As of 220911L AUG 2009, the ship was accepted by Navy representatives. This places the ship in a special category of “In Commission, Special,” meaning she is a US Navy assets no longer owned by the Northrop Grumman bulding yard at Avondale, LA, but has not yet been formally commissioned.
7.5 tons of steel salvaged from the World Trade Cetner Ground Zero was used in the forging of the keel of this vessel. CDR Curt Jones, Prospective Commanding Officer.
CONOLLY (DD-979) absorbing naval gunfire during SINKEX 4/29/2009
USS CONOLLY (DD-979) was sunk 4/29/2009 off Jacksonville, FL as part of the UNITAS 50 multinational exercise. She was my “home” from late September, 1983 until early May 1985. I served as the Engineer Officer on my first Department Head assignment. Reading that link, I’m proud to see, even without a responding combat system and damage control teams, it sure took a lot of ordnance to put he down. Sure the “BUFFs” were laid on for some high altitude fun with Harpoons, but CONOLLY was gone by then. More info on the entire exercise, to include the other SINKEX photos, are here.
Update 8/18/2009: Found the YouTube post by a very uppity USS DONALD COOK Crew. None the less, she took a beating and keep aflaot. She sure made them earn their pay, while giving them valuable anti-Surface warfare experience. Let’s go to the video!
The picture at SteelJaw’s place, of course started the nostalgia engine running. Irony: I stepped aboard CONOLLY in the middle of UNITAS XXIV. She went to her demise during UNITAS L. The next thought: USS CONOLLY was to be the one DD-963 to be preserved, and not sunk. The plan was for CONOLLY to become a museum in the Great Lakes area. A lot of energy had been put towards that goal, but last year, the game plan changed. Given that determination, the PAUL F FOSTER (DD-964) is currently the Self Defense Test Ship out at Port Hueneme, CA, and is the one last hope of a single DD-963 hull, of the 31 built to replace the GEARING Class destroyers from WWII.
The SPRUANCE Class was built to stay in service for sometime, and having commissioned DD-984, USS LEFTWICH, the 22nd hull of the class, there were many open spaces on the ship for future growth. They even named them as such, and most ships had made the “EW Growth Area #2” the main ships’ classroom on the 03 Level aft of the bridge. Years later, as I inspected the combat systems readiness of the Atlantic Fleet, I saw those spaces mostly full of equipment, taken over by OUTBOARD installations and various other new gear.
LEFTWICH weighed in at a heavy, compared to a DD-710 Class hull, at 7900 tons. Conolly was in the same configuration when I reported aboard. After CONOLLY’s first Regular Overhaul (ROH), which took place at Portland, ME as the first ship to use the recently acquired Bath Irons Works facility in Portland, we left for sea trials, as the first non-test ship for Tomahawk of the class, sporting two huge armored box launchers (ABLs) on the foc’sle, two MK-15 CIWS mounts and the Mk-23 Target Acquisition System (TAS), with 300 tons of lead ingots taking up space in my fuel tanks as counter weight, making displace right about 10,000 tons. The shipalt to add Kevlar armor to the superstructure, however, was canceled, due to the miscalculations the engineers had made, as one other ship listed significantly in Pascagoula, when the reflated her after drydock.
I stepped aboard her in Puerto Mont, Chile, having been picked up at the airport there by then LT John Taylor, the Weapons Officer, who I had served with while an instructor at Fleet Combat Training Center, Atlantic (FCTCL), just before this assignment. CDR Harry Maixner was the Commanding Officer, LCDR Stan Weeks the XO, LCDR Mike Moe the Operations Officer, LT Karl Boggott the Supply Officer. The MPA was LT Al Curry, Electrical Officer was ENS Nolan Hale, and ENS Mike Tow was the DCA. LTJG Mike House, was COMMO at the time, and later became my DCA, when Mike moved to MPA during overhaul, when Al left. GSMC(SW) “JC” Weigman was my only khaki clad enlisted man in the propulsion side, with HTC Bob Conklin in Damage Control. LT Bill Goodwin was the Engineer, and his men had a great deal of respect for him. Big shoes to fill, and no time in the department behind me. Mike Moe had been the Engineer before Bill and had split toured aboard to Operations Officer. Harry Maixner was a no nonsense gunnery guy, out to run the best ship. Ask the crew of the USS SCOTT (DDG-996) what helium balloons and empty 5″ powder casing can do to your tactical picture late at night, if you get the chance. Harry was going to win, and he had the tactical acumen to pull it off, too.
