Digging around the urban legend site Snopes, I came across a speech by a retired Air Force Officer. The speech was given in the fall of 2001, obviously from the text, after 9/11. Great speech. Brian Shul has flown 212 combat missions from Vietnam, and in the Cold War. Here’s what caught my eye:

And many years later, while fighting another terrorist over Libya, my backseater and I outraced Khaddafi’s missiles in our SR-71 as we headed for the Mediterranean…

I recall clearly that night in April, 1986, while aboard USS BIDDLE (CG-34), we had been told a “national asset” would be traversing our airspace. We gathered around the radar scopes in the Combat Information Center, switched on the SPS-48 air search display and proceeded to watch the SR-71 smoke by. We probably could see about 600 miles across (about 300 around the ship). As the radar rotated, we saw about 4 radar returns from one side of the area of coverage to the other. He was a real “fast mover.”

Now I know it was Brian Shul who flew by.

History, it’s fun stuff, especially when you are present.

Each year, the Navy sends a group of ships, to exercise with the navies of Central and South America. The cruise is named “UNITAS” and has been a long tradition of showing the flag in the southern part of the Western Hemisphere. While there is good professional, at sea experience to be had, and the opportunity to meet with your professional counterparts from other countries, there also is a requirement to enter port and attended “mandatory fun.” More on what that looks like is a topic to be reserved for a later post.

In the later part of 1983, two of the ships of the UNITAS task force were detached to go on the West African Training Cruise (WATC). One ship was mine, USS CONOLLY (DD-979), where I was assigned as Engineer Officer. The other was the USS JESSE L BROWN (FF-1089).

We had both been import in Brazil, in a port north of Rio de Janeiro. The BROWN was next to the pier, and we had been nested (moored to the outboard side) to the BROWN. The day before departure, both ships were scheduled to refuel. The hoses first went to the BROWN, and upon her completion of fueling, the hose would be brought across her deck to our fueling stations. I had my fueling team stay aboard that day, anticipating it would be our time to fuel about noon.

About mid-morning, the Duty Engineer called me and said BROWN was done fueling and we were getting ready to receive the hoses. I recall thinking that had been a very fast refueling, but, ordered the engineers to get us fueled.

We sailed east the next morning without incident, the BROWN leaving port right behind us. Our destination was Liberville, Gabon, and hers Equatorial Guinea. While we were “proceeding independently,” because our destinations were close together on the continent of Africa, we would end up sailing close to one another for about half of the transit across the Southern Atlantic Ocean.

We sailed in the warm, almost empty ocean for several days, when we received a message from the BROWN: “We don’t have enough fuel to reach Africa.” Exacerbating the problem tremendously was the fact that the USS SEATTLE (AOE-3), who had sailed south to meet the UNITAS group for exercises with the Brazilian Navy, had already headed back north the States. CONOLLY was the only ship within thousands of miles that could help.

No destroyer is designed to give fuel away. That being said, we have to get fuel down from the topside refueling stations, and it’s just a matter of pipes and valves, and having some sort of pumping system to reverse the flow. There is a very minimal capability to do this, in particular for a condition where you may have to de-fuel the ship. Having the competent crew that we did, I sat down with CDR Harry Maxiner (the Captain) and LT John Taylor, the Weapons Officer, and a few key players to figure out how to transfer fuel at sea to another ship. We had two options. One was to rendezvous with the BROWN, have one ship go to all stop and rig fenders, so the other ship could come alongside and moor together. Option two was to pass the fuel via connected replenishment while underway, using a manila “highline” and 2 ½ inch fire hose as the delivery method. Option two had the least impact on the arrival schedule in Africa for both ships. In any case, the transfer rate of fuel would be very slow, so to stop at sea for a better part of a day would put us both behind in meeting our “show the flag” commitments.

LT Al Curry, my Main Propulsion Assistant, GSMC(SW) Weigman, and men of “M” Division got the plan together for using our fuel transfer pumps (used to take fuel from the storage or “bunker” tanks to the service or “day” tanks) to send the fuel about 50 feet up in the fuel piping, where it would cross over to the BROWN in the fire hoses. John Taylor put the Boatswains Mates to work laying out the lines, hoses and blocks necessary to make a RAS (replenishment at sea) rig.

