., ..

U.S. S. j,'1'l'!ET .. "J1 ( CV-36) c/o Fleet Post Office

San Francisco, California

CC>r:1FIDEFTIA1}' · SECURITY ll~FOPJiATION

From: To: Via:

Cor.mJa.nding Officer, U .S.S. ANTIETAlf (CV-36) Chief of Naval Operations (1) Cor.ll-na.nder Carrier Division ONE (2) Co!Th-nan ~er Task Force SEVEHTY SEVE:T (3) Conunander s~·TF Fleet (4) Commander :laval Forces, FAR :s;;.ST (5) Co~~nder-in-Chief, U.S. Pacific Fleet

CV36;iQ Al6-13 Ser: ~:6~\ 17 November 1951

Subj: Action Report for the period 15 October tbrou:;h 16 November 1951

Hef: (a) OpUav Instruction 3480.4 dtd 1 July 1951

Encl: (1) Conunarder Carrj er l\ir Group FITI.'EE.:~ 1 tr of 17 November 1951 f (~~ ' 1. The Action Report for tre period 15 October 1951 throttgh 16 November 1951 is hereby submitted in accordance ,,nth re:'erence (a).

The U. ~. S. "l.?TIET"'J'T arrived at Yokosuka, Japan at 1400! on 4 October 1951. The period 4 - 11 October was spent at anchor in Yoko­suka F.arbor and was devoted to voyage reoairs, restricte~. availabj.1ity, and conferences with personnel fro!'l the U.S.S. BOXER (CV-21). ·•t 10001 on 11 October 1951 the u .. s.s. A!~'lTST"\11 cot underway for tbe operating area to join Task Force S:SV:.:'TY SEVEN. in accordance with C'lF-77 Confidentio.l c'ispatch 082216Z. The U.E'>.S. SFELTOH (!}D-790) nccompe.nied the ship in order that refresher air operations could be conducted enroute. 'lbe ship joined the Tc.sk Force .~.t 0600! on 15 October in the Operr.ting .1~re,.,_ nortr the 38th P'='rn.llel no!."..r tbe east co2.st of Korcr:t. Tbe Task Force we.s coTJ'I.nanded by n.1m~ J.J. CL.\RK in the u.s.s. ·BOP FOI'1-'E 11.ICV .. 1RD (CV-31), and opernted under To.sk Force 77 Operation Order 22-51 (Revised) dc.ted 7 October 1951. It wn.s cor•lposod of the U.S.S. :30!1 FOifiE !liCr-~tt.D (CV-il), U.S.S. ':i'.SSH:X (CV-9), 'S.S.S. /EvJ F:tS?Y (BB-62), U. S.S. FELP.Ll, (CA-75), :::.na otl->er scrcenine t,ni ts. .'dr Group FI.~"~:rc' wc.s emb<-.rkod in .the U.S.S. ~.~~TIV:'j\\11. .: .. ftor 31 dnys 0f opcro.tions, the srip de::;arted F'or Yokosuk::: for a p::::ri'Jd of mo.intenrtnce ind upkoep, leavin2· the :1ction nre:.t on 14 Nove::1ber 1951.

r

DECLASSlFl ED The l-1i.ssion of Task Force 77 was as follows :

(1) Conduct air op8rations from an operating are~ off the coast of Korea. to provide close air support of friendly tre.op oper~tions, interdiction of enemy routes of movement ~nd supply, and ':!.rmed reconnaisstmce of enemy inst.:~.11c.tions :"!.nd lines of corm.nunications.

(2) Provide '1ir cover for replenishment ships .l.nd 0ther friendly n2,v.::1.l surf'"'.ce forces when nocess:.ry.

(3) Protect the force 1-r:;ainst :21.ir, surface, cmd subs1.1rf·:!CO '1 ttacks.

(4) Provide air spot to bomb':'..rdm.ant :':''1rccs Hhen directed.

(5) Conduct photo and visu1.1 reconn:dss::>.nco 1.s required.

(6) Coordin.1.te -='.ir opor:1tbns ui t:b the 5th Air Force throur;:h JOC, Koren.

(7) Exch::..neo intel1i?:ence informe.tion with friendly nC'.v:'J. forces ::mg':!.ged in surf::.ce interdiction opor?.ti)ns on tho er:st coMt of Kore'l.

The Collllnc'l.ndin~; O .. ficor of Cc..rri.:;r .~ir Group 15 is CDR R. B. F.~P..H.TI'G­TOH, USH with the fo11 ,,,rinc; com"'lemont of pilots :'..nd number l")f D.ircr1.ft at the beginnin€ of flight ope:r-;_tj.0ns on 11 Oct·:)ber 1951.

SQu,·~DRON ~,TQ. OF PILOTS }TO. & TYPE OF ~"...RCR..i.FT

VF-713 26 17 F4U-4 VF-831 22 16 F9F-2B VF-837 23 16 F9F-2B v.~-728 27 7 _\.D-4, 9 .;D-4L

2 ."ill-4Q. VC-3 6 4 F4U-5!JL VC-11 5 3 ~ill4W VC-35 6 4 .ill-4NL VC-61 4 3 F9F-2P C1G-15 8 -- ---EU-1 2 1 HOJS

P-;_rticul:'l.rs cr:mccrninc loss of ~iiprl.ft ttro given in cnclost1ro (1).

PART II

CFDONOLQ~!C~~ 11IW~R 0{ EVf:TTS

10/11/51 - Tho U.S.S • ..'.l'TIPT"Ui (CV-36) in company with the u.s.s. S:'ELTON (DD-790) sorti'Jd from Yokosuka --.t lOOOI nfter mving been de-1nyed four hours bjr dense f'":!;;. Refresher c.ir opor?.tirms '"ere begun nt 1530! and secured at 1730!. 27 Sorties were flown of which 7 were jet cmd 20 prop. At 17.301 the ship began to secure to typh0on RUTH ,~nd he.J.ded for the Ser>. of Japan.

