Related maritime links: Fred Fry’s Maritime Monday 94 and more stories of “skyhooks” from Eagle1.
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CDR Samuel D. Dealey, USNWhile digging about last week on the topic of Fresh Water Submarines, I found the story of this valient man from the annals of submarine warfare. While Skipper of the USS HARDER (SS-257), he made his place in history and quite lofty place it is, complete with these two medals: The picture is misleading: Dealey wore three stars on his Navy Cross (indicating 4 awards of that medal) and also had been awarded the Silver Star, as well.Born September 13th, 1906, Samuel Dealey graduated from the US Naval Academy, class of 1930, and went to the fleet, first as a Surface Warfare Officer aboard the USS NEVADA (BB-36). He then went to submarine training, and was in command of S-20 when WWII broke out. He assumed command of the newly built USS HARDER on December 2nd, 1942 and took her on 6 war patrols.CDR Dealey did not get off to a great start. He initially “bilged out” of the Academy for low grades, but was re-instated, finally graduating. Of the submariners awarded the Medal of Honor posthumously, Samuel Dealey was the one who sunk the greatest amount of tonnage during his time in the combat zones of the Pacific:

After a shakedown off the East Coast, Dealey survived a “blue-on-blue” attack by a Navy patrol bomber in the Caribbean to bring Harder to the Pacific in the spring of 1943.

Harder left Pearl Harbor on her first war patrol on 7 June, bound for the coast of southern Honshu. Dealey In his first attack on a two-ship convoy late on the night of 21 June, Dealey was driven deep by an aggressive escort and crashed into the muddy bottom – an inauspicious beginning, even though it now appears that one target may have been damaged. Dealey backed himself out of the mud, and two nights later had his first real success in torpedoing the ex-seaplane tender Sagara Maru (7,000 tons) and crippling her so badly that she was beached on the Japanese mainland and abandoned as a total loss. Over the next four days, Dealey made seven attacks on three different convoys, but post-war analysis credits him only with possible damage to one ship.

Harder returned to Midway on 7 July with one of her four diesel engines completely broken down. She was one of 12 Gato-class boats fitted originally with the troublesome Hooven-Owens-Rentschler (HOR) engines, whose original design was licensed from the German firm MAN (Maschinenfabrik-Augsburg-Nürnberg) in the 1930s. After some hasty repairs and bearing a generous inventory of spare engine parts, Harder returned to sea for her second war patrol off Honshu in late August and in 14 days made nine attacks, which netted Harder a total of five ships for 15,000 tons in the post-war accounting. Once again, the ship suffered engine problems throughout the patrol but returned safely to Pearl Harbor, via Midway, on 7 October 1943.
[…]

The best detail of the USS HARDER’s war record I found on the web is contained on the page linked above.

Patrol reports, for HARDER’s first two, are here and here. Those reports were found at a page where a number of links take you to submarine war patrol reports. A lengthy synopsis of HARDER’s patrols, listing subs in company and with information on her targets is found here.

The USS HARDER (SS-257) was lost at sea during combat on August 24th, 1944 under depth charge attack of Luzon in the Philippines. Some info from the sub in company, USS HAKE (SS-256), indicates the HARDER’s loss. CDR Dealey’s citation reads:

Rank and organization: Commander, U.S. Navy. Born: 13 September 1906, Dallas, Tex. Appointed from: Texas. Other Navy awards: Navy Cross with 3 Gold Stars, Silver Star Medal.

Citation:

For conspicuous gallantry and intrepidity at the risk of his life above and beyond the call of duty as Commanding Officer of the U.S.S. Harder during her 5th War Patrol in Japanese-controlled waters. Floodlighted by a bright moon and disclosed to an enemy destroyer escort which bore down with intent to attack, Comdr. Dealey quickly dived to periscope depth and waited for the pursuer to close range, then opened fire, sending the target and all aboard down in flames with his third torpedo. Plunging deep to avoid fierce depth charges, he again surfaced and, within 9 minutes after sighting another destroyer, had sent the enemy down tail first with a hit directly amidship. Evading detection, he penetrated the confined waters off Tawi Tawi with the Japanese Fleet base 6 miles away and scored death blows on 2 patrolling destroyers in quick succession. With his ship heeled over by concussion from the first exploding target and the second vessel nose-diving in a blinding detonation, he cleared the area at high speed. Sighted by a large hostile fleet force on the following day, he swung his bow toward the lead destroyer for another “down-the-throat” shot, fired 3 bow tubes and promptly crash-dived to be terrifically rocked seconds later by the exploding ship as the Harder passed beneath. This remarkable record of 5 vital Japanese destroyers sunk in 5 short-range torpedo attacks attests the valiant fighting spirit of Comdr. Dealey and his indomitable command.

That’s quite an accomplishment. Our submarines, strategically, were mostly in place to cut off supplies and troops. They took on the combatants when they had to.

