While other MilBloggers get their beauty sleep, the great news is the AEGIS/SM-3 combination has successfully engaged the failed spy satellite at about 10:30PM EST today.

From CNN:

WASHINGTON (CNN) — An inoperable U.S. spy satellite orbiting about 150 miles above Earth was struck Wednesday by a missile fired from a U.S. Navy cruiser, military sources told CNN.

A Delta II rocket lifts off, carrying a reconnaissance satellite that failed hours later.

The Pentagon said the window of opportunity to strike the 5,000-pound satellite opened Wednesday, when the space shuttle Atlantis landed in Florida. The Pentagon wanted to be sure the shuttle would not be struck by any debris from a destroyed satellite.

But earlier the official said conditions had to be perfect, and that was not the case Wednesday with swells in the Pacific Ocean west of Hawaii running slightly higher than Navy would like.

CNN meteorologist Chad Myers said six- to eight-foot swells were reported in the area through Wednesday night and were not expected to come down until Friday or Saturday.
[…]

Great news. In a scenario where two fast moving objects have to make a “skin-to-skin” meeting on the end of space with a closing velocity of 22,000 mph, it happened, even while the ship wallowed about in moderate seas in the Pacific.

So, BZ to the crew of USS LAKE ERIE (CG-70) and their supporting tracking units, USS RUSSELL (DDG-73) and USS DECATUR (DDG-59)!

And, just in case you wondered, China has voiced “concerns” over this act to the US. You know, the country who already shot down a satellite, but without notification to the world community and no regard for the debris field it left in orbit to possibly damage other satellites and space vehicles. Anyhow, since they used a land based silo system, and not a mobile, sea bore one, I’m sure they are concerned, since we have engineers who can solve for an intercept between a mobile launch platform and the target.

Related Reading: Frey Frey’s Maritime Monday 98 and Eagle1’s Sunday Ship History: Special Monday President’s Day Edition.

BT

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 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.

I won’t repeat Steeljaw Scribe’s well written tribute, but I will add something I took away from this incident:

“High Calling: The Courageous Life and Faith of Space Shuttle Columbia Commander Rick Husband” by Evelyn Husband is a remarkable read. Evelyn wrote it less than a year after the accident that claimed the crew’s lives, but told a story of a man who had set his sight on being an astronaut in high school and then figured out how to get there.

But there’s more. It’s a story of a man who struggled to do the right thing always, and to be a great husband and father. His wife used his personal journals, not written for any purpose than to help Rick find his own way though his life’s journey, to let us see who he really was.

And more beyond that as well. Curious as to what it takes to be an astronaut? Wonder how someone gets where they want to? Think you’re the only one who has questions about what’s going on to you? Read about Rick, you’ll find answers that will know some things, too.

She’ll Be Wearing Pink Pyjamas movie download

Today in Naval History: We fired a rail gun at Dahlgren.

Cool! Shove a piece of metal at a target at Mach 5 to 7. Forget about having to handle hazardous explosives, just route some juice to the rails and send some good old, time tested “F=M*A” at the bad guys for effect. Can you say “10.8 megajoules ON THE WAY!”

The Military Times video, with CNO’s remarks is here.

embedded by Embedded Video

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!

40,000 lbs of ordnance delivered via airmail Skin Deep download on your doorstep….Oh, and only 10 minutes needed to “offload” for you…

Update: News at 11!

Opening notes:

• Required reading: Eagle1’s Sunday Ship History – Quonset Huts and Fred Fry’s Maritime Monday 92;
• I know I promised a different course today, but I left the primary source book behind on Friday. Next week will be the kick off of some interesting Maritme Matters.