-2-

•

DECLASSlFlED a 16/1' ., -13

10/12/51 - St~aming in comp1.ny with U.S.S. Srt:L'J'()lT (DD-790) hcn.ding for Sea of Jrqxm to nvoid typbcnn RFTF. ?·10 --.ir npcr'l.ti::ms. Inclement ... m-:.ther.

10/13/51 - Refresh..;r <tir o:rcro.ti 'JUS in Tsushim'l. Str'l.i ts ·•rer.. bcg"..;-l 'l.t 0800! :-.nd secured n.t 1400! dl.!e to inclement we!'.thor. 56 s0rtios wore flown 'Jf Hhich 18 \roro jet c.nd 38 prop. U.S.S. EVFRSnL..-:: (J:9 789) j!inod ·'l.t 18451.

10/14/51 - Sto.'1ming in comp·my \-Ii th EVF.RSOLZ ~nd SFELTOU on c0ursc:s to c.void typhoon RUTF. Inclement wc·1.thcr J.ll d:'ly. Ho nir opJr".ti0ns. • .. ~ firinc~ scheduled w::.s c'l.ncclled.

10/15/51 - Rcndozvuusec1 wj.th TF-77 n.t 0600!. Bog·:m '1ir opor::.tions 'lt 1215!. Flow 14 jots :md 21 prop s0rtios on C~l.P, -:.rmod rcccn, .·.nd rail­road interdiction strikes.

10/16/51 - Bcf':.an Air 0pcr".tions c.t 04301 c:cnd C•)ntinucd until 1645!. 74 sorties were n-,,.m of which 24 vJoro jets ~.nd 5.0 were props. Cl\.P .:l.SP, nrmod rocc,, pr·0tn rocco, 1\nd r:::dlr...,:-.1 intordicti:)n strikes troro flown.

10/17/51 - Rop1cnisbm<:mt chy. -L~ firing in o.fternoon. The lT. S. S. BOl; PO:::~:E r:.ICF . .":.RD (CV-31) dopr..rtod during t.bo night. P10l.r .:i.dmir:-.cl J')}~J PFRH.Y, Com.C.l.rDiv 0~1E, relieved Ror.r L.dJnirl.l J.J. CL.·~n:~ ns CTF-77.

10/18/51 - M:1rnint; flig;l:t oper1.ti"'ns wor..:: dol-:tyod until 10301 bcc~.uso of f~g :::tnd ."l.ftcrn::-~)n ope:r'"ltil'"'l:s were secured 'lt 15151 duo t? ponr ,_,m~.tb.or

OVGr t,l.rgot ·;troc:t. 16 jet s"'rtLs "l.nd 27 pr~p sorties Hero fls'm ·)n CAF, .. ~sP, r:rnod rocco, l'k:ViJ.l Gunfire spJt, r'.nr'l. r1.ilr )::',d strilws.

10/19/51 - 18-unched 10 jot :--.11d 14 pr0p s-::rtios. Hoccthor "vor K"'rcn p...,or r1.nd n.ir ()por.'l.ti")DS were secured n.t 1115!. Rondozv-,use(l, with replonisbmont gr')up -l.t 14001 nnd spent. rcr.nindor ·"'!f d::-.Y r.:ml..:;nishing.

10/20/51 - B:\d wc.r:.tbor ""lvcr f•rco .::r:d tr!.!'r;ot are':'. r<:Jstrictcd flight oper".tions t() 7 jet n.nd 26 Pr"P S0rt.ios. Flo"; c:~p~ -~SF, ·".n(~. strikes.

10/21/51 - Flow 31 jot ".nd 47 prop S')rties on c.~?, . .'-SP, ,'J.rT•10d ::-.nd plnto rucc:), ~';GF, .':'..nd r":..ilr>;,d strikes. LT ..... s. IC~L: ... s, VC-61 Ph")to pil ,t, ~·t:<.s

hit by ·'-"• during n ph0t0 run. P:l:mo w-:ts b"cdl~r shJt up but :::d.l)t m::.de n snccossf'ul l:mC:.inc ~t K-18. LT IC~L ~S ur.s ,,. . .,undr.:d in lo!t thirh. lhde 19,000th ln.nding.

10/22/51 - Flolt 33 jot r·.nd 45 pr'JP sorties. 2 F9F' s landed nt K-14, 1·:--w on fuel. 1 ~ill-4~1 mn.do c. lr:J.tcr l,·mding n.t 2030I nh0r1.d 0f ship duo to 0<1(dne failure c.fter t:;.king '1UE: '1-TnVc 0ff. •i1l three occup-".nt.s rescued by plnnc 7,u:-.rd d.:3str':ly3r.

-3-

10/23/51 - Replenisl'l.mcnt dny. P0"r wo:.thcr f0rcod ctlnccll:-.ti-,n ..,f scheduled J.Li.l. pr--.ctice.

10/24/51 - Flow 75 sorties 0f ,t~hich 34 wore jots :-.nd .4~ were pr·ops. In ~dd:i.ti •n, reccwcred 2 F9F' s :'.nd 2 "J)' s fr..,m K-3 which h'ld been thoro for h,.,ok tr..,u1)le, ?;.nd 2 F9F' s fr-,I!l K-14 t.rhich bnd lc.ndcd thoro short nf fuel.

10/25/51 - Flew 73 SCJrtios of '1-ihich 34 wore jots 2-nd 39 Here props. LTJG L. vl. DOP.S::Y, USlrn, di tchod his F4U in vhns::>.n R.'lrb..,r due t0 cngin9 ml­functi·:ming c::used by enemy sm1.ll :crms fire, ·:mel W:'.s rcscuec1

. by the heli­copter fr)I'l the tr.s.s. EELKH, (cA-75)

10/26/51 - Fle1t1 75 s0rtics '"lf vThich 34 t.rero jets :.nd 41 Here pr>ps. l:lissi·ms c-:msistcd of CAP, .~SP, 0..rmcd c.nd ph:'t' rccc..,, EGF spnt, ~.nd rc.ilr·o'1.d interdicti ,.,n strikes.

10/27/51 - Replenishrllent dny.