We rendezvoused with BROWN and Captain Maxiner set it up for us to make the approach (meaning BROWN would sail at a set course and speed and we would come up from astern of her, off to one side about 120 ft, at a higher speed, until we were alongside her where the location of our fueling station and her receiving station were across from each other, then match BROWN’s speed). The best part about this is that meant our officers and crew would get the experience of shiphandling in close quarters, and all BROWN would have to do was make sure their helmsman steered his course.

The approach was generally uneventful except for our smirks at our peers, who, I’d conjecture, had been too anxious to get out for a last day of liberty in Brazil (and let me just add, liberty in Brazil is wonderful), than making sure they had been “topped off” prior to sailing. It is customary when a ship comes alongside a delivery ship, such as the USS MILWAUKEE (AOR-2), my first duty at sea, the delivery ship would announce over the topside 1MC circuit (the loudspeakers) something to the effect of “Aboard the USS JESSE L BROWN, welcome alongside USS CONOLLY. You are the first ship alongside this deployment. Standby for shot lines fore and aft!” After that, the receiving ship deck crew would have the fueling station supervisor blow a long whistle burst and direct the signalman to indicate readiness to accept the shot line. The delivery ship station crew blew a whistle and the directed the gunner’s mate to shoot. The passing of the hoses to the BROWN as planned and we pumped about 30K gallons of fuel to her in the next four hours.

It was history. No SPRUANCE Class destroyer had yet done this. To document the event, we sent a message off to Destroyer Squadron TEN, our parent command. In response, we got a message back, telling us they would log in the successful completion of a “Z-26-S Delivering Fuel” exercise in our training and readiness matrix. In the TREAD Manual, that was not one we had been required to do (for obvious reasons). They gave us a score of 100%.

The BROWN proceeded to Equatorial Guinea, making it safely. We still had plenty of fuel to arrive in Liberville on time. We had bragging rights for the first, and gloating rights over our counterparts aboard BROWN. We didn’t have any close interaction with them for the rest of the cruise, such as a port visit together, where I’m sure my “snipes” would have made the point of who was better in the local bars. Our homeport was Norfolk, and the BROWN’s was Charleston, so we went on our separate ways, returning home in mid-December of 83.

Our mistake on the CONOLLY was to not have the Public Affairs Officer write up the event for an article in All Hands, or Surface Warfare Magazine. A few years later, one of the Pacific Fleet SPRUANCEs did the same type of operation, and they took the time to grab that overworked junior officer and make him draft and submit the article to Surface Warfare Magazine.

I was there, I know who was really first.

I have plenty of “sea stories” about the E-7s, -8s, and -9s that made me look successful for 20 years. Most of them are uplifting and more than a few just plain humorous. Some are not so good, but I found out that incompetents, lazy, and slackers come in both genders, all colors and backgrounds. Conversely, dedicated, hard charging, make it happen people come in both genders and all colors and backgrounds. In both cases, there is no exclusivity.

When I was an XO, and we were on cruise, a few of the Chief Petty Officers were complaining to the Senior Chief Petty Officer of the Command (SCPOC) about how bad the junior officer were. Well, instead of the EMCS doing the “right thing,” and having a short “meeting” in the Goat Locker, where he would have read them the riot act and then handed them the solution, he came to me.

I enjoy solving problems. On the other hand, on a Persian Gulf deployment, being the Navigator, the second in command, and the guy who had to keep all the right balls in the air, I was sort of busy with the “big picture” stuff. When the SCPOC brought this one and dropped it in my lap, I was slightly annoyed, so I had called the meeting in the Goat Locker.

I didn’t yell, I didn’t throw anything around. I just provided them with this fact of life (or words to this effect):

“You know how you you have served with COs and XOs and department heads that really sucked and made your life miserable, because they didn’t know anything? Well, guess what? Their CPOS, when they were division officers failed to take them aside and train them, so you got stuck holding the bag.”

“Not only do you have my permission to bring your JO down here, close the door, put a cup of coffee, no, strike that, can of Coke, in their hands and tell them how life is, I actually expect you will do that, because that’s your job. If you don’t take the time to do it, you’ll just be stuck with them as department heads, XOs and COs who will make your life miserable and you’ll have no one to blame but yourself.”

