Army Civil Affairs at work.

Army Sgt. Valetin DeLeon, a civil affairs specialist with 351st CACOM, opens up a soccer pump to inflate a soccer ball for a child at the Kapisa Orphanage in the Mahmud Raqi district of Afghanistan during a humanitarian aid drop on June 27. Photo by Melissa Escobar.Servicemembers supply aid to orphanage

3 July 07
By Pfc. Melissa M. Escobar
22nd Mobile Public Affairs Detachment

BAGRAM AIRFIELD, Afghanistan— Backpacks jammed full with school supplies, soccer balls, teddy bears, toys, hygiene kits, sandals and shoes were delivered to an Afghan orphanage in Mahmud Raqi district by members of the Bagram Provincial Reconstruction Team June 27.

National Guard Soldiers with the 351st Civil Affairs Command from Mountain View, Calif., along with the 1175th Military Police Company, 205th MP Battalion from Mississippi geared up and armed themselves with humanitarian supplies.

Army Sgt. Valetin DeLeon, a civil affairs specialist with 351st CACOM, opens up a soccer pump to inflate a soccer ball for a child at the Kapisa Orphanage in the Mahmud Raqi district of Afghanistan during a humanitarian aid drop on June 27. Photo by Melissa Escobar. In the three months that the team has been in country, this was the first time they visited the orphanage.

“The governor of the province asked us to visit the orphanage,” explained Army Capt. Jordan J. Berry, team leader with 351st CACOM. “The mission was a good-will gesture to strengthen ties with the community.”
[…]

Read it all.

It seems the best bet to keep spares out of the wrong hands is to clip “them” into little bitty pieces.

After all, the only country besides the US to ever fly the F-14 TOMCAT happens to be the guys who like to spread mayhem via the back-channels, hoping they won’t get caught. So, make them into Bud cans and our valiant aviators and missileers won’t lose sleep over splashing an American icon, even if it wears a desert colored paint scheme.

Link: sevenload.com

Lex, I’m sure will be sneaking to his computer late at night, Guinness in hand, to watch this over, and over, and over in the dark…

Update: See, what did I tell you? But to be fair, he went one better…Maybe the F-14 challenges his fighter-pilotness or sumthin’ (not that there’s anything wrong with that…)

Bad? Lebanese Hez’b’allah special ops in Iraq, at the direction if the Iranian Revolutionary Guard, specifically to kill/capture American soldiers.

Good? A very direct link of Iranian involvement in combat operations against us (bad medicine to swallow for hose who just want to “talk” to Iran).

Better? Michael Ware of CNN is doing this report!

[liveleak a8e_1183346438]

I met this imposing figure, as some of my Black Shoe peers about the blogosphere may have. I worked for his son in the later part of my career, and now, there is a ship sailing the oceans named after this incredible man.

Admiral John Bulkeley, USN His nickname? The “Sea Wolf.” John D. Bulkeley didn’t get to Admiral the easy way. He had to go door knocking to get his appointment to the Naval Academy and was successful with a Congressman from Texas, as he couldn’t get a nod from his native state of New Jersey.It appears the salt water in his veins may have been genetic:

John Bulkeley’s destiny may have been cast long before he sought the salt spray of the open ocean. His ancestors, including Richard Bulkeley, brought aboard HMS VICTORY by Lord Nelson just prior to the Battle of Trafalgar in 1804; John Bulkeley of HMS WAGER under Captain Bligh, who sailed with Anson’s Squadron to raid Spanish silver ships of the new world; and Charles Bulkeley, raising the Union Jack for the first time on an American warship, the ALFRED, commanded by John Paul Jones, influenced his intense love of the sea.

USS INDIANAPOLIS (CA-35) in Pearl Harbor c. 1937He made it through the US Naval Academy, Class of 1933 and entered the Army Flying Corps, but…too many hard landings sent him to sea, being assigned as an Ensign to the USS INDIANAPOLIS (CA-35) (the much later stories cruiser that carried the atomic bomb to Tinian). While assigned as Ship’s Company, but traveling on a steamer, he displayed, possibly not the first of many feats, the hallmark of audacity and initiative that labeled him for many years:

As a new ensign in the mid-thirties, he took the initiative to remove the Japanese ambassador’s brief case from a stateroom aboard a Washington-bound steamer, delivering same to Naval Intelligence a short swim later.