10/28/51 - Flow 39 jet ['.nd 48 pr0p s0rtios for o. tot:-.1 ..,f 87. Flew first clasc 1.ir supp"rt missi >ns in ~'tddi tbn tr) tho usu-..1 0ffonsive o.nd defensive r.rl.ssicT,1S.

10/29/51 - Flew 43 jet -'l.nd 37 prop s0rtics f..,r n t~"~t:J.l . ...,f 80 'm C..\.S, C:I.P, .i.SP, o.rmcd nnd ph-:-lto rccc0, FG'!T, c,nd r~ilr)nQ strikes.

10/30/51 - Flow 90 s0rties ':lf which 43 t.,rere 5et nnd 47 'vcre pr0p. LTJG R.E. KIU.KER, VC-3, cr~shed wor p-:-rt side 0n ni2·ht l".nding. Pil"lt rt:scued b~r U.S. S. EV3RSlLF ui th no injuries.

10/31/51 - Roplcnishl'lont dc.y. Rc::-.r Admir:;l J. J. CL;·.ill<, USE in BOiJ EO:tvll.I: ru:c:H .. .'.PJ) relieved Re:-!.r .\d.mir':Q J. PERRY .:;s CTF-77.

11/l./51 - Po·='r \-ror\ther 'lVcr t."'.r~:ct ~rc"'. limited opcr:::.tbns t" 52 sorties; 23 jet nnd 29 prop.

11/2/51 - Po·)r wonthcr over tc.r.gct c.ren. limitod opcr.'lti..,ns to ~8 sorties. Ltmded 1 F4U 'lnd 2 F9F•s frn!:J. BO:iJ EQl.'!t1E RICK~RD 1trith engine tr-:)Uble.

11/3/51 - Flew 72 s0rtics; 29 jets ".nd 43 pr,.,ps.

11/4/51 - Toda.y ~m.s tho .LTTIET.i' ... l-:'s red letter da.y. On tho pre-dr..wn ln:unch a.t 0500! n. bridle broke on the p()rt c:1t~pult ."'.nd LT,TG H.K. DONAFOE, VC-35 in an AD-~11, cr;J.shcd int.') the w1.tor. illl three 'lccup::.nts 0f the pb.ne were rL:scued ~"'lh:trned by tho U.S.S. UI-TLl·L.Um {DD-687). Then a.t 0945! LT GEORGE S. BR.:~n:~'LliD, tJSIJR, !Jf VF-837 m.o.de r. n'lrm.:-.1 n,ppronch to tho ship in his F9F but ronde a hn.rd 1-?.nding. T'nc pl"'.no bnuD.ccd wi th,.,ut cngll[ing a wire -:-.nd the pilr;t pushed 'lVcr to get d:n-m t·> tho deck -,_gain, landing n0se wheel first. The nose tire blew irL:~ec1ir:.tely and tho n')sc wheol began t0 disintegra.tc f'.t once. The pl.:'.nc '.,rent tl'>..r.,ugh all Dflvis br.rricrs with­out c.ctunting tbcn l.nd ccmtinucd "l1 up the dock cr.:::.sbing int.-, the pc:.rkod planes fr-.rt.rc..rd. Tbe pilot n.nd a. deck crC\.rn::m '.mrc killed inst:1ntly. Tw:> 'ither crew menbers died 1ntcr in tho d".y. One pil..,t received serinus in­juries "'.nd nine cretmcn lesser injuries. T:b..rce F9Fs recoivGd strike dc~nP.ge$ 1 F9:r, 2 ·ills, ".nd 1 F4U received :r:.inor dJ.El<''.g-c. F:li~.ht opor,., ... tbns :'0r ro­n·un~ng p~rt .-,-r day cr.ncel1Gd. J:i1eu 18 jet J.nd 27 pr"'P 0ffc:1sivo :.nd de­fensive sc:>rtics f..,r :1. t'"~tal 0f 45.

-4-

--DECLASSIFIED'

11/5/51 - Roplonishnont day.

CV36/l~ e ,.6-13

11/6/51 - 1nclenont \.JOJ.tl<cr ':lvcr fcirce md ta.rrrot c.ro0. f">rccd c::mcoll::1.ti')n of ::-,11 flie:hts.

11/7/51 - Continued po,')r wo'lthor cnncclJ.cd fliebt r:lp8rJ.ti 1ns. F0rce renc~ozv0usod with replenishnont r:;r0up a.t 07001 and dov;tcd the m"lrning to ro!Jlcnishing.

11/8/51 - Flew 79 S'1rties on jot C..'.P, -:trmed 1.ncl ph0tn rocc0, "'l.nd r':'.il­ro':'.d intordicti...,n strikes. .~t 13201, LT.JG E. G. "l)IDFLL1 US:JR, VF-713, di tchod his plano in ~hnsm'l F1.rb0r C'l.fter baing hit b~r ...... fire. Pil "lt \oT"..S rescued by rclicopter from USS TOLFOO.

11/9/51 - Fiew7_7."'s;rtios •. CD~ Dr1.vid !L.RKS, C·::munn.nding Officer "f VC-35, no.de the 2o,oootb lo.ndine o.t n~ght.

11/10/51 - Flow 76 snrties. Gonornl P..1DGE1•T.i~Y visited T".sk Force during the day and 'ibscrvud r>.ir npcrati"ns fr·>n tho U .S.S. BON F'JlfLE RICF\RD (cv-;n: l'.i::>.rino Deto.cru!'.ont colobrc.tcd the 176th birthcb.y '1f lhrino Corps by n special dr::.;ss p:.r".c1e on the flight deck .'J.t 1600.

11/11/51 - Replonishrrlcnt d'ly.