RADM Julius A. Furer, USN
ADM Furer, a Naval Academy graduate of 1901 was the head of his class, and a man who got things done. Along the way, he set the stage for success in several warfighting areas, as well as supporting disciplines, earning a Navy Cross during WWI.From the Haze Gray website, the longest biography I could find on this man:

Julius Augustus Furer, naval constructor, inventor, administrator, and author, was born 9 October 1880 at Mosel, Wis. Appointed to the Naval Academy in 1897, he graduated at the head of his class in 1901. After sea duty in INDIANA (Battleship No. 1) and SHUBRICK (Torpedo Boat No. 31), he acquired a Master of Science degree from the Massachusetts Institute of Technology in 1905.

In the era of great naval expansion after the Spanish-American War, Furer established a reputation for professional competence in his remarkably expeditious outfitting of the Navy Base at Charleston, S.C., which at that time lacked a physical plant, natural resources, and a skilled shipbuilding labor force.

While serving in the Philadelphia Navy Yard in 1911, he applied new theories of scientific management. His advanced thinking and methods of procurement brought him the added task of purchasing all tools, machinery, and dock facilities for the Navy’s new base for the Pacific Fleet-Pearl Harbor. Furer installed the equipment in 18 months, but delayed his departure when submarine F-4 (Submarine No. 23) sank in 50 fathoms off Honolulu. He insisted on salvaging her, and invented a submersible pontoon which
raised the boat and enabled her to be moved to drydock. An investigation of her hull revealed a design error which was corrected to avoid similar accidents.

Furer returned to Washington late in 1915 and took charge of the Supply Division, Bureau of Construction and Repair. Against some opposition by advocates of smaller vessels, he proposed the construction of 110-foot submarine chasers to meet the threat of the German U-boat. Furer’s arguments persuaded the Navy’s General Board to order 450 vessels constructed on Furer’s basic design. These contributions to the American war effort earned Furer the Navy Cross.

Following the war, he reported to the staff of the Commander in Chief, Pacific Fleet, and tirelessly devoted his talent to the improvement of damage control, ship design, and crew comfort. From December 1922 to April 1927, he was a member of the U.S. Naval Mission to Brazil.

Furer next was assigned to the Asiatic Station, where he developed extensively the aircraft facilities at Cavite,
Philippine Islands.

In 1928, he became Manager of the Industrial Department of the Philadelphia Navy Yard, and supervised the modernization of battleships PENNSYLVANIA (BB-38) and NEW MEXICO (BB-40). Under his management, the yard set records for low costs and speed of construction.

Between July 1935 and December 1937, Furer was Naval Attache at embassies in London, Paris, Berlin, and Rome.

His technical advice aided the American delegation to the London Naval Conference in 1936.

A Rear Admiral at the outbreak of World War II, he became the Coordinator of Research and Development, and the
senior member of the National Research and Development Board. He coordinated widespread research that speeded
development of modern weapons systems for the Navy. These services won Furer the Legion of Merit 30 June 1945.

Julius Furer retired from active service in 1945, but was recalled to duty in the Navy’s History Division in 1951. During a second retirement, he wrote the widely acclaimed study, “Administration of the Navy Department in World War II,” published in 1960.

Rear Admiral Julius A. Furer died 6 June 1963 and is buried at Arlington National Cemetery.

In honor of ADM Furer, the USS JULIUS A FURER (DEG-6, later FFG-6), a ship of the BROOKE Class, was commissioned Nov 11th, 1967 at Bath, ME, another fine product of Bath Iron Works. Another site, for the Plank Owners, is here.Decommissioned in the US Navy Nov 10th, 1988, she was recommissioned in the Pakistani Navy as Badr (D-161) and served in that navy until retuning custory to the US Navy in 1993. She was scrapped in 1994. The FURER was assigned to the Atlantic Fleet.

Posting is a little light due to the seasonal thing, side work and finally getting all parts assembled for Beast II and the time it took to get the OS and stuff loaded…HOWEVER…

I will be posting a tribute to a maritime hero (pictured below) by this afternoon. Which one is it you wonder….