Two books about the USS HARDER, “Through Hell and Deep Water” by VADM Charles Lockwood, USN and COL Hans Adamson, USAF, (published in 1956) and “The Destroyer Killer” by Edwin Hoyt tell of the war record this storied submarine.

In honor of Samuel Dealey, the USS DEALEY (DE-1006) MAX Payne release was commissioned on June 3rd, 1954, as the lead ship of the DEALEY Class of destroyer escorts.USS DEALEY (DE-1006) was assigned to the Atlantic Fleet and made cruises to the Caribbean, the Mediterranean, and around South America, exercising with navies from that part of the world. One of her duties assigned was to “escort” Russian merchants into Cuba, observing their cargo loads, and wait for their departure, to observe the differences.She was decommissioned July 28th, 1972 and transferred to the Uruguayan Navy the same day, being re-commissioned as ROU 18 De Julio (DE-3). I suspect I operated with DE-3 during UNITAS XXIV in 1983, as I recall doing surface gunnery exercises with a Uruguayan ship. If that was the case, then this sea story happened while in company with the ex-USS DEALEY.The USS DEALEY’s website is here.

Bonus link: the Sub Art site.

We should have been “on fumes” by 1944…

Extrapolate forward to today. How many times have we heard such doom and gloom?

download Akeelah and the Bee

Here’s the paper done by MAJ Stephen Coughlin, USAR Bra Boys download that got him shoved out the door as a consultant for the Pentagon, because a retired Naval Officer didn’t like his tone in meetings….

Update: You know, just because his accuser, a high ranking civil servant now (GS-15) didn’t like him, can we ever expect him to be called a “Muslim zealot with a pen?” I didn’t think so, not in the age of American guilt.

Update: Navy CAPT Gordan E. Van Hook, in a letter to the Editor of the Washington Times on 1/15/2008, suggests the dismissal of Stephan Coughlin was an issue fiscal responsibility, Major Coughlin being pad for on a “bloated” contract:

[…]
Mr. Gertz and Miss West may want to further investigate what the American taxpayers were paying for Mr. Coughlin’s product and who the good steward was that decided to terminate the bloated contract.

If the issue was mis-sepnt taxpayers dollars, I’d suggest the Gordon England has far bigger targets to be investigating than a single contract for a consultant (who happened to upset a Muslim on his staff), such as the cost overruns in the LPD-17 and LCS procurement contracts. Far better return on the taxpayers dollar getting some of those multi million dollar issues solved. I’m sure Stephen Coughlin’s man year didn’t cost us anywhere near $1M/year.

And, CAPT Van Hook acts like no one understands how the system works when people disagree because of personal issues:

[…]
Yes, Mr. Islam is a Muslim, and yes he has a view of the religion that does not necessarily coincide with Mr. Coughlin’s, but those who suggest our Defense Department cannot hold different points of view do not understand how the system works.
[…]

How it is supposed to work is the people who object because it offends their faith should be told that’s not a consideration. On top of that, you could always toss in the “separation of church and state” argument, and a civil servant is a part of the state…

How it really works is how it did: Golden boys or girls get ahead at the whim of their patrons, and then the other gloden boys/girls chime in to justify the inappropriate behavior.

Nice going, CAPT Gordan E. Van Hook, USN: Score one for supporting a personal view, that is in fact detrimental to our National Security, win the day. Looking for some stars for your collar, are you? Better be kissing up to other than those put in place by President Bush, or haven’t you gotten the Early Bird lately?

Extra reading: And what is a skyhook?” From Eagle1 and Fred Fry International Maritime Monday 93!
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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!

Found in an un-named SWO forum: Why it’s better to work at MacDonald’s than on a Sub:

1) No McORSE
2) If you have to take a piss, you can go take a piss. No questions asked.
3) You’ll never have to go port and starboard on the fryer.
4) Better pay.
5) The sun.
6) Air.
7) The boxes of food at McDonald’s aren’t stamped “Rejected by Hardee’s” or “Not fit for human consumption”.
8) Cool The ability to call in sick.
9) The ability to quit.
10) McDonald’s doesn’t get their uniforms from the same company as the state penitentiary.
11) McDonald’s doesn’t deploy.
12) They have actual janitors.
13) No McDrills.
14) The grill breaks, you CALL someone to fix it.
15) At least your boss accepts that he’s a clown.
16) No McResin Discharge.
17) No all night hydro on the fryer.
18) Cool One word: overtime.
19) Every day is slider day!
20) At McDonald’s, you will never, EVER, worry about being put in prison for ten years because you told your wife what the secret sauce is.
21) They pay you for training.
22) You’ll never die a horrible, excruciating death from the crush depth implosion of a McDonald’s.
23) No steam piping.
24) No time at McDonald’s will you hear your boss give a thirty minute dissertation over the P.A. on the importance of being at the register 15 minutes early.
25) They won’t ask you about Taco Bell operations on the advancement test.
26) You get to leave work EVERY day at the end.
27) McDonald’s will eventually fire the really stupid employees.
28) Cool Two words: Happy Meals.
29) McDonald’s doesn’t look like a big black turd.
30) Grimace doesn’t do Vulcan Death Watches.
31) McDonald’s has a slide out back.
32) To do something at McDonald’s, you look at the color coded chart, not OP umpty-squat, chapter whatever, reference 3, ACN B, rev 17.
33) If McDonald’s catches fire, you LEAVE.
34) No McSmall Valve Maintenance.
35) No McCOB.
36) Leaving McDonald’s in an emergency doesn’t require a steinke hood and a lot of praying.
37) The coffee’s better.
38) Cool Someone else makes the water.
39) You don’t have to live there to work there.
40) The only cones come from the ice cream machine.
41) McDonald’s doesn’t go into dry-dock. (again and again)
42) ALL the tests are multiple choice.
43) Their TV commercials are a lot cooler.
44) Three words: Sea Foam Green.
45) Stock in McDonald’s is worth something. The Navy is a part of an operation that is 6 trillion dollars in the hole.
46) Special sauce isn’t “hand made”.
47) No McBilges to clean.
48) Cool Opening for business doesn’t require a full day of preparations and everyone to show up for a brief at 0230.
49) Three words: Stupid ass hats.
50) Personnel inspection requirements are written on the door. (No shirt, no shoes, no service)
51) At McDonald’s, dislocating your shoulder is not considered getting the good deal.
52) McDonald’s never had an accident that cause a person to be stuck to the ceiling impaled on a french fry. (i.e.. No Mc-SL1)
53) Because you deserve a break today.
54) Even the little Hamburglar is cooler than a goat.
55) Mayor McCheese doesn’t wield a righteous thumb of indignation.
56) You can choose which McDonald’s you want to work at.
57) If you want to buy your boss a beer, that’s okay.
58) Cool If you want to tell your boss to screw off, that’s okay too.
59) There is no Uniform Code of McDonald’s Justice to deal with.
60) The news comes from USA Today, not Ric Crawford, GS-12.
61) No one will rack you out at 0200 in the morning to start the grill.
62) Chances of you getting called back after you get off work are pretty darn slim.
63) Putting the pickle on the hamburger doesn’t require an QA-34 and a signature to be used against you in a court of law, should they want you.
64) The only guy in a silly yellow suit is Ronald.
65) How many McDonald’s were sunk in W.W.II?
66) Fixing the register doesn’t require a rubber room and a rope man.
67) Nothing on the menu contains the phrases, “Horse cock” or “baboon ass”.
68) Cool At McDonald’s, the riders would have to leave at closing time.
69) $2.99 is a meal price, not a daily wage at McDonald’s.
70) You don’t have to go single register operations if someone spills a Coke.
71) McDonald’s doesn’t require a 24 hour Shutdown Register Operator and McRoving Watch.
72) McDonald’s doesn’t call your house at 0530 in the morning blaring some awful antiquated song about a bugler just to wake you up.
73) No McRadcon.
74) At McDonald’s, your boss will never make you drive him around for two and a half months so he can spy on Wendy’s.
75) You will never be locked in for 24 hours pretending to operate everything. (i.e. no McFastcruise)
75.5) You don’t have to come in to work at 0700 only to wait around for an hour waiting for your boss to tell you things you already know.
76) At McDonald’s you will never hear, “Shake machine troubleshooting team, and all off watch drink makers, lay aft.”
77) No McGMT.
78) Cool At McDonald’s you don’t have to route a 1250 for a new stack of cups.
79) If you burn a hamburger they won’t take away half a month’s pay for two months and restrict you to the playground.
80) Knowledge of the material of construction and variable operating characteristics of the grill are not prerequisites for operation.
81) You don’t have to take apart the shake machine once a quarter just because.
82) You don’t have to share your bed with two coworkers.
83) You don’t have to shave off your goatee when the district manager comes.
84) At McDonald’s, when the toilet clogs, you don’t rig pressurized air to the head.
85) You don’t have to shut everything off and call in the last shift to start the grill.
86) Early in the morning, you don’t cycle the drink machine on and off just for practice.
87) You scrub the floors because it’s dirty, not because it’s Wednesday.
88) Cool There is almost always plenty of parking. If not, drive through.
89) Don’t like what you got? Take it back.
90) You don’t have to take a turbidity prior to putting a new catsup dispenser on service.
91) Failure of the warming oven door to open is not a panic causing event. It will also not preclude you from starting another fryer or pulling the fries out of the vat due to interlock.
92) No Mc-HPACs.
93) No one hates it so bad they refer to it simply as “The Mac”.
94) No 16 hour days at McDonald’s prototype making burgers in the middle of the desert for no one.
95) If you wipe up a ketchup spill at McDonald’s, you don’t have to let it dry before you throw it away.
96) They won’t secure one of the register operators to keep track of the people going into Burger King.
97) You don’t have to have permission from the Manager, Assistant Manager, and Register Operator before going into the freezer.
98) Cool At McDonald’s, the toilet paper stays in the bathroom, not on the dinner table.
99) You don’t have to completely undress to pinch a loaf.
100) ALL of the articles of the Constitution apply to you at McDonald’s.