11/12/51 - Inclement won.thor over the T:tsk Force held nir ':1por~.ti ms t-'1 '!nly 10 S'1rtios dcv'1tcc: t'! •. SF, C.'.?~ -.nd niGht hockl,c;rs. ·•t 05001, LTJG L. O. 1·L~RF1ELD, US:-'R, VC-3, cr'lshcd into tho w,:•.:or after n n0r:-.nl c'1tG.pul t sh'Jt fr-:>1'1 the p0rt cc.tc.pul t. C::'.uso unkn 'wn~ Pil-)t rescued U..."1hr:.r!'1ed by V.S.S. BOYD (DD-754)

11/13/51 - Flow 69 sorties rm night heckler, .\SP, c:l.P, :7GF A-nd r-:.ilr:'c.d intorclicti:m. Fired .\ .. ::.. :Jr':'.ctico in J.ftorn~·•n.

11/1.4/51 - Fl0\.J 67 S0rtios 0n tbc USU::'-1 'lffc:nsive ::end r~ofo::sivo r:-.fssions. Conr1_ucted ~-.. ~, pr:1ctice. ;\t a.b:'ut 14001 tho U.S.S. ESSEX (CV-9) rondozv')uscd wi t:r the Task Fr:>rco "lnd 'lt r~b'"1ut 14201 the .:~.ntiot::tll with D:_sDiv 172 loss t:SS SE1FLDS w~s dotnchod t'J pr')CCot1. t" Y;k)su.k::. f1r yn.rd n.v;.il::bili ty. ut nb~ut 1530! the t1.sk ol;:;n;::mt rcnctezv--:>usorl. with the roplonish.,cnt gr')up n.nd t";J!JCd ,ff with fuel a.nd 'rdn1.ncc.

11/15/51 - Enr,utc to Y')kosulm. :~t :tb':lut 14301 roniczY,usod with C'lBCruDiv 3 in tho U.S.S. TOIYDO (C:..-133) wh0 a.sst'.c'"'lcd tncticn.l corrr1::'.nd ,,f the tr:tsk o1cncnt. Scheduled .i....'. sleeve fjring '1nd Z-3-G exorcise wore c;,ncoJlc/' .. :luc tf') inclemc·nt wo:".thcr.

11/16/51 - Enr"ute Yok0sukc.. "\b,ut lOOOI cr:>nductod. :'..:.'. sleeve firing pre.ctice. F1ur :1ircr1.ft were l."'.unchocl 'lt l100I f0r .>.tsucd. The sril"l mo)rod c.t Piedmont Pi~~r, Yok0sukn tr~.v-cl B.'lsc a.t 16131. ·-

-5-

I DATE

Oct 11 12 13 14 15 I

16 j

11 I 18 I 19 I 20 i

~I I

24 I 25 \ 26 I 21 1 28 l 29 ! 30 I 31

Nov; I ~ I 6 7 8 9

~I 12 I 13 14 15 16

I TOTALS: I ' I I

!631 1 413 I 69

* NJt included im t0tals~

1--1--1--i--1--1-- -- --

2 114 ~ --.--12 fl-5 ~ - - I- -

27* 56* ......

35 74 ... -43 24 33 78 78

75 73 75

87 80 90

52 28 72 45

77 77 76 ~-~6-~_,:*_,1::

2 1- - ~ - - - - 10 4- ~2 ~ ' - - f - - 69 4. ~2 ~ - _,_ - 67

--~-~---_ -_- ----~--1- - 1- - - - - -

i 68 j203j 34

1 i

59* !25* I 1418 -------~--·---·---. ---···

Total prop s0rties : _,..:;8~0:::,2 __ _ Total Jet s0rtios: 616

TOTAL SORTI~S: 1418

-6-

A.

DECLASSlFIED CV36/10 e __.13

P~\RT III -PERFOrur.HCE OF ORDN.:JICE l·LTBIU.\1 ;].ill EQUIH-P.:~T

Atli!lllnition E~enditure C.viation)

100 #G.P. BJI!lb 2,312 5" R'Jcket lbt0rs 250 #G.P. &mb 1,952 5n R>cket He::cds 260 #G.P. Bamb 528 6~ 511 Hocket He0.ds 500 #G.P. B.,mb 439 3.25 11 R:1cket H0t•rs 1000 /IG.P. Blmb 622 3.25 11 R0cket Hends 2000 #G.P. Blmb 100 F1:.1res, 11K 6-4

Clus+er 89

1,646 1,395

176 147 147

66 67 100 fi IncondiA.ry Drift Signale, }0C 6-2

.ti B 5 Mine, HK 24 (thru damage) 1 3 50 ;, Depth or.-:.b Type 1-5,520# Nn:pn1<:'1 'I'hickenor, 50 0'3.1. inc. 126,280 rds

Nn.lYl.lm T:J.nks 112 50 C!il .iPI . 126,280 n

Xylon•l 50 G".lS. 50 Cal APIT 67,140 II

20 l~N inc. 49,840 " 20 MM !'E:.I 49,840 " 20 bl1 .i?T 21,4:20 II

Bl ~'lUni ti.:::m Expel}:;ii turc (Shir - f'1r trainin~ .. )

C. Comment on performance of ordnance material and equipment.

1. Aviation \j&: •

Nap:llm thickener-Typ~ I has in mn.ny cases been found to be unsatis- ',<;:,, factory for ~1se. Nost of the unsatisfactory thickener was me.nufactured · ' by the Chicago Pu.,_verizer Co., h0wever, a small part of the thickener made by the :Ei'erro Enamel Corporation i·.ms also unsatisfactory. In most cases. thici::ener mrtde by the Ferro Enamel Corporation was in excellent condi U.on" ~ere shocld be some system devised for detection of damp s.nd lu:.11py Napalm T..dckencr, or it should be thoroughly screened before being issued to ai~craft carriers.

No difficulty 'Wtl.S experienced 1Ji th the VT Fuzes T90 and T91. In addition to the regular arming wire :.1nd jmap-out pin, e second arming wire was attached ·:-.o the sway brace md led through the arming s:J.fety plate, and then through the second hole in the additional jumP-oUt pin (2 pins used). This eliDnateJ the poesibility pf arming the fuzes while the bomb remained on the ~ircraft. In the case of the VT Fuze T90, the snfety pin lYtd to h:we an additional hole drilled due to the thickness of the fuze ring.