It sure seemed pretty clear to me how to solve the problem. Once more, I refer you back to one of my earliest posts about RDC Mac and his ensigns beginnings.

We need those senior enlisted to step up to the plate and form a bond with their “butter bars,” so the wisdom of real leadership can be passed on. We also need the “butter bars” to resist the urge to think they have a commission and therefore a corner on the knowledge market in the profession of arms. When this happens, we see a military that can slice and dice more bad guys before breakfast, than most other armed forces could do in a week.

Since we see this capability in action via the many blogs, I know there is this sort of “training” happening. Let’s hope the tradition stays with us.

A few “hall of fame” names of my enlisted mentors (in order of appearance):

OSC Michael P. MacCaffery
RMC Hansen
GMCM(SW) Don Dolance
STGCM(SW) David Frey
FTCS(SW) David Magnus
GSCS(SW) John “JC” Wiegman
GSMC(SW) John Graham
GSEC(SW) Denny Rohr
RMCM(SW) Rumbaugh
OSC(SW) Michael Bennett
GMCM(SW) David Cress

To swipe General Doolittle’s book title, I’ll just say, I could never be so lucky again, to have such great senior enlisted men who took the time to invest in me.

While checking the referring links, I followed one of the inbound search engine links back. They had come looking up “whaleboat.” One of the other links presented with one of my posts was to a 1st person story about the sinking of the USS NEOSHO (AO-23), a fleet oiler, at the Battle of Coral Sea in May 1942. for those without an understanding of the significance of that battle in WWII, it was the first time the US forces in the Pacific took offensive action against the Japanese. It was pretty much a draw, but it stopped the advance of the Japanese in the Pacific, and after that, we just kept pushing them back to their homeland.

I am always facinated by 1st person reports, and this link provides some good reading.

This quote is of particular interest, as there was some similar discussions on this topic when I spent the afternoon with Dick Rohde, regarding being in the rafts after the Battle Off Samar:

“Three whaleboats were put safely over the side of the tanker,” continued the sailor. “One of them took me and the other wounded from a raft and the other two boats were also rapidly filling with men.

“When it became apparent there wouldn’t be enough room for all the men struggling in the water. Lieutenant Bradford suddenly stood up and said:

‘I guess those of us not wounded will have to get off.’”

“Then he dived into the water.

“Several other uninjured men in our boat followed his example and we later learned that fifteen men in all had voluntarily quit the whaleboats to make room for the wounded. The lieutenant and two enlisted men of the fifteen survived.”

Read the link on the NEOSHO. It will give you an appreciation for the perils of the sea service, when you have a capable enemy to confront.

To get even more info on the story, this link will provide more detail on the NEOSHO, as well as having links to Bill Leu’s video interview (the person who did the 1st person report mentioned above)..

He was my second Commanding Officer. An aviator on a “deep-draft” vessel, the stepping stone to command of an aircraft carrier. Getting this far, you knew people in these positions would be wearing flag rank one day.

Capt Cecil B. Hawkins, Jr. At 6’4″, half Cherokee Indian he was now in the Combat Logistics Force (CLF) on a replenishment oiler. He was the kind of CO that was all over the ship, but only for the reason was he was interested in what made the ship tick. When you found him looking over your shoulder, and he asked “What are you doing?” he wanted to know the details.

Prior to being my CO, he had been the CO of the largest aviation squadron at the time. If I remember correctly, it was an A-7 training squadron in Texas, with about 1000 people assigned. Quite a responsibility.

Sometime in 1978, we had pulled into Port Canaveral for a few days, I can’t remember the reason, but, as usual, the Commanding Officer was given a car, but the rest of us had to hoof it if we wanted to go somewhere. Several of us were sitting in the Wardroom, it must have been a Saturday, and Capt Hawkins came in the door from the weather deck and asked “Does anyone want to go to Cape Kennedy?” The 1st Lieutenant, LCDR Mike Pivonka, and I said we would like to come along. We changed and met him on the pier. Capt Hawkins had been the CO for a while at this point, but as we drove to the Cape, he began to tell us about being part of the initial set of men being trained as Mercury astronauts, that he had not mentioned. As we walked about the Cape, he told us stories of the original Mercury 7 astronauts selected. One put his house up for sale as “A Future Astronaut.” One of the others had the reputation of doing anything it took to make sure he was one of the astronauts selected. Over the years, his stories have squared with other historical accounts, such as “The Right Stuff” and “From the Earth to the Moon.”