Earned him a medal or promotion you ask? Not likely, but the resulting “reward” was not to sit him at the end of the long green table without a coffee cup and ashtray:

This bold feat, of which there were to be many more in his life, didn’t earn him any medals, but it did get him a swift one way ticket out of the country and a new assignment as Chief Engineer of a coal burning gunboat, the SACRAMENTO [PG-19], also known in those parts as “The Galloping Ghost of the China Coast.” Picture in your minds the movie “Sand Pebbles”.

It was on China Station where the CHENG met his future wife. They witnessed the invasion of Shanghai and Swatow, as well as the bombing of the PANAY by the Japanese during their time together in that theater before WWII.

In 1941, Lieutenant Bulkeley was assigned as the Squadron Commander of six motor torpedo boats in the Philippines. It fell to this man to escort General MacArthur, his wife and their son to safety, dodging intense Japanese ship patrols to get the General to southern Mindanao, where a B-17 picked he and his family up. LT Bulkeley and his shipmates were left to find their own way to Australia, which they finally did.

Rewarded? Yes, for that daring escapade, LT John D. Bulkeley was presented with the Congressional Medal of Honor.

By the resources available with some quick searches, John Bulkeley was next present for the momentous Normandy invasion, managing the PT boats and minesweepers, protecting the landing from threats by German E-Boats and waterborne mines.

USS ENDICOTT (DD-495)Shortly after the invasion, he was assigned to the USS ENDICOTT (DD-495) as Commanding Officer, where he was assigned to patrol in the English Channel and had a few scraps with German corvettes. Of his 5 5″/38 cal guns, only one was working, yet he sent both corvettes to become fish reefs. Audacity once more:

[…]
The tale of his WWII exploits would not be complete without the mention of his love for destroyers, of which he would command many in his years to come. As Normandy operations wound up, he got his first large ship command, the destroyer ENDICOTT, and a month after the D-day invasion of Europe he came to the aid of two British gunboats under attack by two German corvettes. Charging in as dawn’s light broke the horizon with his uncanny ability and determined leadership, with only one gun working, but with a band of brothers for a crew, he unhesitantly engaged both enemy vessels at point blank range, sending both to the bottom. When I asked him about this action, he replied, “What else could I do? You engage, you fight, you win. That is the reputation of our Navy, then and in the future.”

The Admiral was a strong believer in standards, some would say, from the old school, as the enemy Captain of one of the corvettes soon learned. Coming up from the sea ladder, he would not salute the colors of the ENDICOTT, and was promptly tossed back into the sea. The third time did the trick, and he was taken prisoner and allowed on deck.
[…]

ADM Bulkeley was a no nonsense man. From Wikipedia:

In the early 1960s, Bulkeley commanded Clarksville Base, Tennessee, then a tri-service command under the aegis of the Defense Atomic Support Agency. Having lost none of his wartime daring, Bulkeley was known to test the alertness of the Marines guarding the base by doning a ninja suit, blackening his face and endeavoring to penetrate the classified area after dark without detection. This was a dangerous endeavor, as the Marines carried loaded weapons. Ever popular with his men, who both respected and admired him, Bulkeley could be seen driving around the base in his fire-engine red Triumph TR-3 sports car with a large silver PT boat as a hood ornament. Promoted to Rear Admiral by President Kennedy, who commanded PT-109 during World War II, Bulkeley was dispatched to command the disputed Guantanamo Bay Naval Base in Cuba, where he met Cuba’s threat to sever water supplies in response to the Bay of Pigs invasion and other assaults by ordering the installation of desalinization equipment to make the base self-sufficient. Fidel Castro’s government put out a “wanted-dead-or-alive” poster, offering 50,000 pesos for this “guerrilla of the worst species.”