Aviation Ord~ancemen are a critic~l rate ~nd the allowance of personnel av'J.ilable for the ~.J-3-0 Division should be increased to 100 men prior to deployment. This increase is necessary to operate on a two-shift basis, as is requ~red in the type of opero.:i:.ions this ship is performing.

The MK-10 type suspension bttnd used on the 2000(f G.P. Bomb bc:s proved to be very s'J.tisf:cctory and is very easy to install. For carrier work, where time is critical, the MK-10 is highly recommended, however a grout advantage and time saver would be gained if the magazine stowage space would accoramodate tho 2000~~P. bomb with the

-~ ~

CV36/10 e 16-13

suspension'· band installed prior to stowage.

The present typo bomb skid in use should have several undesirable

fe?.turcs j_mproved, or a r~ew skid should bo devised. Tho bomb skids arc

onsily ovcr'lfurncd when c:'.rrying a llk'Udmum load of 260l1 Frag or 250·# G. P.

Bombs. ~1ov1ng bombs from tho fo~ . .,rnrd pc.rt of tho flight deck, to the after

part of the flight dock, over arresting gear cables or cross-deck pendants

is a very difficult and tiresome task which literally saps tbe strength of

the personnel involved.

Tho No. 3 (upstage) Bomb :!::levator is inc.doqua.tc due to it's limitE::d

cap1.ci ty~ location and srrr=:ll size. In order to be nble to nrm a "strike"

in a limited amount of time, bombs must be pushed (including 2000~1 G.P.

bombs) from tho after Bomb-Arming stntion on the third deck frn.'1le 150, v!hore

a 2000P G.P. stowaze is located, to No. 2 (upstage) Bomb Elevator (Freno 83),

to be sent to the FliGht Deck. It is roconnonded that No. 3 (upstar.;e) be

incrcc.sed in size r:nd c~p11.city at the next overhaul period, in order th-~.t it

will acconmoda.tc 20~

Thrc0-hundred napalm tanks, MK-77 were issued to this ship upon de­

ployment to tho Korean Area. Stowage aboard ship was provided in tho hnngar

deck 0vor:b.c'ld in 'Jriginr:tl crat3s. Forty \.Joro stowed in whnt 1-JI'.S forncrly

20 MH gun tubs forward on tho port .side. Tho MK-77 Napalm Tanks have proven

satisf11ctory except th:::.t they are ~r'1gilc when assembled and nust bo handled

tii th extreme care to prevent .:o.kin.:s at joints due to buckling or denting.

A few of tho ignitor cuvi tic on tho No. palm Tllnk b?.d to have burrs rcr,ovcd

by filing before :;.n igni to could be inserted. Tho HK-77 tank \rbcn jet­

tisoned from the flight dock, readily falls apo.rt ~nd this is ~ very de­

sirable dis~Qsal feature. Tho MK-8 universal Bonb Foisting B?.nd has proved

satisfactory for hoisting the N:-~pnln Tank MK-77.

It w1.s fcmnd thr-.t to a ccrtr'.in degree, sane stnckpiling of Ordnance

on tbo Flight Dock, forw1rd of the isln.nd structure ::cnd No. 51 511 Gun Mm.mt

wc.s nbsolu:':oly necossnry if :olanos vroro to be crmplotcly re-nrned ·(or closely

scheduled strikes, ·,rhich nllow only n ninirrun ".nount of time f0r ro-r.'..r!Y'.ing

vTi th B0mbs and Rockets before nJrm".l wrt!'!:l-up pri0r to tho next l~.unch. Duo

to periodic -:m.C connan !'1nlfuncti0ning of Bo:!!b Elevator liJY~i t swi tcbes re­

quiring olectricnl repairs nnd cons~·ant attention by the shipi s olcctrici".ns,

nnd .".lso duo to the limi tod capn.ci ty nnd sn'lll size 0f No. 3 upstage Bomb

Elcw:2t0r, some stockpiling c~:m.'Ylot be totally avoid,Jd if r..ircrc.ft c.rc to be

fully a.rmed, 1.nd launched on time.

All fuzing of Bol'lbs was pcrfornod by the squc.dr::Jns ')n tho Flight Dock,

with the excertirm 0f Rockot Fuzing, which W'l.S rerfortt'lod )n tho third deck,

in nccordanco with Tnsk Force 77 Instructi0ns.

ot.CLf\SS\F\EO

P.i~RT IV

Bel TTLE DAl'-1..:\GE

A. D::.nr1.ge to ship

1. None

B. Loss and nQmage of aircraft.

1. See enclosure (1).

C. Qf.mage j_nflicted on t£!£ enemy.

1. See enclosure (1).

P:l.RT V

CVJ6/10 e tJ-13

PERSONNEL PEHFORMANCE AND CASU.'\.LTIES

A. Perfoi'!!l.ance

1. Performance ~f duty and morale has been excellent.

B. £~~".lties

1. There were no personnel cas~1.l ties suffered by ship's company pors'Jnnel as [1. rcsul t of eneny action.

2. The plane crash on the flight deck on 4 November 1951 resulted in the following casualties to ship 1s company. G.r.s\k'\lties to Air Group personnel are reported in Enclosure (1).

Service No.

ARNESON, W. D. AA USN 299 30 37 Fracture, sinnle, right radius ~nd ulna.

BElilFETT, R. S. AN USN 323 87 73 Contusi"Jn, hip !"'.nd left leg.

KELLEY, L. C. A:S..'\.N USNR 260 62 30 Contusion, loft thigh muscles

LIGHT, T.L. AN USN 426 12 23 Amputated, traumatic, distal phalanx, right big toe

ROSPRIM, F.A. AN USN 334 38 53 Fracture, compound, loft fibula, with artery and nerve involvement •

WHITVlORTH, S.C. Contusion, head.