It’s time. Back in today’s saddle and here’s your maritime hero: ADM Issac C. Kidd, Sr, USN. From the Medal of Honor site:

Isaac Campbell Kidd was born in Cleveland, Ohio, on 26 March 1884. He entered the U.S. Naval Academy in 1902, graduating with the Class of 1906 in February of that year, and was commissioned an Ensign in 1908. Kidd participated in the 1907-09 “Great White Fleet” cruise around the World while serving in USS New Jersey (BB-16) . Following service in USS North Dakota (BB-29) and USS Pittsburgh (Armored Cruiser # 4), he became Aide and Flag Secretary to the Commander in Chief, Pacific Fleet, the first of his many flag staff assignments. He was an instructor at the Naval Academy in 1916-17.

During and after the First World War, Kidd was stationed on USS New Mexico (BB-40), then had further staff and Naval Academy service. He was executive officer of the battleship Utah (BB-31) in 1925-26, then commanded USS Vega (AK-17) until becoming Captain of the Port at Chrisobal, Panama Canal Zone in 1927-30. Promoted to the rank of Captain, he was Chief of Staff to Commander, Base Force, U.S. Fleet in 1930-32. After three years at the Bureau of Navigation in Washington, D.C., he was Commander Destroyer Squadron ONE, Scouting Force, in 1935-36.

Captain Kidd next attended the Naval War College and served on the College staff. He was Commanding Officer of USS Arizona (BB-39) from September 1938 until February 1940, when he was promoted to Rear Admiral and assigned as Commander Battleship Division ONE and Chief of Staff to Commander, Battleships, Battle Force. On 7 December 1941, he was killed in action on board Arizona during the Pearl Harbor Raid . Rear Admiral Isaac C. Kidd was posthumously awarded the Medal of Honor for his actions during the Pearl Harbor attack .

His detailed biography on the web is located here.

The Medal of Honor citation reads:

CITATION:

Rank and organization: Rear Admiral, U.S. Navy. Born: 26 March 1884, Cleveland, Ohio. Appointed from: Ohio. Citation: For conspicuous devotion to duty, extraordinary courage and complete disregard of his own life, during the attack on the Fleet in Pearl Harbor, by Japanese forces on 7 December 1941. Rear Adm. Kidd immediately went to the bridge and, as Commander Battleship Division One, courageously discharged his duties as Senior Officer Present Afloat until the U.S.S. Arizona, his Flagship, blew up from magazine explosions and a direct bomb hit on the bridge which resulted in the loss of his life.

His remains are aboard the USS ARIZONA. His Naval Academy ring was found fused into the bulkhead of the bridge by Navy divers.

To honor this man who served in the two World Wars, three ships have been named for him:

USS KIDD (DD-661)
A FLETCHER Class DD, commissioned on Apr 23rd, 1943, was the first ship named for Issac Kidd. That ship’s history began by honoring the Naval Academy nickname of ADM Kidd: “Cap,” short for “Captain Kidd:”

The KIDD’s first voyage was one of some notoriety. Under the command of Cdr. Allan B. Roby, the destroyer moved across New York Harbor for delivery to the Brooklyn Naval Shipyards . . . flying the skull and crossbones of the Jolly Roger high from the foremast. The edition of TIME magazine that week carried a photo of KIDD, announcing that it had been one hundred years since the Jolly Roger had flown in New York Harbor. The crew quickly adopted the pirate Captain Kidd—who ironically hailed from New York—as their mascot and hired a local cartoonist to paint the famed buccaneer’s image high of the forward smokestack. Not wishing to dishonor RADM Kidd, however, the crew obtained permission from Mrs. Kidd first. The Admiral’s nickname at the Naval Academy had

been “Cap” (as in “Captain Kidd”) and he had gone by this nickname his entire life. So on the crew’s behalf, Mrs. Kidd obtained official permission from the powers-that-be in the Navy for them to paint the pirate on the stack and fly the Jolly Roger. The KIDD would become the only vessel in the history of the United States Navy to ever have such leave granted to fly the flag of piracy.