ADM Bulkeley himself went to the dug up pipeline at GTMO, near the gate into Cuba territory and helped cut the water off himself, in full view of the Cubans.

Later, he went on to be the hard nosed officer who wanted the best for all sailors and headed the Board of Inspection and Survey (INSERV), a group of Naval Officers who actually worked for Congress to determine the viability of each ship on a three year cycle, as to it’s ability to continue in active service. He relentlessly hammered on specific systems, the MK-15 Close in Weapons Systems (CIWS), inflatable life rafts and various ship design features (the famous “no chamber in the deck”). Us poor fleet sailors thought he was after us, but in actuality, he was making a point with the design and procurement side of the Navy. That is where I met the Admiral, on Final Contract Trials (FCT) aboard USS LEFTWICH (DD-984), sometime in late 1979. His Flag Lieutenant was LT Blake Miller, who I relieved years later at another job. ADM Bulkeley was an aloof man, from my perspective, and all business.

The outcome of his seemingly indelicate manner of criticizing our ships was major changes in designs for the ARLEIGH BURKE DDG-51 Class units, which had slight chamber in their decks and positive pressure air systems, both of which are invaluable in staving off chemical, biological and radiological (CBR) attacks, and those are but a few things I know the INSURV was able to force into the design of that class of ship, based on mountains of data collected over many years of inspections.

The paraphrase of his eulogy by his son is here.

“Sea Wolf” is the biography of this fascinating, bemedaled hero.
USS BULKELEY (DDG-84) USS BULKELEY is the first ship to honor VADM John D. Bulkeley, USN. embedded by Embedded Video


USS BULKELEY (DDG-84) At Work

From the news feed from CENTCOM, it seems the Iraqi populace is stepping up to the plate? To be on the winning side or to have a stake in getting their country back on their feet? Encouraging? Certainly. In the MSM? Nope. Multi-National Force-Iraq has it, Fort Drum (10th Mountain Division Base) PAO released it….but Dogpile doesn’t show any other significant releases.

27 Jun 07
Courtesy Story

BAGHDAD, Iraq – Over 1,200 Iraqi men came to Joint Security Station in Yusufiyah during a three-day police recruitment drive that ended June 25.

The drive, orchestrated by the 4th Battalion, 31st Infantry Regiment, 2nd Brigade Combat Team, 10th Mountain Division (Light Infantry) from Fort Drum, N.Y., the 23rd Military Police Company, 503rd MP Battalion, 16th MP Brigade, from Fort Bragg, N.C., and the 4th Brigade, 6th Iraqi Army Division, began June 23 to increase Iraqi police manning in the 4-31 “Polar Bears’” area of operations.

Capt. Brent Dittenber, commander, Alpha Company, 4th Battalion, 31st Infantry Regiment, 2nd Brigade Combat Team, 10th Mountain Division (Light Infantry), from Fort Drum, N.Y., checks the names of applicants for the Iraqi police force with Iraqi army staff officers. The recruitment drive was June 23-25. Photo courtesy of Joint Combat Camera Center.The goal was to find 200 qualified Iraqi police officers. When the drive began at 8 a.m., there were almost 200 men waiting in line to apply.

Gen. David Petraeus, the Multi-National Force-Iraq commander, visited the recruitment efforts the first day and spoke to several potential recruits and encouraged them to serve their country.

Five hundred seventy-seven applicants were processed the first day. Another 150 were waiting in line the second day and by mid-afternoon 361 had filled out applications and spoken with the troops.

Officials accepted 252 applications on June 25.
[..]

Need photographic evidence?

Working Together (Click the pic for larger image) Working TogetherBoston native Staff Sgt. Robin Johnson (left), with Company C, 1st Battalion, 26th Infantry Regiment, and an Iraqi army soldier from 1st Battalion, 1st Brigade, 11th Iraqi Army Division, work together during Operation Tiger Hammer, a combined cordon and search mission in Baghdad’s Adhamiyah District June 7.Photo Credit: U.S. Army photo by Sgt. Michael Pryor.