. AN USN 211 44 10

-9-

OFFICERS ENLISTED TOTAL

A. .t"..Irt DEP.~.h"lTMENT

1, !fl.~ Deck

D&\D

1 3 4

INJUHED

1 9

10

PART VI

GEIIJER'"\L COMMENTS

~ 2

12 14

Oporati~ns with thirty five (35) jet ~ircrnft aboard poses many a,j_rcraft spotting and Pln.intonance pr0blor1s when jot launches "lrc s:a~ll. It is believed tbc.t the number of missions presently scheduled coUld be !!let nenrly as well if only a twonty-f)ur (24) plane sqoodron 'lnd three {J) photo planes were abo~rd.

Jot blast deflectors have worked very well and are considered a necessity for efficient handling of jots• Bl2st dangers t~ personnel are considor.g.bly reduced (lnd dud 11ircraft C·?.n be handled safer and more oxpediti:Jusly with their usoo

Jet CAP is ahm.ys l;.unched first n.nd ste.ndby is spotted just for­wr.trcl ·:>f dcckodgo elevntor in order t<""~ f."'.cili t::.tc rondezv0us nf c.~P in c::cse 0f 'l dud. The GAP standby is usunlly briefed for another type flight in order to pr(wido an c.ddi tional str~ndby if needed.

Tho split sp0t f')r propeller nircrnft hr.s been used exclusively with twn r:~ws of .\Drs on port side r..nd two r0ws ·:Jf F4U 1s on starb:ard side spotted aft for deck ln.tmch. H--,wevor, ;,.rf th tho l11.rge number of aircr:1.ft 'lbortrd :: t w1.s f<""~und necessary b sp;t .t:..Dr s ~.ft ·)f F4U' s in :Jrdor to pr,widc r.J.:>rc deck run f0r the six "'.nd seven th0usnnd pound loo.ds of tho .J)r s.

It is nccess:::.ry to spread the AD wings in order t0 load wing st:J.ti'ns. This is acco:1plishod n.t night f0r the initial l1.unchos, but subsequvntly !!lust be 'lcC•)r.J.plished when tnxiine; nircr!lft f:Jrward after a launch 0r when spotting then f0rw~rd ~fter a rocov0ry.

It Wl.S found noccss!'l.ry t·') ren')ve the governors fran nll tr'lctcJrs in order tD cut dJwn resp..-1tting tine. No ndvorse tr.:1ctor mnintennnco pr0bloY1S have been encountered ar result of this mo"lsure.

Jet nose wheel tiller bnrs that cnn rof:l .. nin on the :"l.ircr:'1.ft while it is being taxied are highly desirable. Such tiller b1.rs would f:1Zkc it ensior t0 t~i aircrnft at sl0w speeds and expedite n'lndling at the catnpult spot.

-10-

Of ClASSIFIED 2. Hangar Deck

The handling of large nunbers of jet aircraft on the hangar deck has posed nany problems. The e~tire area of bay one h~s been used for n.~in­taininc and servicing jet aircraft and nunber one ele~ator is selden used. ~hny minor aircraft handling accidents have resulted from the close spot required, c.nd the close tolerance of clearance of jet wing tip tenks 1.rith the overhead.

Tho non-skid deck treads installed as a ship alteration on the hangar deck has proved very satisfactory, although it is recoMnended that only the area from the center line to port be covered in order to facilitate nove­nents of heavy cargo sleds during replenishr:1ent~

3. Qatapult~.

The C~tauult engines have required only routine nnintenance ~:> keep th~ functioning properly. However, it is qpp~rent that the great use of catapults at high pressures is beginning t::1 take its toll on the l'l..y­draulic pumps. To date one punp h~s failed conplctoly on the starboard catapult ~nd one is not building up pressure at tho required rate, \orhile one punp on the p.art catapult is slow building up pressure. It is feared that at least two tnre punps will becone inoperative durin,-; subsequent operating periods this tour ~nd should be on hnnd for installation rluring availability periods in Yokosuka.

Considor2ble 1ifficulty bas been experienced with the present lot of bridles aboard. One F9F ~nd tw0 AD bridles have broken to date and it is believed the breaks rosul ted because of fa.ul ty :r..nnufo.cture. This opinion was substantiated by visitinG representatives fro~ BuAor. New lats 0f bridles arc being rcquisiti~ned qnd RUDM's have been sub~itted on faulty bridles. Sanplo bridles have been shipped f')r test and inspection.

4. Arresting Genr

Experience to d':tte has been r"lutinc with respect to nornal b .. ndinc;s. With present flight schedules, wires will stand nn 'l.Vernce nf 80 to 100 landings per wire before a change is necessary. The greatest proble:::-1 hns been kespine yiel::ling elerJ.cnts near the deck center functionine praperly. In nnny cases, jet tail skags inflict rajor danage to yielding elenont pnrts, The use ::>f nailed down bl:=tde-type elenents in such cases is ex­pedient while repairs are being effected.

One mt .. lf'unction 0f the Davis barrier was experienced. An F9F-2 passed through two barriers, both of which were ineffective. While the cause is still bdng invostigo..ted, it can be said that the n0se strut beg"l .. n to break apart before barriers were engaged, and wreckage of the strut wns grinding on the deck passing through the barriers. Copies of NAV1\ER 3142, with photographs, arc being sent tc all appropriate cornnands in the a:ren.

-11- ,, ; \

' \

CV36/l.O

Df.CLASSlFlED 4tW This ship is experiencing a very heavy usag~ of Davis b~rricrs by

reasrm of dropped tail h::>0ks and niscellnnenus taxi do.ne.ge. Cr:>nstn.nt pressure on tractor drivers ~nd pl~ne directors has h~d favorable results. During the period of this rap0rt, more than a six nonthts allowance of sp~re lifter straps has been expended, and it is recomMended that the present allo~nce be doubled•

During this period -we have c.ls'J been exporinentinz with a boob barrier, fabricated of 3/8'1 and 5/16" wire rope. Stanchions used arc 24" hich, resulting in alY.>ut an 1811 height of wire net at deck center. Experience has shown the best location to be innediately aft of #1 barrier• Such a barrier has been successfUl in stopping hung ordnance dropped fron landing aircraft. Also arresting wires have been successful in stop;Jing dropred rockets when yielding el€imonts arc left in the up position after aircraft has landed.