Another unique distinction about KIDD’s first voyage was the make-up of her crew. Anne Randle was the first member of the WAVES (Women Accepted for Voluntary Emergency Service) to be assigned to the Office of Shipbuilding in New York City. Ordered to take a training tour of the Kearny Shipyards, her name was placed on the list of personnel that were scheduled to report on board KIDD for the purpose of accompanying the destroyer across the harbor to the Brooklyn Naval Shipyards. Her name was listed as “Ens. A. Randle”, omitting any mention of her gender. At that time, there was still an uneasy tradition that having a woman aboard a naval ship was to invite bad luck. However, when KIDD arrived at the Brooklyn yards, the official message sent back to the yards in Kearny read: “The WAVE delivered The Kidd at 2:30 today.”

Commissioned into service two months later on April 23, KIDD commenced her shakedown cruise at Casco Bay, Maine. She saw her first duty covering the North Atlantic sea lanes near Argentia, Newfoundland. She then provided escort for new carriers during their shakedown cruises from Norfolk to Trinidad. In August of 1943, she transited the Panama Canal along with three other destroyers providing escort for USS ALABAMA (BB-60) and SOUTH DAKOTA (BB-57) and proceeded to Pearl Harbor.

During a simulated torpedo attack in September of that year, KIDD was struck by two star-shells fired from the NORTH CAROLINA (BB-55). As fortune had it, her forward damage control party was exercising in the immediate vicinity with a make-believe casualty strapped into a stretcher. One of the shells entered the compartment and crossed just above the chest of the pretended casualty. The sailor suffered a minor abrasion from a fleck of debris. The skipper reported to the task force commander: “KIDD claims to be the best prepared ship in the Navy. We had a victim already strapped in the stretcher when he was wounded.”
[…]

The history, in detail, continues here.

Serving in the North Atlantic, then the Pacific theaters, she participated in battles from Wake Island to Okinawa, suffering a kamakazi hit on April 11th, 1945. 38 died and 55 were wounded, but she was repaired and returned to service. Placed in reserve in 1946, she was activated in 1951 for the Korean War. Conducting NGFS shore bombardment duties and pilot rescue operations, she also stood into Wonson Harbor to draw fire from the camouflaged shore batteries. The remainder of the 50s were spent making Pacific Fleet deployments.

Decommissioned in 1964, she had earned 8 battle stars for WWII and 4 for Korea. She now is a floating museum in Baton Rouge, LA.

USS KIDD (DDG-993)
The second USS KIDD (DDG-993) also had an interesting story. Beginning life as one of the “AYATOLLAH Class” destroyers (named Kouroush) being built for the Shah of Iran’s Navy in the mid 70’s, she, and the other three of the KDD Class DDGs reverted to ownership of the US Navy after the revolution in Iran in 1979. We used to say they were built the way SPRUANCE DDs were supposed to have been, had we had the money. Fitted out with the same ASW suite (initially) as the SPRUANCE’s, but with superior AAW capability, we SPRU Can sailors were jealous, but such was life.Commissioned April 27th, 1981, she served in the Atlantic Fleet. In 1985, she was a player in the hijacking of TWA Flight 847 with the USS NIMITZ Battle Group. In 1990/91, the KIDD was a part of Operation Desert Storm. Decommissioned March 12th, 1998 in Norfolk, she has been transferred to the Republic of China’s Navy as the ROCS Tso Ying (DDG-1803) and continues in service today. A through Ship’s history is here. USS KIDD (DDG-100) The third vessel to sail with the Name of ADM Issac Kidd is the USS KIDD (DDG-100). Damaged by Hurricane Katrina while in the building yard at Pascagoula, MS, she was commissioned June 9th, 2007 by Congressman Ron Paul in Galveston, TX. She has yet to make her first deployment as of this posting. The beginnings of this vessel’s history is here.