I did a little searching and found that there were 32 men who were not only passed the selection process, but also volunteered to enter the training program. Capt Hawkins told us he went almost all the way through the program, but was “cut” when the final design of the Mercury capsule was completed. The tallest you could be was 5’8″ and still fit inside the capsule. At 6’4”, he wasn’t going to get to fly.

Capt Hawkins had another story he told, and if any of you out there who have been in Naval Aviation, or worked with some of the aviators, see if you can confirm this:

For the filming of “Tora, Tora, Tora!,” a large group of Naval Aviators were recruited to take leave and fly as stunt me in the movie. With scenes of Japanese planes launching from their aircraft carriers, where else do you get people who can actually do that while the camera rolls? Anyhow, Capt Hawkins was one of those, and told of the film producers paying their stunt actor guild fees, and how there were really big parties every night. His next claim is one I’m not sure is all real, as I ran across someone else, who had a CO who made the same claim. He told us that the one plane in the carrier launch scene that leaves the deck, then sinks out of sight, only to reappear a few breath taking seconds later was piloted by himself!

He never made a big deal of all of this, but just presented it as the story of his life, just a slice of history. I learned many things from Capt Hawkins, as a very junior officer on a CLF ship.

It has been 13 years since Richard Marcinko’s autobiography, Rogue Warrior was published. He was the first commander of SEAL TEAM SIX, back when it didn’t exist, and was the Navy’s first full time counter terrorist organization. It would be wise to review his findings (hint: READ HIS BOOK!)

I read it with great interest many years ago, and as I listened to the discussions about the errant pilot in a Cessna 150 that flew too close to the White House and Capitol buildings today, a piece of Richard’s story came back to me.

Close to the end of Rogue Warrior, Richard Marcinko describes how his unit, SEAL Team 6, was tasked to conduct a terrorist attack on a Naval Base in Southern California. I don’t recall if it was Pt. Mugu Naval Air Station, or the Naval Weapons Systems Engineering Station at Port Hueneme, but in either case, they were bases with perimeter fences, and the general public did not have access to the base.

What has stuck with me all these years was Richard’s description of his tactics. He had a two week window for the exercise. His could attack at any time during this period. Start with the premise that we have not manned our bases to have a person physically present at every point of a a perimeter, but we have elected to place guarded access points (gates), and then use physical structures, most usually, cyclone type fencing topped with barbed or concertina wire.

The base to be attacked knew they had to put out vehicle and foot patrols to protect against the impending attack. If you’re the bad guys, what do you do? Well, for a bunch of SEALs (remember, they were playing terrorist roles) with two weeks to just get in and show they could, the answer was easy. Prep your gear, do your scouting, then it’s party time for almost all the rest of the two week window.

Why would they do that, besides the fact that most every sailor won’t turn down paid “liberty ” time, when they had a mission to complete?

Simple: The base security had to guard every approach, all the time. Because they were not manned to do this under regular operating conditions, it meant they would have to suck it up and put a much more intense watch schedule into effect. Over time, it’s easy to figure out that before long, the defenders would be dog tired, trying to cover everywhere, all the time.

What happens when you get tired? Complacency and lack of attention to detail. Both, in a combat environment, will kill you or the others you are with or protecting.

The SEALs partied it up in San Diego, then headed up within a few days of the end of the time frame for the exercise, made their final checks and coordination, and they successfully (and easily) made it into the base.

We have been in that set of circumstances since well before the morning of 9/11/2001. We have made conscious, money related decisions, even back a number of years, to acknowledge that “we” cannot defend against any kind of attack everywhere and all the time.

The inevitable finger pointing will come, most likely as early as tonight, saying things were chaos, there was no plan, no one knew what to do, yadda, yadda, yadda, blah, blah, blah. The result was a slow, small aircraft, with a very tiny radar “paint” (return signature) was detected and people were alerted and sent away from the possible target (in a worst case scenario), or directed to shelter. Not only did the White House get the message, but so did at least the Capitol and the Supreme Court buildings. I heard they had people cleared out in about 4 minutes. Pretty good response time, I’d say, given it’s not a ship full of trained sailors being called to General Quarters. Actually, in light of that, 4 minutes to herd a whole bunch of civilians, both in and out of the Federal Goverment’s employ, that quickly is remarkable.