It was a great tour and I had asked not to go there…not the ship, but the billet. I had spent two sea tours above deck, and one ashore teaching combat systems. In SWOS Department Head School, I asked to stay in the Combat Systems arena. I figured I was a dead ringer for a FFG out of Mayport, as I had been teaching Pre-Comm for FFG Combat Systems teams, CSOs and CO/XOs at FCTCL. Wouldn’t even have to send me via the pipeline…I was teaching i. Nope, my detailer sent me to be a Snipe. Later in my career, he was XO on USS BRISCOE, and when I was visiting another shipmate there, I asked him why. His answer: “Your record said you could do it.”
I stepped aboard into a situation where the Engineers had just had to rebuilt the clutch-brake assembly for GTM 2A in place. Turns out it was the first time the fleet had seen it and even the civilian engineers out of San Diego who had flown to Valpariso (the port city for Santiago) had no clue what to do. The GSMs, lead by JC Weigman wrote the procedures on the fly. That work was adopted for use everywhere. A few days later, while conducting NGFS firings at Tic Toc in Chile, the same casualty occurred on GTM 2B. I told Bill Goodwin and CAPT Maixner I would still sign the relieving letter as Engineer Officer, knowing the caliber of the crew. A few nights later, specifically 180032SEP83 local, we were steaming at 22 knots (top speed for one engine online) in the South Pacific and GTM 2A failed…catostrophically. I was Officer of the Deck, and called CCS on the 21MC “What’s happening, CCS?” “GTM2A is offline, starting GTM 2B, sir” I grabbed the tactical radio and informed USS SCOTT of our casualty, then called the Captain. Capt Maixner took the report and told me to always notify him FIRST. Aye, aye, sir!
I completed the midwatch without further incident and in the morning, after the system had cooled, I was on the cat walk aft of GTM 2As exhaust plenum looking in the manhole cover, at Al Curry, who had a double handful of black sand. I asked what happened to the engine? He held up his hands. Somewhere, in a box, I have a quart fuel sample bottle, 2/3s full of that fine grained metal, with a black tape label stating “GTM 2A 0032 18 SEP 83.”
We changed the engine out in Montevideo, Uruguay, in a storm, alongside a pier, using a floating crane. It was done by a crew of dedicated sailors, who, despite the bending of the rules, the disappearance of a few cases of steaks from the galley, and some Ship’s ball caps and plaques, in one hour less than “book,” (83 hours vice 84) and when we went for a start, it had all been done correctly. Nothing had to be redone. Oh…that repair had been preceded by a 35 straight hour rebuilt of the other clutch brake, at sea, because the USAF decided they wanted to see Uruguay, and didn’t want to wait until we reached Brazil, which was the plan. The analysis showed the main fuel control value failed wide open and the excess fuel poured into the combustion chamber caused thermal stress on the high speed turbine and power turbine blades, which caused the destruction, not human error.
It was my second most rewarding tour, but not by much. My XO tour was shaped by my experiences as an Engineer, where I learned that some departments never sleep, and are countered upon for a myriad of things, generally missed by those who walk the upper decks, and just have the things they need provided by the “snipes.”
I met the CO and he told me I would be standing bridge watches. I reminder him I was his new Engineer Officer. He told me he had plenty of good engineers, he needed more people to drive the ship. It didn’t make much sense then, but soon I was standing bridge watches, first to transit the Chilean Inland Waterway.
Enough of the reminiscing, but I’ll say this: We were the first 963 to refuela another ship at sea. I was there…I did blog it. If any of you PACFLEET guys with a good PAO come around, sorry, you didn’t do it first.