Linked to open post at: Little Green Footballs

There was always a delicate balance, sometimes unspoken, between “ETs” (Electronic Technicians) and “users,” which came in all sorts of types: Officers, operations specialists, radiomen comprised most of that category. On a number of occasions, when something wasn’t performing to the expectations of the user, it was not caused by a malfunctioning of the equipment, but rather than from a misunderstanding of the function, or that the operator in question had wrong, leading to the often made remarks, in a derogatory manner, and sprinkled with “salty” language, about some dumb user. And, as luck would have it, once in a while a very frustrated, but knowledgeable petty officer found themselves making not so delicate responses to the tidal wave of derision heaped upon them when a mere mis-positioning of a switch may have been the only problem.I began my Naval career supervising a shop full of ETs, in addition to the OSs, I was the nexus, in good times and bad in the interaction of those two groups, and also the “screen” from the stuff coming down from above when RADAR and radio systems weren’t cutting it at any given moment. I appreciate it all the more because of those 18 months.

With that explanation, the new ET logo makes so much more sense, doesn’t it?

I know you stop by to read the blog once in a while, and I’m working up the email list for ValOUR-IT. I lost your email address in the hosting service move, so please help me update my records. Comment or email works for me.

(Oh, and put some contact info on the carrier page!)

For those of you who haven’t seen it, William has built and maintains The Carrier Page, a history of the US Navy’s aircraft carriers. He was a supporter of ValOUR-IT last year. Stop by his site and see what he has compiled.

Update 6/27/2007: First off, Bill tells me the email info is on his page. Second, so you don’t have to jump to the comments, Rusty Bill reports about “current ops” on his historical website:

Warning to prospective visitors: The Carrier Project is currently undergoing a massive refit – a total reformat and rewrite, in fact.

Many of the general information pages are up and running, but carrier history data has only been entered for CV-1 USS Langley through CV-9 USS Essex. I’m currently rebuilding the Origins of Carrier Names section, which should be posted in a couple of weeks. See the Refit Page for details.

Thanks, Bill!

Another name for from the beginnings of our Navy is Josiah Fox. Born in 1763 in Cornwall, England, he had been an apprentice at the Royal Dockyard in Portsmouth, making him unique among our early shipwrights.

Josiah appears in the story of the post-Revolutionary War naval build up when he was asked by Joshua Humphreys in 1794 to assess the design proposed by Humphreys to the War department, as there was some conflict as to whether the planned frigates would be strong enough.

From “Six Frigates”:

Fox’s reaction was blunt. His view was that in the Humphreys’ frigate the wales were placed too low; the bow and stern were too sharp; and there were too many hollow spaces in the hull, which would contribute the the weakness of the hull’s structure. The design ought to include more rake (the stem and the stern should rise at a smaller angle from the keel). Fundamentally, Fox was concerned that the Humphreys’ frigate was too long in proportion to her beam. The resulting structural weakness was so great that the ship might even break her back on launching.

The debate continued, but the historical record to allow us into the course of the conversations, as the people involved directly all lived in Philadelphia (Secretary Knox, Joshua Humphreys, Josiah Fox), and Ian toll speculates much of the discussions happened in face to face meetings, with no paper trail. The only thing we have to go on is the performance of the ships put to sea. I’d say Humphreys was right.

During this time frame, Joshua Humphreys was appointed as the “Master Ship Constructor” for the Navy by Secretary of War Knox, and, based on his favorable impression of Fox’s knowledge of ship design, Fox was hired as a draftsman to serve under Humphreys. What happened next is what the modern Navy calls a “personality conflict.” Apparently Fox’s drafts were not in accordance with Humphreys designs. Net result: Fox was assigned to make moulds for cutting timber. “The two Quaker shipwrights eventually came to hate each other” says Toll.

There is more to that part of the working relationship to read, some of it sounding not unlike some of the meetings I was a party to attending over my career and a few years afterwards.