SP5 Eric G. Gibson, US ArmyTech Specialist 5th Grade Eric Gibson was a cook with a Quartermaster company. He, obviously was a man of action when things were looking grim. Normally, logistics units are not in a position to be flanked by enemy troops, but this was the case in Italy in January 1944. As a result of his response to the enemy assault, he became a posthumous Medal of Honor Recipient.

The President of the United States of America, authorized by Act of Congress, March 3, 1863 has awarded in the name of the Congress the Medal of Honor posthumously to:

ERIC G. GIBSON
UNITED STATES ARMY

Rank and organization: Technician Fifth Grade, U.S. Army, 3d Infantry Division.

Place and date: Near Isola Bella, Italy, 28 January 1944.

Entered service at: Chicago, Ill.

Birth: Nysund, Sweden.

Citation: For conspicuous gallantry and intrepidity at risk of life above and beyond the call of duty. On 28 January 1944, near Isola Bella, Italy, Tech. 5th Grade Gibson, company cook, led a squad of replacements through their initial baptism of fire, destroyed four enemy positions, killed 5 and captured 2 German soldiers, and secured the left flank of his company during an attack on a strongpoint. Placing himself 50 yards in front of his new men, Gibson advanced down the wide stream ditch known as the Fossa Femminamorta, keeping pace with the advance of his company. An enemy soldier allowed Tech. 5th Grade Gibson to come within 20 yards of his concealed position and then opened fire on him with a machine pistol. Despite the stream of automatic fire which barely missed him, Gibson charged the position, firing his submachine gun every few steps. Reaching the position, Gibson fired pointblank at his opponent, killing him. An artillery concentration fell in and around the ditch; the concussion from one shell knocked him flat. As he got to his feet Gibson was fired on by two soldiers armed with a machine pistol and a rifle from a position only 75 yards distant. Gibson immediately raced toward the foe. Halfway to the position a machinegun opened fire on him. Bullets came within inches of his body, yet Gibson never paused in his forward movement. He killed one and captured the other soldier. Shortly after, when he was fired upon by a heavy machinegun 200 yards down the ditch, Gibson crawled back to his squad and ordered it to lay down a base of fire while he flanked the emplacement. Despite all warning, Gibson crawled 125 yards through an artillery concentration and the cross fire of 2 machineguns which showered dirt over his body, threw 2 hand grenades into the emplacement and charged it with his submachine gun, killing 2 of the enemy and capturing a third. Before leading his men around a bend in the stream ditch, Gibson went forward alone to reconnoiter. Hearing an exchange of machine pistol and submachine gun fire, Gibson’s squad went forward to find that its leader had run 35 yards toward an outpost, killed the machine pistol man, and had himself been killed while firing at the Germans.

SP5 Gisbon was inducted into the Quartermaster Hall of Fame in 1999, and the NCO Academy Dining Hall at Ft. Lee is named in SP5 Gibson’s remembrance.

On 13 February 1995, the Army Chief of Staff, General Gordon R. Sullivan unveiled the ship’s bell and name board for a container ship. This ship, formerly the freighter Sea Wolf, was renamed as the SP5 Eric G Gibson (AK 5091). The ship, chartered by the Navy and owned by a private firm, is in the Army Prepositioned fleet in the Pacific where it is a key element in U.S. strategic mobility capability. It contains sustainment cargo including MREs, lubricants, medical supplies, repair parts and chemical defense equipment. More info on the T-AK class units is here.

MV SP5 ERIC G. GIBSON (T-AK 5091) entering Apra Harbor, Guam A picture of a spacecraft in the story of a medal of honor recipient? Yes…Interesting fact about the Medal of Honor rolls: Gibson’s name (as well as those of all Medal of Honor recipients) was included by NASA in a microchip aboard the Stardust spacecraft. The Stardust mission was launched into space in early February 1999. Its destination – Comet Wild 2, its mission, to capture cometary materials before returning to earth in 2006.

Far more eloquently than I would, SteelJaw Scribe has a tribute to that day in his Flight Deck Friday series.

Words and powerful pictures take you back to a different time in the history of our Nation, and that of the world.