I for one am pleased at the response.

Consider what Richard Marcinko taught us back in the 1980’s, and told about in 1992. It applies to the circumstances of today, but the “adversaries” aren’t going to just embarass the base commander and his security department….

Said the XO, CDR Dave Martin on 4/4/1977.

It was a different time in our history, and I present this story as a contrast to the young men and women we see today, who put on a uniform and do the many things they do, at home and abroad, to protect us.

I had officially reported aboard Saturday evening, checking in the with Command Duty Officer, as my first ship was moored at Pier 2 in Norfolk. George told me to take the rest of the weekend off and show up Monday morning.

I originally had orders to be the Communications Officer on USS OPPORTUNE (ARS-8), but….things changed. My orignal orders had refelected that I would have many “hats” to wear, so after “Little SWOS” (Surface Warfare Officer’s Basic Course), I was sent to Communications Officer School and also Legal Officer. The purpose of a Ship’s Legal Officer, which on most every ship is a “collateral duty” and not a primary one, was to be the person to provide guidance to the Command on the Uniform Code Of Military Justice (UCMJ), mostly from an administative support role. While the XO reviewed my terribly skinny servie record that day, his eye caught that I had attended the training to allow me to handle the Legal Officer duties. No one else aboard had been to the course.

My first ship was USS MILWAUKEE (AOR-2), a replenishment oiler. The letters in the hull humber, we often joked, stood for “Always Out Replenishing.” As part of the Combat Logistics Force (CLF), we were not one of the sleek greyhounds of the sea, nor a mighty aircraft carrier, capable of projecting power “across the beach.” We were just the ship that hauled around a bunch of crusty old sailors, who had been around the block and the world many times, making sure the boilers and aircraft on those fancy, “high value” ships didn’t have empty tanks. As a result, some of the best and the brightest sailors and officers eluded these assignments.

We carried two CH-46 Sea Knight helicopters. On any ship, when “flight quarters” is sounded, an emergency firefighting team is on station, with their equipment laid out, just in case. For rhe most part, specially trained crew members man the “crash and smash” team, having recevied additional training over what every sailor gets as a matter of course.

We had many small boats for the ship. The largest ones were the “40 Footers,” which could double as cargo haulers, in addition to getting the crew to and from “the Beach,” as the ship drew a 40′ draft, and many times had to anchor away from shore. We also had two 26 foot motor whale boats. When you ride in one, you will notice most small boats do not have “dry bilges,” and what’s down there, mixed with sea water, is usually a little diesel fule, as well as engine oil. Flammable stuff. One of the universal rules of Navy small boats: No Smoking, and that was in effect long before the Navy decided Smoking was bad in the mid-80’s. It’s a safety thing.

When you carry fuel in large quantity, and MILWAUKEE did, you need vents on the tanks. On Navy oilers, the cargo storage tanks have very large vents, and are located on the main deck. We worked and walked around them daily. Rule on the “weather decks” of Navy oilers: No Smoking (I hope I don’t have to explain that one). MILWAUKEE carried 6M gals of Diesel Fuel, Marine (DFM or “F-76”) and 2M gallons of JP-5 (jet engine fuel, or “F-44”).

I was sowrn into the Naval Reserves as an E-3 in August, 72. That was the first year when there was no ore draft. Fighting was still raging in Vietnam, riots were happening on aircraft carriers, where enlisted minority groups made their displeasure known to the chain of command. It was the opening days of the “All Volunteer Force,” and I can state I was one of the charter members.

Fast forward to Apr, 1977. I was assigned to fill the collateral duty of Legal Officer, and within a few days, I was attending one of the very many “Article 15s” or “Non-Judicial Punishments” I would attend over the next 19 years.

Three enlisted men from the Engineering Department were charged with:

1) Unauthorized Absence (UA) from apointed duty station (crash and smash crew) during Flight Quarters and
2) Unauthorized use of drugs, to wit: Smoking marijuana
3) While in a small boat
4) in a skid (cradle to store the boat in while it’s not in the water), which was
5) On the main deck of an oiler….