5. Aircraft Meintenance

~~

Aircraft l~intonance personnel attached to the ship have for the mJst part bcun intcgrnted into air group naintenanco organization. This hc.s resulted in nuch hotter utilization of nanpower than otherwise W<Juld be the case if pers0nnel were assic;ned specific j·)bs 0f engine buildup, wine cha.ngos and non-aviation netalsr-.itb w>Jrk. In addition, b0th rated and non-rated ncn are r~ottinr, a nuch bro!ldor backr:;rnund in lino mainten­ance work.

Tr!lnsporta ti::m

Tractor oaintenance has consisted ;f r')Utine work such as replacing spark plucs, st.:-trter, wnter punps and cnrburotors. Throe rajor overhauls have boon accomplished, It is anticipated t~~t f~ur tract')rs will be turned into tho po')l at Yokosuka for rcplaconont. Roplonisl'Ir:v;nt day usage is particularly hnrd on this type tractor due t0 tho lnrcc loads cquipnent must handle.

Aircraft Starting Fncilitios

Only four jot aircraft can be stnrtod from tho two jot starting notor gcncrntors presently installed ncar tho catapults. The ren~ining jots spotted for tho launch nust be started by tho throe (3) wheeled jot start­ing joo~s. It would bo desirable to lli~vo norc jot startinr notor ccncrnt0rs inst~llod on tho sr~p at tho followinG locations: FrAnc 60 stQrboard, franc 75 port, frAnc 110 port, fro.nc 130 port, nnc1 franc 145 starbrmrd. 'With this c.-wcrar;c all jots coulc~ be stnrtcd by ships power e.n1 covcrac:c would also be aff.:1rG.od in tho event of a rower casualty on any one of the starting notors. This installation would not require tho usc of j cops on tho fliG;ht dock except in cases where r.~orc than "Jnc power casualty rdeht occur. A ninir:mn of throe jot stc..rting jeeps w0uld still be required for ho.ncnr dock turn-ups and such cncr~oncy uses as o!cht be

rod.

-12-

ee DtCLASSffi.ED

The 28 volt D.c. starting system for propeller driven aircraft has

given satisfactory service, however indications are that in the future

some difficulty may be experienced as the 250 ~perage output nay not be

sufficient for cold weather~ AFU's have been turned over to individual

squadrons for operation, while the ship's aviation electric shop provide

service and ~~intcnancec No particular service or maintenance problems

have been encountered. Five self propelled jet starting units arc aboard.

One is used for electronic work, and of the remaining four (4), one has

been out of co~ussion since the first day of operations this period.

This has been due to failure of blower drive chain, a part which could

not be obtained through supply channels because it is not a naintennnce

spare~ With exception of above unit, no serious problems of either

mechanical or electrical nature have been experienced which assigned

personnel could not repair.

Ox:vgen

The oxygen gener~ting pl~t has not presented any particular

problems outside of regular ~intenance required for such installation.

However, modifications have been introduced which greatly fncilitnte

aircraft oxygen servicing. Service outlets at Frame 70 starboard, flibht

deck; frame 191 starboard, flight deck and fre~e ?0~ hangar dock; have

boon equipped 'With 250r lengths of ~1ra.ulic hose {Stk No. R-33-H-3-300o#)

which greatly speeds refilling operations as bottle renovnl is not required.

This is a r.ruch narc convenient method· than using the re-charging service

trailers, as no problem is encountered noving in a tight dock spot. It

is felt that with tho present syste~ two trailers for hangar dock servi­

cing only is sufficient.

6. Aviation Electronics

General;

The a.vinti~n electronics n~intennnce h~s boon perforned under the joint

supervision of the sr~p's aviation electronics officer nnd the ~ir group

staff aviation electronics 0fficor. Electrnnics personnel are organized

into three r,roups: Trouble shooters, check crows, n.nd shop tcchnicinns.

Hotc.tion of personnel will be :rnde to afforc~ n.n opportunity for training,

nnd for men to gain experience in nll ph2scs 0f l~~intenc.nce.

Shop Facilities

.All test equipnent ann shop inst"lllc.tinns hD.ve -:>pero.ted sc.tisfactorily

during this operating period.

The size of shop #1 is inadequate to efficiently porforn r~'1intona.nce

on all electronj_c equipment n0w beinr; supportedo There are 18 different

equipnonts ror,ulnrly boine serviced in one shop f0r the support of four

squadrons nnd throe conposite units. Often c. technician bns to wait his

turn to ret to o. test position due to the cro-wded conditbns in the shop.

At least r:>ne narc shop is urgently needed in e.rlJi.tion to tho present.

-13- ,{1 j ;

--shop #1 anc1 sh0p #2 (AEW shop). It 'W':)uld be adviso.blc to equip this

additional shop prir-~rily for radar n1.intcnanc0 loavint: shop Jfl on tho

02 level for tho lir:htcr woi.:?ht connunic2tic>ns cquir:;-1ont. Due- to the rnc~a.r

bcinc bulkier nnd hcnvicr j.t w:m1d be ~csirrJ.blc to l0co.tn this shop on

the banr;ar clock level, p0ssi'bly in B-127-L 0n the starboa.rc! side just

outboard of the nUPlbcr 3 nircrnft elevator.

Pr~scnt p0wor supplies to all tho sh~ps is adequate ~nd is porforning

satisfa.ct0rily.

Fnur-hundrod cycle p0wcT is availo.bl-::: 'm the flicht Jock and han::.'lr

dock but na oicht--hundrod cycle p0wcr is available c.t ci thor place. Tho

s'bip was advised prior to do:r:''.lrturc fr')I'l .:uancdn. t0 pr-)curc a. Wo.ukcsh[.:.W

auxiliary ?;)Ower un:tt and istall a 800-1-D alternat:r 0n it idth the output

feel tr, the pln.ne throuch a Kcll·1gg Compensating C"lp<''.citor.