Fast forward to where Josiah Fox still managed to “get around the system:”

Fox was the supervising shipwright for the USS CHESAPEAKE. CHESAPEAKE was an oddity in the line of our first naval combatants in that she was not named for something related to The Constitution, but named for a bay. In addition, there was already a USS CHESAPEAKE, a sloop of war, in commission (she was recommissioned USS PATAPSCO) at the time. The distinction continued in that “Frigate D” was shorter in length and broader in beam than the other ships, as a result of Fox altering the design to meet his concepts of ship design, based on his Royal Naval shipbuilding background. Built in Norfolk, she was shown to be slower than her sister ships due to significant design alterations.No Navy ships have been named in honor of Josiah Fox. He was a key figure in the formulation of ship design, being a thorn in the side of the man who envisioned a completely new layout for warships, which went on to have provide our nation with a maritime force capable of standing up to the navies of Europe.

The ship picked up a reputation as unlucky early on in her career at sea.

So…there I was, Officer of the Deck for the 04-08 watch on a Sunday morning in the spring of 1979. It’s now about 0430 and, I, seasoned by the first operational deployment, am relatively comfortable with my assignment. Combat (Combat Information Center, or simply “CIC”) has just reported a Skunk (Unknown surface contact) Bravo, slightly off the port bow several miles out. I check in the AN/SPA-4 RADAR repeater, using a grease pencil to mark on the plotting head (lighted fixture over the actual CRT of the RADAR display). From there, I move to the port bridge wing to sweep the dark seas ahead of the ship for lights. There are none, other than those of the ships of the USS SARATOGA (CV-60) battle group, enroute the States.

We are roughly half way home, somewhere in the Atlantic. In company are the USS SARATOGA (CV-60), USS MT BAKER (AE-34), USS BIDDLE (CG-34), USS SPRUANCE (DD-963) (her maiden deployment), the USS CONYNGHAM (DDG-17), the USS JOHN KING (DDG-5) and a few other vessels that time has scrubbed from my memory cells. We (USS MILWAUKEE (AOR-2)) are assigned as the guide of the formation, steering the base course and running at the signaled base speed. All others of the battle group use us as the reference point for their formation stationing assignments.

No longer am I the CIC Officer, that job was handed over to LTJG Mike Tyner just before the cruise began, and I assumed the duties of Communications Officer from LTJG Tom Hartman. The Operations Specialists in CIC worked for me for almost 18 months prior to that, so I am pretty well in tune with their capabilities.

Skunk Bravo is not making much speed that we can discern, and the plot on my scope shows her passing close aboard to port on our present course.

I make the required call the CAPT Art Page, informing him of the situation with this unlighted contact closing us due to the relative motion of the two of us. He acknowledges my call.

About this time, maybe 0500, CIC reports Skunk Charlie on the port bow, with a track that will put her passing not far ahead of us. I look out and see range and masthead lights in the vicinity of USS BIDDLE stationed on the port bow of the formation and hear BIDDLE calling the merchant on Channel 16 on Bridge-to-Bridge radio. I got to concentrating on the (lack of) movement of Skunk Bravo. The CO comes to the bridge. Eventually, we see nothing, even when the RADAR contact shows Bravo passing between our ship and the SARATOGA (stationed on our port beam a few miles). The CO asks me if there’s anything elseand I reply “no.” He heads below to get back to sleep.

About this time, OS2 Tom Mazzula calls up from CIC on the 21MC and asks “What are your intentions with Skunk Charlie?” MY answer is “I saw her turn to pass astern of the formation.” I had seen range and masthead lights moving to show a vessel had made a radical turn to starboard earlier, which looking for the unsighted Bravo. I looked at my plot on the RADAR scope and was satisfied I had kept track of the situation, but something told me to listen to CIC. I stepped out on the port wing, raised my binoculars and saw a merchant hull standing on with a target angle of about 035 degrees (meaning if I was looking at my ship from them, what was my bearing – in this case on the starboard bow). I called CIC and informed them it must have been the BIDDLE I saw turning, as the merchant’s lights showed her steaming towards us. Tom concurred. I called the CO, he came right back to the bridge.

