton, Washington. Ponovno je bila dana 25. septembra. (Opomba glavni podčastnik na levi.)

(Fotografija U. S. Naval Historical Center # NH 97088.)

Osebje mornarice zaokrožuje osem mesecev na UNC Advance Camp. John J. Lukasik, glavni jeoman, USN, prečrta 10. marec 1952 na koledarju v šotoru za mornariško upravo v baznem taborišču. Ta datum označuje konec osmega meseca od začetka konferenc o vojaškem premirju. Ob koledarju lahko vidimo mape, ki vsebujejo celoten zapis konferenc od njihovega začetka 10. julija 1951. Načelnik Lukasik je od začetka konferenc priključen mornariškemu kontingentu v UNC Advance Camp. Je glavni častnik, zadolžen za reprodukcijo in distribucijo prepisov zapisnikov.

(Fotografija U. S. Naval Historical Center # NH 97164.)

Nasekavanje tajske fregate Prasae, januar 1951. & quotThorin, D.W., APC, se pripravlja na vzlet s svojim helikopterjem z drugo tovornjako preživelih iz tajske korvete HMTS Prasae, ki je nasedla med slepo snežno nevihto ob obali Koreje. Drugi člani helikopterjev stražijo, saj je bilo reševanje prizadeto za sovražnikovimi črtami. & Quot (Citirano po prvotnem napisu) Fotografija je datirana 16. januarja 1951, vendar je bila posneta nekaj dni prej. Prasae se je 7. januarja 1951 nasedel na severnokorejski obali in bil uničen, potem ko so bili poskusi, da bi jo izvlekli, neuspešni. Helikopter je Sikorski HO3S-1 eskadrile HU-1. Moški, ki varujejo reševalno operacijo, so oboroženi z avtomatskimi puškami M-3.

(Fotografija U. S. Naval Historical Center # NH 73293.)

Navy Recruiting Office, okrog leta 1914. Dva glavna podčastnika in še en mornar v službi za novačenje, verjetno na območju New Yorka, okoli leta 1914. Koledarji na steni so za februar in april 1914.

(Fotografija U. S. Naval Historical Center # NH 97007.)

USS Princeton (CV-37). Topnik Mate drugega razreda W.F. Patton odda signal & quotOK & quot po pregledu enega od ladijskih 5 & quot/38 dvojnih nosilcev pištole, ko se pripravlja na vrnitev v službo s pacifiške rezervne flote. Na krovu v bližini sta poveljnik C.S. Judson, Jr. (levo) in Mate LW načelnika topnika Brugler. Vsi trije moški so služili v Princetonovem orožarskem oddelku pred njeno razgradnjo leta 1949. Fotografijo je 1. avgusta 1950 izdal štab 13. pomorskega okrožja v Seattlu v Washingtonu.

(Fotografija U. S. Naval Historical Center # NH 53182.)

Navy Department, Washington, D.C. Mornarica in civilno osebje v pisarni v zgradbah glavne mornarice ali streliva, 1918. Upoštevajte več Yeoman (F) med prisotnimi ženskami in (moški) načelnik Yeoman spodaj levo.

(Fotografija U. S. Naval Historical Center # NH 95082.)

Yeomen (F), ameriške rezervne sile mornarice. Novi vpisniki se leta 1917 usposobijo za telegrafijo pri pomorskem centru za usposabljanje na morju v Velikih jezerih v Illinoisu. Nekatere od teh žensk so v uniformah, druge pa še vedno nosijo civilno obleko.

(Fotografija U. S. Naval Historical Center # NH 52950.)

Načelnik Yeoman (F) McBride. Verjetno posneto med parado posojila Victory Liberty v New Yorku, maja 1919.