Five punishable offenses in one moment of drug use. Welcome to the duties of the Legal Officer….

By the time I retired in 1996, the crew of ships (and I travelled extensively to Atlantic Fleet ships weekly in 90-93)were exactly the opposite of those early examples of sailors I first ran across in 1977. I don’t mean to imply it happened that late, just that the contrast is remarkable across that time span, and a powerful reason to support and all volunteer, professional fighting force.

There stood the Captain, the XO, the OOD, and a whole bunch of others, looking over the starboard bridge wing at the drone in the water, a few yards from the hull of the ship.

Rewind to the morning of that day in the northern Puerto Rican “OPAREA.” We were in the Caribbean to pump fuel and deliver stores to the “real” ships, who were down there exercising the equipment that differentiated them from being merchant hulls. We have a detachment from Fleet Composite Squadron Six (VC-6) embarked to provide drone target services.

The VC-6 guys loved using us as a launch platform. MILWAUKEE (AOR-2) had a big flight deck aft, designed to support two CH-46 cargo helicopters for VERTREP (vertical replenishment – more on this in some future post). There were two cavernous hangers for the “birds” built into the after superstructure, plenty of room to stage the drones on their launch platforms. They could set up the drones for launch in an area free of the elements, and with plenty of lighting in the pre-dawn period. When the operations were to begin, they rolled up the doors and wheeled the set up drones out to the deck edge, wired them up and they were ready to go.

They also loved to set up their control station in my helo control tower. Once more, it was enclosed, with three big windows, and an elevated, commanding view of the flight deck and aft of the ship. They flew the drones by watching an x-y plotter that dead reckoned the flight path of the drones. They would mark the plotting surface with the planned formation of shooters, so they could guide the drone over the ship getting its run. The drones launched with small rockets from the frame that held them and were on their way. It was pretty cool to hang out on the flight deck, between launches, and watch the tin cans lined up astern, pounding out VT-NF 5”/54 rounds at the inbound targets.

The plan for the day was to sequentially launch drones all day long, as each one reached fuel exhaustion and had the chute deployment commanded, the next one left the deck. My crew in Combat Information Center (CIC), under the watchful eyes of OSC “Mac,” would plot the splash point of each drone, so we could send the helo out to retrieve them at the end of the exercise. Being pretty new at all of this, I recall he used an overlay for the maneuvering board with a “Z” on it. I wish I could remember the name of the method, but is was an “old school” search and rescue plotting method. I do remember this: When the shooters smartly hauled off when the last target splashed, Chief Mac’s plotting drove the recovery platform to all six of them, regardless of the fact some had been floating out there for about 6 hours.

The VC-6 crew cleared their gear off the deck and an H-46 was rolled out for launch. They had the “wet crewman” (Search and Rescue Swimmer) aboard, and a long pendant to be used to attach to the hook on the top of the drone, so they could lift it and then deposit it back on the flight deck. The OS Helo Direction Controller in CIC vectored the H-46 to first drone and the Captain requested a course to one of the other drones. Off we steered to one of the orange unmanned vehicles.

Now I’m caught up. Wide angle shot from the pilot house door at the multitude of personnel of the bridge watch team and the CO and XO leaning over the bulwark, some 50 feet above the ocean surface at this thing floating right next to us. Cut to the helo, about a half mile away, hovering so close to the water, that the wheels were almost touching the surface, with a mist of blowing sea water enveloping the chopper. You can see the movement of the pendant off the rear ramp, as the crew, invisible at this distance, due to the mist and shadowed interior of the helo, thrashed about, trying to snag the hook of the drone without much success.

Since the helo crew had their job somewhat under control and sunset coming in the not too distant time frame, we once again peer over the bridge wing. Finally, the CO rhetorically asks “How are we going to get that?” After about 10 seconds of silence, I say “I will!” All eyes pan my direction. “I have my snorkeling gear in my stateroom” I volunteer. The idea takes hold. I also look up at the Signal Bridge and ask if one of the SMs (who was a swimmer) wanted to go. He said “yes,” and the Captain directed the crew to man the whaleboat. I took off and grabbed my gear, pulling on my pair of “UDTs” and headed to the starboard boat davit. We lowered the boat, drove the short distance to the drone. The signalman and I rolled over the side and attached a line from the whaleboat to the drone. Once the line was secured to a set of bits, we swam over and each grabbed a wing, while the motor whaleboat pulled the drone over to a position under the boat boom. We connected the hook to the drone and up it went.