The CO and I stood on the port bridge wing, me at the pelorus, he with binoculars. CIC Was reporting a close aboard “CPA” (Closest Point of Approach). The CO asked what would happen if we slowed down some. I replied the ship would pass ahead of us at about 1/2 NM (100 yards). He ordered me to slow. I passed the direction to the Junior Officer of the Deck, who had the Conn. John slowed us 5 knots. After a few moments, CIC refigured the CPA and it was still close. I tried calling the merchant on Channel 16…no reponse. I went to the bridge wing and called up to the signal bridge for Sigs to flash the international code for “You are standing into danger!” They did, through through the night filter. No response.

The CO asked for the bearing of the contact. I read it through the alidade. He hollered into the pilot house “Range to the contact?” No response. “RANGE TO THE CONTACT???” No response. He and I ran to the bridge wing door to see the JOOD, back to the front windows, at the back of the bridge, talking to the Boatswain’s Mate of the Watch. The CO said: “This is Captain Page, I have the conn!” I kept the deck. I ordered the signal bridge to take the night filter off the signal lamp and flash the ship again. The white light shot across the sea with it’s staccato message. The merchant sailed on.

I called to Main Control to the Senior Chief Machinist Mate standing Engineering Officer of the watch, telling him if he got an emergency back bell, it’s wasn’t a joke and to be ready to answer it. He relied in his gruff voice “Aye, aye, sir!”

The Captain slowed another 5 knots. CIC informed the formation on Tactical radio circuits of our speed. They all slowed with us, but no one ever took the guide duties from us. The sun was coming over the horizon behind us now, lighting the merchant vessel. It was a large bulk cargo carrier, flying an Irish flag. Still, we had no indication that they saw us.

Under the circumstances, we were headed for extremis. I directed the BMOW to sound 5 short blasts of the ship’s horn. It was about 0530 now. He carried out the order quickly to signal the other ship by yet another means. Our plan, as the CO and I discussed, was to turn starboard, the proscribed maneuver in such circumstances.

The XO, CDR Al Lightly, clad in khaki trousers, flip flops and a white t-shirt, appeared on the bridge, rubbing the sleep out of his eyes. He asked “What’s going on?” I barked “GET OFF THE BRIDGE!” He sleepily complied. The Navigator, LTJG Harry Watkins, III showed up also, moving out of the way and to the chart table, keeping quiet.

Our two hulls, us being about 40,000 tons of displacement, and the merchant, certainly heavier slid towards each other, intent, with present course and speed, to occupy the space piece of water at the same time. The CO looked at me and said “We have to turn right.” I nodded. He ordered “Right Full Rudder!” “Right Full Rudder, Aye, Sir – My rudder is Right Full!” was the rapid response from the Helmsman. Then the CO said: “Shift your rudder!” as the merchant’s bow crossed ours and he also ordered “All Back Emergency Full!” The ringing of the engine order telegraph assaulted our ears three times before stopping at the “Astern Full” mark. I paralleled the order by voice on the 21 MC.

The merchant, slid across our bow at about 200 yards. Seems like a lot? Not when you have two vessels of such size that close together. Had we turned to starboard, with the merchant standing on, wrong as he was, the “transfer” (sideways distance the ship would go before attaining the ordered course would have carried our port side into hers. Relative speed would have been the slowest of the possible geometries, but still, a career ending would have occurred. Had we and the merchant turned starboard, the collision would have raked our port sides the length of each other, with greater relative speed, and therefore greater damaging forces involved.

By turning port, Captain Page set up a situation where we would pass under her stern, or she would have had her transfer in a starboard turn, take her clear of our starboard side. It was the perfect solution. Captain Page was quite a ship handler. We resume the base course and speed, watching from the starboard wing as the merchant proceeded northward, never seeming to realize the escape from bent metal and admiralty claims.

Now, breathing a sigh of relief, I took the conn from the CO, he said to me, as he was about off the bridge: “Get back on station.” “Captain, we are the guide.” ” I know, get back on station.” “Captain, we are on station.”

He looked at me like I was undermining his authority before the little light bulb in his head went off and he said “Very well” and went below.