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

Lovnik Grumman F4F-3 se vzdržuje na hangarski palubi USS Enterprise (CV-6), 28. oktobra 1941. Na letalu so oznake borilne eskadrilje tri (VF-3), vključno z oznakami & quotFelix the Cat & quot; pod vetrobranskim steklom pilotske kabine. Del glavnega častnika v ospredju ima številko 3973 in je verjetno številka urada tega letala (# 3973 je bil Bu# F4F-3).

Upoštevajte letalske propelerje, ki so shranjeni v hangarju nad glavo.

(Fotografija U. S. Naval Historical Center # NH 82712.)

USS Macon (ZRS-5). Pogled na pomožno kontrolno postajo zračne ladje, ki se nahaja v spodnji navpični plavuti, okoli 1933-1935. [Opomba Glavni podčastnik na levi.]

(Fotografija U. S. Naval Historical Center # NH 90493.)

USS Colorado (BB-45). Glavni podčastniki preučujejo knjige o & quot; upravljanju osebja & quot; v bojni ladji & quot;

(Fotografija U. S. Naval Historical Center # NH 102847.)

Glavni specialist Robert William (& quotBob & quot) Feller. Pri 40 mm štirikratnem nosilcu protiletalske pištole, verjetno na krovu USS Alabama (BB-60) konec leta 1942 ali v začetku leta 1943. Prvotni napis (izdan 5. marca 1943) se glasi: & quotGUN CAPTAIN FELLER-Bob Feller, eden najboljših baseball pitchers of the era, je danes vse pripravljeno za drugačno vrsto pitchinga. Kot glavni specialist je poveljnik 40 -milimetrske pištole na eni od novih bojnih ladij strica Sama. Nekdanji ameriški ligaš se je pridružil ameriški mornarici kot inštruktor telesne vzgoje, kasneje pa se je prijavil na šolo strelcev. Kasneje so ga dodelili na morje in tukaj je - nasmejan in vse - poleg pištol v hladnem zimskem dnevu. & Quot

(Fotografija U. S. Naval Historical Center # 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 Kalifornija (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]

Druga svetovna vojna [uredi | uredi vir]

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). The 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 | uredi vir]

After the war, Rivero commanded the USS William C. Lawe (DD-763) and during the Korean War the USS Plemeniti (APA-218). Under his command, the Plemeniti steamed to Korea to participate in the September Inchon amphibious assault. Thereafter, the Plemeniti assisted in the transport of U.S. and foreign troops and equipment to and from the Korean combat zone. In July 1953, the Plemeniti 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 | uredi vir]

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 | uredi vir]

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 | uredi vir]

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.

Potem, 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. Rekel je:
"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.

Potem, 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.

Potem, 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 of the World War 1 Era

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 Honour (and link to despatches, casualties, awards) Jutland 31 May 1916. Sold 19.3.48, BU Arnott Young, Cairnryan. (British Warships 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)

British Isles Bases - Selected Charts

British Naval Bases Worldwide - Selected Charts

1. Latitude/longitude, including for days in port, show representative decimal positions for each day, as calculated by the Old Weather project's analysis program. As such, they differ by varying amounts from the positions recorded, usually at noon, in the log pages. In addition, some latitudes/longitudes have been amended in edited logs for errors in the logs, for errors in identifying locations by the analysis program, or simply for greater accuracy. In all cases, refer to the log-page scans for the positions as originally recorded. Not all log pages contain this information and the ships' positions have therefore often been estimated.

2. Full account of any day is available by clicking on the link above that day. Groups of links refer to log book covers and introductory information some may be blank.

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 tukaj in tukaj.

THE VOYAGES OF HMS VALIANT 1920-1921

(Maps prepared using Journey Plotter, developed by Maikel. The Plots can only be approximate. They are made by joining-up positions on successive days, and sometimes positions are not given. There will therefore be occasions when the ship appears to have travelled overland)

LOGS FOR FEBRUARY 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.


Poglej si posnetek: Cruiser Bow Ripped Off By Typhoon 1945 Newsreel (Julij 2022).


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