;~ftor tho nir gr0up er.J.bo.rkcd it was f~:mnd that VG-11 had a three

wheeled starting jeep equipped for a 600 cycle pr,wor "'lUtput; and VC-35

had a 1 ':lcally clesir.;ncd -:md nnnufacturcrl kit cr.p.blo c1f 800 cycle power

out:r'ut for thoir pl 'lncs. or trc three rUffsront p?rtablo r.,-wor un:i ts

now available on tho ship the kit r.r::tcl.o by VC-35 is consi<krci the !'lost

practical. Tho kit crmta.ins nn 800-lD c.ltcrrw.tor, r.1nd a Kollo;::c Crmpcn­

satinc C~pncitor built int.., a sT'ln.ll n:::tal box with a hrmrUc ·~n t'1P of tho

box fJr carrying. It cfln be cnrricl likr; a sultc.aso by nne nn.n t) tho

banco.r or flir,;ht rlock .'J.nd ~~lu:.r;od into any 28 volt ·mtlct box ')n the ship.

The kit is usun.lly plr.cer:l in the ciJ.twalk ')Ut '1f the wo..y "'f slipstrcan r.nd

tho output fo:1 t' the plan8 by nor.ns ::.f a 75-fn·>t cxt::1sion cord. The

output is c0ntrollcd by the instc..llati1n 0f an ON-OFF switch built into the

box. Tho kit is chc~p in coM.pflrison and easy to nanufo.cturo. It presents

n1 st,-)WflC:O problcn rmd J.,os n..,t require tho usc 0f o.n rclcvat'Jr in noving

it bctwr::on han;~c.r (~ock <:.nd fli[:·ht clock.

All rtirb..,rno equipr.r:mt in usc has pcrf.:Jrnod in a st.1tisfact0ry nannor.

The li.PS-20 r.'J.t'l.ar porfor::.mncn has been pn.rticularily 'Utsk .. ndinc rr;quirin(;

no mnrc than r"utinc upko::p. •il thr:ur,h tho .\PS-31-B rachr in tho .t\D4-NL

was causinr; tr')ublo at the hcc:inning of the crt:.iso it is n:w rivinc cx­c-:;llcnt pcrf-:'rr.J.n.ncc. The .. :\.J.":)S.-31 rad0no 0n tho AD4-NL, pr0trmliJlf: as it

docs, receives nuch abuso. Of th;·) thrc::: planes ')n b1r..rd <:tll have patched

ra0nnos. th sraros were .<>..vailable in tho f0rward area at this tine.

Suppl;y:

N0 infrnT..ati')n 0n o.v1.il"'lbility nf Socti:Jn rr spc-.rcs c:1n be c;iven nt this

tine ~s nll ;roquisiti:-ns fnr roplenishncnt ()f sp.res t.a.ve been marked f"'r

r'lolivory on the ships return to Yokosuk.,.

-14-

v

C'IJ6/l0 e e-13

7. Gas-:1lino

The main pr0blom encountered in servicinf; aircre.ft with fuel has been rvfuolinp: "f jet nircraft with their wings f:1ldcx1. This neccssi to.tos the usc :.Jf wine ladder and experiments to de. to hf'.vc not rcsul ted in n satis­factory ladder. The ladder must be licht in wcdrrht n.nc1 yet strong emmch t0 wlthstanc~ c~nsto.nt heavy usage • New ladders of thin-walled. steel tubinc arc 0n order J.nd it is hoped they will provide the f'.nswer.

Tho :rrosont arr'lngomcnt f':1r usc of oil propr'lrti--mcrs f:.r mixine jet fuel is n:1t s~.tisfnct)ry for flicht dock usc in cold we'lther. Tho oil will n;t fl0w pr,porly durinG cold we'lthor 'lnd it is necess".ry to use rogul "1.r ["1.S0line c"lns t':"l pou.r wnrm :Jil in the flftor n::lin t~.nks of jot 1.ircro.ft.

J Cnnsiderable r1ifficul ty W".S experienced ini ti~lly in taking aboo.rd

o.vio.tion ensoline at requlrod rates during initii~l replenishments and J it is rcconr1endod thnt carriers be allowed t0 replenish with aviation ens­

cline durinc the Undorvw.y TraininG period rmd prior to deployment to the forwnrd area.

There is ')ften rruch 11l0st time" in hook ups r:~ue t·'J the fact that l00se nyn fittings are once>untorcd in the six-inch hnse furnished by the tanker. It should be st:mdard practice f·'Jr the tanker to tir:htcn h!")se fi ttinrs

\ prior t0 sendinr, over fueling hose.

1 ( It is also recol!lT'1en1ed that it bocone stnnr1arr~ practice f0r the tanker

~to flush 0ut h0se with ~asoline just rri0r t0 senninr over the hose in order t" dirrl.nish the :r·.,ssibility ')f ccttinr; water, 0il, ::::.n:l. f0reign r.1attcr in the carricrfs ras0line systen.

8.. Safetz

A constant safety drive is carried on by the fli:ht deck safety officer who is the Flight Deck Boatswain and Rerair VIII Officer. He is c0n­stantly r~tr0lling the flight dock to insure that safety precnuti0ns are C0Pplicd \oTith n.nd rr0viding 11on the spot 11 instructi,:m f0r those personnel observed violating precautions. Furthermore, all c.ir rlepo.rtnent pcrs·:mnol have signified in wri tinr:.: that they hnvo rend r.nd un:.l..crst:-:J.nr:'. all existing safety rrecauti~ns.

B. AEROLOGY

1. Wenther s~~~~.

Upcm leaving Yokosuka f')r tho opcrntinr; aron, the ANTIBT.-'\.M w::1s f:iven a typical Western Pacific meto~Jrolo~icnl wolc')ne. A severe 120 knot typhoon nr.med 11Ruth" was hcc..ding north from Okinawa. Rocurvatt.1re t:) the cast of Japan wns indicc.ted fr:r "Ruthn, but nftcr pussinc clDse to Okinawa on a northerly course, it apr-eared th'l.t the st . .,rrn would enter the Sea :.f

-15-