We had just shown how we could pretty much double up on drone recovery, get one with the helo, and one with the ship. In short order we had the 6 drones back aboard to be flushed out and prepped for future launches. Over the next few weeks, I got to recover a number of drones. Not only was it a fun break from watch standing, this happened in February, while our spouses and children were going through one of the coldest winters Norfolk, VA had had in quite some time.

The water temperature was a bathtub warm 85 degrees, and so clear that I could see the entire bottom of the ship from about a ¼ mile away. The ship drew 40’ of draft when loaded and was 659’ long. The water depth was 12,000’ and it was incredible to look down in the water, seeing the sun’s rays being swallowed by the dark blue way below the surface. In all my formal “swim calls” during this operation, I only saw one fish, which was a very large sun fish that had come to inspect one of the drones. There were no sharks around, or anything else.

We steamed back into Norfolk on March 1st, during a snow storm. It was quite a contrast from the Caribbean. Actually, the snow wasn’t such a bad deal compared to the dirty looks we got from our families because we had really nice sun tans…..

What can I say? Someone had to do it…

I had the honor of spending yesterday afternoon with a man who was a part of the last naval battle: The Battle Off Samar. I blogged about this battle here on the 60th anniversary of the battle.

Richard Rohde was a radioman aboard the USS SAMUEL B ROBERTS (DE-413) on Oct 25th, 1944. The battle is well documented in Last Stand of the Tin Can Sailors” by James Hornfischer.

Imagine running at full speed towards the YAMATO, all 68,000 tons, in a 1745 ton destroyer escort. It’s somewhat of a skewed battle, taking 2 5″/38 caliber guns up against 9 18.1″ guns.

The battle is the last naval battle to have taken place, and it was a fierce one. Dick was there, and was wounded, and then suffered throught two days in the shark infested waters off Leyte Gulf before being rescued. He graciously spent almost 5 hours with me, sharing some stories, and listening to a few of mine, and it’s amazing how so much of Navy life is still the same.

One man killed that day aboard the “Sammie B” was Paul Henry Carr. I was XO aboard USS CARR (FFG-52), which is what has made the opportunity to meet Dick a special occassion, as I have heard something of Paul, who won the Silver Star for his heroism that day and to get a sense of the battle that day.

It was a great way to spend a Saturday afternoon.

If Bill Clinton had had this lecture, he wouldn’t have needed to risk the freedom of Sandy Berger….

We know Sandy accidentally stuffed his pants and socks with National secrets, just before the 9-11 Hearings. When I saw this quoted email from Buzz Patterson, author of “Dereliction of Duty” (a fine read, by the way), and Buzz’s remarks about it wasn’t about the documents themselves, but the handwritten notes on the margins. He is so correct. We can only surmise why the followers of Clinton didn’t want that on the street.

It was back in 1987, and we had returned from a major fleet exercise a few days before. While we had been at sea, there was a change of command, and the incoming commodore of our destroyer squadron was Capt Joe Lopez. It was our first time back in the office (somewhere we didn’t get to visit very often) and he walked out of his office, holding a naval message in his hand. Since we were still feeling him out, and he us, it got quiet.

What Joe Lopez said next has stuck with me since that day. It went something like this:

“Gentlemen, we may make our jokes and derogatory comments about the units we work with at times, but those things should be kept among us.” He held the message up facing us, and there were some handwritten remarks in the margins. He didn’t tell us what it was, but in this context, that wasn’t important.

“We have people from our units and other places that come in here regularly to meet with us. How would you feel if you walked in here, as one of the ship’s company of a unit of ours, and saw something about your ship written on a message sitting on one of the desks in here?”

“If something needs to be written on a document, make it factual and professional. That way, you’ll never be called upon to explain something you regret writing.”

He didn’t have to say any more, the point was quickly grasped.