Bottom line: The men of the Engineering Department aboard CONOLLY trusted me enough to let me think I was leading them, and to figure out how to get an “Engineer’s Chair” installed in CCS, next to the EOOW’s Desk during overhaul. I used the lessons they taught me (“There are only gremlins if you admit it,” “Sir, there’s a short in the galley and We’re not sure when we can find it, but we sure don’t want anyone hurt,” and the value of “Brain Books”) I used then, and several to this day. I owe them a thank you for their patience and mentoring.
And he said, when the lines were singled: “You did everything I’d do, but 30 seconds later.”
It is a real statement made to me, after morring at Naval Weapons Station, Yorktown, VA for an offload of ordnance.
about 45 minutes earlier, Captain Maixner asked “Have you ever taken one (SPRUANCE Class DD) to the pier without tugs?”
What brought this stroy back from the memory banks is the current events…of how one can sit and listen to someone for 20+ years, then decide what is being said is depicable…
More later…work calls…but…it is a good story about life aboard a Navy vessel…
Not only does this man tell us something of the actuality of Al Qaeda in Iraq, before 2003, but also of how they are among us now, and others are being actively recruited as they arrive in the US. The oft asked question: Where are the moderate Muslims? Here he is, and he is not just saying it, he is engaged in helping in the hunt to track and contain the very real threat to our very safety while doing that for the sake of his family. His vision is a large one, which seeks to protect us all, in order to protect his family All I can think is how is he being selfish for us all and I’ll accept that any day from a fellow human being. He’s more than moderate, he’s a man we should one day be able to bring into public and award him for his courage and desire for real peace among humanity.
The “teaser,” but I’d recommend you sit and read the entire interview at FrontPage Magazine carefully. Sobering, insightful, myth destroying, and uplifting to know at least one man will take a stand, even if Harry Ried, Nancy Pelosi and their majority will not:
Al Qaeda in Iraq Under Saddam
By Jamie Glazov
FrontPageMagazine.com | Thursday, March 13, 2008
Frontpage Interview’s guest today is Osama al-Magid, a former police officer in Iraq (1992- 2003). He can be contacted at [email protected].
FP: Osama al-Magid, welcome to Frontpage Interview.
Al-Magid: Thank you Mr. Glazov. I hope to provide information to the American public that will help them understand that terrorism in the U.S. from Al Qaeda did not end on September 11th, 2001. There are currently supporters of Al Qaeda not only outside of the U.S. but also inside of it.
This is my first interview pertaining to many of the issues I am going to discuss with you. Right now I can provide some details, but as time goes by I will be providing the Americans with more about the truth in Iraq. There have been friends of mine who have tried to inform the American people about things in Iraq before 2003 and after the Americans came to Iraq, but for some reasons the information has not been widely publicized. I will tell the American people that a person who is like a brother to me has risked his life to tell people about many important issues in Iraq. I met Special Agent Dave Gaubatz in 2003 (Nasiriyah). Dave and I started working together to obtain intelligence about threats against the U.S. forces. We traveled in Nasiriyah and other cities. We protected one another and today in 2008 we are still working together. I can’t explain everything right now for security reasons, but we are traveling through America and trying to identify terrorists and their supporters who want to attack America like in 2001. We are trying to help law enforcement so they can protect America.
Both of us have families and we do not want the children in America, Iraq, or any country to suffer from terrorism.
[…]
A man for the times. A man who stands for a future of peace, exactly the left says they want. Will they acknowledge him and lend their support?
He wasn’t on the battlefield, in his utilities doing construction under fire. He was on TWA Flight 847 on June 14th, 1985, enroute the States from Nea Makri, Greece. He, for no other reason than he had chosen to serve his nation, was picked out to be murdered.