Last week, I discussed the first Naval Ship Constructor for the United States Navy, Joshua Humphreys.

This week, another name from the beginnings of our naval history: John Rodgers (1772-1838).The reason to distinguish this man by date is because his son and great-grandson also distinguished themselves in the Naval Service. John Rodgers entered our naval history as a Second Lieutenant assigned to the commissioning crew, commanded by CAPT Thomas Truxton. LT Rodgers was responsible for recruiting a crew to man the 38 gun vessel from an office at Cloney’s tavern in the maritime district of Fell’s Point near Baltimore, MD. It was a difficult time to recruit for the Navy, as merchant wages were better, but LT Rodgers managed to fill about half the ship’s compliment with his effort.The USS CONSELLATION sailed south to the Caribbean and began to hunt for French warships, and on February 9th, 1799, a lookout sighted the French Frigate L’Insurgente. CAPT Truxton gave chase and, after a brutal, well fought battle, including vicious broadsides fired at close range and boarding parties engaged in bloody hand to hand combat on the deck of the French frigate, the first US Navy victory at sea was in hand. John Rodgers, having commanded a merchant vessel at the age of 25 before joining the navy, was promoted to the rank of Acting Captain of the captured vessel and was responsible to repair and outfit L’Insurgente.Much controversy was eventually raised when the issue of paying, as was the tradition, the crew of the USS CONSTELLATION for their share of the value of the captured vessel. Detailed in “Six Frigates” by Ian Toll, were influence and maneuvering were done to try and show more value (placed at $120K) for the ship than it may have been worth. In the long run, it is a tale where a showdown between the politicians and the crew who would benefit from the payout faced off. In the long run, the final value of $84,500 was settled upon, and further possibilities of cashiering out officers suspected of inflating values was avoided.John Rodgers next appears in history as the Captain of the USS JOHN ADAMS, a light frigate, sailing with the squadron of CAPT Preble, of the USS CONSTITUTION in 1803 in the Mediterranean. From there, he rose to command USS CONGRESS, which was directed to be activated and put to sea by oder of th President Jefferson after the USS PHILADELPHIA had been captured at Tripoli. CONGRESS was assigned to the squadron of Samuel Barron. By 1810, John Rodgers was assigned as a commodore a position he held into the beginning of the War of 1812.In honor of Commodore John Rodgers, the Navy has named three ships (directly) for him. The first USS JOHN RODGERS was a lighthouse tender (1917-1919). The second USS JOHN RODGERS (DD-574), a FLETCHER Class Destroyer, was commissioned on Feb 9, 1943 and saw action at Marcus Island, Tawara and Wake Island in 1943, Kwajalein Atoll and later the Mariannas Island campaigns, then was at Leyte Gulf in Oct, 1944. After a refit stateside, RODGERS joined ADMIRAL Spruance’s Task Force 58 and participated in the assaults on Iwo Jima and Okinawa, and was one of the first ships to enter Tokyo Bay for the surrender ceremonies. Decommissioned in 1946, the USS JOHN RODGERS (DD-574) won 12 battle stars for combat action. The third USS JOHN RODGERS was a SPRUANCE Class Destroyer, hull DD-983, in honor of all three famous John Rodgers. Commissioned Sep 4th, 1979, RODGERS conducted Naval Gunfire Support (NGFS) operations off Beruit in Sep, 1983. Decommissioned Sep 4th, 1998, she has been broken up for scrap.Three vessels of the US Navy have also been named to honor John Rodgers, but also included honoring his son and great grandson, each bearing the name USS RODGERS.But by a small twist of fate, I would have served aboard the USS JOHN RODGERS (DD-983). I was in the list for orders to one of the pre-commissioning SPRUANCE Class crews, with RODGERS at the top of the list for myself and the Navy. There was difficulty in getting my relief through Communications Officer School and to the ship in the Mediterranean on time for me to join training for the Combat Systems team at Fleet Combat Training Center, Atlantic. As a result, I was assigned to USS LEFTWICH (DD-984).