SW2(DV) Robert Dean Stethem, USN, Underwater Construction Battalion ONE
Â
He was born in 1961. His father and brothers were SEALs. I’d say salt water ran in his veins. A tribute to Robert is posted here. A shipmate has his remarks posted there, about the day Robbie died. More detailed info is found at Black Five’s site about the circumstances aboard 847. The killer? His justice came a few days ago, but not in time to have saved the lives of many others in the years in between.SW2 Stethem is buried at Arlington National Cemetery.
A ship, full of fight and the sensors and weapons to back it up, sails the oceans bearing the name “STETHEM” in steel letters on the transom. Commissioned Oct 21st, 1995, the USS STETHEM (DDG-63) is an ARLEIGH BURKE Class Guided Missile Destroyer.Assigned to the Pacific Fleet, STETHEM has been an intergral part in the GWoT. A fairly detailed account of the STETHEM’s operations, from commissioning to 2003 are listed on her Wikipedia page.
“Steadfast and Courageous” a fitting motto for a vessel.
Extra reading: And what is a skyhook?” From Eagle1 and Fred Fry International Maritime Monday 93!
——————————————
Here is the new course of Monday Maritime Matters I promised, brought on by non-coincidental coincidence. That led me to a story about sea going vessels that, like the well done “Six Frigates” by Ian Toll, is far more than a story of the Navy; It’s a story of business, shipbuilding, pre-WWII political and economic history, with seamanship on linland waterways tossed in.
“Fresh Water Submarines” by RADM William T. Nelson. It came to me when the widow of Capt William J Godfrey, USNR (Ret) (Plankowner on USS POGY (SS-266)), loaned me some of his files to look through for some first person history for the blog. The book was in the first set of papers she left for me.First off, having now finished the book, it is a story that begins in 1836 with the establishment of shipbuilding on the shores of Lake Michigan by Captain J.V. Edwards, tracing the lineage of the establishment of the Manitowoc Shipbuilding Company in 1902 (originally named the Manitowoc Drydock Company). From there, the history describes the business strategies of the owners, primarily Mr. Charles West and his continual work to look to the future and keep the business viable.The result? The company remained alive through the Depression, with a skilled workforce, and, when President Roosevelt decided to begin building the Navy up (in FY 1937) from the post-Washington Treaty demise, Mr. West lobbied to build destroyer escorts, figuring they would be small enough to get from the Great Lakes to sea. Recall, at the time, the St Lawrence Seaway was not developed. He kept connected to the Department of the Navy, letting them know he was ready to work and his staff had been busy making the initial plans.So what do you do, when the Navy summons you to DC in early 1941 to give you a contract for building 10 GATO Class submarines? The book tells you.Besides the fact you have never considered building a combat submersible hull, how do you get a vessel that draws more than 9′ of draft from Lake Michigan to the Gulf of Mexico with 21 locks to transit? Oh, yes: You have always launched hulls sideways and no one is sure if a sub hull will be able to be put in the water that way successfully in the narrow water ways around the shipyard.Well, you build it, commission it, train the crew in Lake Michigan, decommission it, load it on a drydock, hook up the tug and send it on it’s way south, around bends, under bridges, stopping on the river banks when necessary (sometimes not intentionally), deliver the boat to New Orleans, reinstall the periscopes and their shears, recommission it, load food, fuel and torpedoes and send the sub to war. That’s the executive summary.
The book is a study in the men, machinery and families who made this happen, covering the excellent foresight of the shipyard owners, who not only built ferries and ore ships, but cranes and specialized shipbuilding machinery to keep the skilled workforce in place, so when this requirement arose, they were up to the challenge, and, as it turned out, were able to deliver the boats faster than Electric Boat! Bonus information includes details of the operations of the river pilots and tow skippers, along with the issues of navigating rivers.
The Navy was so impressed with the early performance, a second contract, for more subs was ordered, before the first sub was built. Toss in the complication that the war had now begun and the strategic imperative took on a entirely new meaning. The story proceeds to tell of the complications of building up a work force, getting skilled labor in place to augment the generational workers already there. Building special jigs to rotate the 9 hull sections to allow welders to work in the best position for the best quality of their beads. Later, a third contract was given to the Manitowoc company, too.
The Navy then tasked, in February 1942, out of the blue, the construction of 450 LCT-5 craft to support amphibious landings. Later, the added requirement came to design and build the LCT-6s. Toss in a contract to build 6000 cranes for the Navy and Army for forward deployment, all as a result of keeping a company positioned and ready to aggressively take on new tasks with great efficiency.
A total of 28 submarines were built, short of the 41 tasked in original contracts, because it became apparent the war was coming to a close. The 28th submarine, the USS MERO (SS-378) wasn’t commissioned in time to reach the war zone and was tasked with conducting a public affairs cruise around the Great Lakes so the people could get a good look at what they had helped to build.
The book discusses, in depth, the specifications of the contracts, the interactions with Electric Boat, the costs and profits, equipment provided, special items and arrangements, and the transit of the USS PETO (SS-265) (the first Manitowoc boat) to the Gulf of Mexico and Panama for combat training. Interaction with the on site SUPSHIP reps and descriptions of the commissioning parties are there, too (complete with commentary reminiscent of my own experience in Pascagoula, MS).
The boats earned a reputation among the crews who took them into combat, and the maintenance units who serviced them as well built hulls, constructed with the understanding sailors lives were at risk.
RADM Nelson completes the story with some excellent analysis of the contract performance, showing specifics of costs, profits and the associated issues in the financial realm.
I highly recommend this book, not because it is a book on submarines, but because it is a wonderful case study of a business that grew and thrived in bad times and good, and when they had to perform, they successfully adapted and exceeded expectations. In the early part of the book, the story of the national mood and decisions regarding the size of the Navy, puts the history of the Navy in context for the time between WWI and II. Some details of the difficulties facing our submariners in the combat theater are also discussed, in the context of how the shipyard managed to re-engineer the dive planes and some other system to allow faster diving times and periscope vibration problems.
The company lives on today, still with it’s hand in the shipbuilding/repair business and building cranes, among other diversified operations, such as a major operation in food service machines. Checking this page, the Manitowoc Company currently has it’s hand in the LCS project, building improved lighterage barges for the Navy and the construction of USCG Great Lakes Icebreakers.
Not only is this book available from Amazon, I also found this site, Submarine Books, that has a lengthy list of books on submarines, old and new!
Not my story, and not a “sea story,” but a military one for your reading pleasure.
A story of disaster, survival, rumor, and, finally truth:
54 days before July 1st, 1957, Lt David Steeves, USAF had to bail out of his T-33 over the Sierra Nevada Mountains.
He walked (and hobbled and crawled) to safety, after the Air Force called off the search and notified his wife he had died…
And then the press ran amok, making assumptions and publically questioned the man. No one stood up for him, as they accused him, without any evidence, of selling his aircraft to our adversaries…
But…the happy ending comes 50 years later, with someone randomly surfing satellite pics on the net….
By CARRIE ANTLFINGER,
Posted: 2007-12-24 10:16:48
Filed Under: Nation News
MAUSTON, Wis. (Dec. 23) – Capt. Scott Southworth knew he’d face violence, political strife and blistering heat when he was deployed to one of Baghdad’s most dangerous areas. But he didn’t expect Ala’a Eddeen.
Scott Southworth makes dinner as his adopted son, Ala’a, watches TV in their Mauston, Wis., home in November. Southworth first met Ala’a, who has cerebral palsy, at a Baghdad orphanage in 2003 while serving in Iraq.
1 of 7
Ala’a was 9 years old, strong of will but weak of body — he suffered from cerebral palsy and weighed just 55 pounds. He lived among about 20 kids with physical or mental disabilities at the Mother Teresa orphanage, under the care of nuns who preserved this small oasis in a dangerous place.
On Sept. 6, 2003, halfway through his 13-month deployment, Southworth and his military police unit paid a visit to the orphanage. They played and chatted with the children; Southworth was talking with one little girl when Ala’a dragged his body to the soldier’s side.
[…]
Quite a Christmas present for a young man. Go and refresh your soul with this story of an incredible act of kindness.