It appears there’s a call to wear green on the 11th of January to show support for our troops and to show dissenting opinions to the Close GTMO ACLU types….Details here.

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!

Leave it to some passionate curious and driven person to do what the “professionals” say can’t be done.

I’d keep my ear to the railroad tracks about this person of the post: Johnathon Goodwin.

Big hat tip to lawhawk at A Blog for All for pointing out this article on Johnathon who is making cars into low emission, high mileage speed demons. A turbine powered Hummer hybrid that can do 0 to 60 in 5 seconds and gets 60 mpg and generates 600HP? Got a diesel? He has done magic using left over cooking grease and even took a ’65 Impala and converted it to be able to get 25 mpg and lay a whooping on a Lamborghini on the drag strip!

A teaser from the Fast Company Magazine “Motorhead Messiah” article:

[…]
Goodwin leads me over to a red 2005 H3 Hummer that’s up on jacks, its mechanicals removed. He aims to use the turbine to turn the Hummer into a tricked-out electric hybrid. Like most hybrids, it’ll have two engines, including an electric motor. But in this case, the second will be the turbine, Goodwin’s secret ingredient. Whenever the truck’s juice runs low, the turbine will roar into action for a few seconds, powering a generator with such gusto that it’ll recharge a set of “supercapacitor” batteries in seconds. This means the H3’s electric motor will be able to perform awesome feats of acceleration and power over and over again, like a Prius on steroids. What’s more, the turbine will burn biodiesel, a renewable fuel with much lower emissions than normal diesel; a hydrogen-injection system will then cut those low emissions in half. And when it’s time to fill the tank, he’ll be able to just pull up to the back of a diner and dump in its excess french-fry grease–as he does with his many other Hummers. Oh, yeah, he adds, the horsepower will double–from 300 to 600.

“Conservatively,” Goodwin muses, scratching his chin, “it’ll get 60 miles to the gallon. With 2,000 foot-pounds of torque. You’ll be able to smoke the tires. And it’s going to be superefficient.”

He laughs. “Think about it: a 5,000-pound vehicle that gets 60 miles to the gallon and does zero to 60 in five seconds!”
[…]

Enough…read the lengthy article and believe yourself!

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.

I found it at Obsideian Wings, where this man was one of the authors. I hadn’t read the blog before, but Andy had pre-positioned a post for this occasion.

He was killed in Iraq 1/3/2008. Yesterday.

Andy Olmsted, US Army, Blogger. Photo credit: Rocky Mountain News

“I am leaving this message for you because it appears I must leave sooner than I intended. I would have preferred to say this in person, but since I cannot, let me say it here.”
G’Kar, Babylon 5

“Only the dead have seen the end of war.”
Plato*

This is an entry I would have preferred not to have published, but there are limits to what we can control in life, and apparently I have passed one of those limits. And so, like G’Kar, I must say here what I would much prefer to say in person. I want to thank hilzoy for putting it up for me. It’s not easy asking anyone to do something for you in the event of your death, and it is a testament to her quality that she didn’t hesitate to accept the charge. As with many bloggers, I have a disgustingly large ego, and so I just couldn’t bear the thought of not being able to have the last word if the need arose. Perhaps I take that further than most, I don’t know. I hope so. It’s frightening to think there are many people as neurotic as I am in the world. In any case, since I won’t get another chance to say what I think, I wanted to take advantage of this opportunity. Such as it is.

“When some people die, it’s time to be sad. But when other people die, like really evil people, or the Irish, it’s time to celebrate.”
Jimmy Bender, “Greg the Bunny”

“And maybe now it’s your turn to die kicking some ass.”
Freedom Isn’t Free, Team America

What I don’t want this to be is a chance for me, or anyone else, to be maudlin. I’m dead. That sucks, at least for me and my family and friends. But all the tears in the world aren’t going to bring me back, so I would prefer that people remember the good things about me rather than mourning my loss. (If it turns out a specific number of tears will, in fact, bring me back to life, then by all means, break out the onions.) I had a pretty good life, as I noted above. Sure, all things being equal I would have preferred to have more time, but I have no business complaining with all the good fortune I’ve enjoyed in my life. So if you’re up for that, put on a little 80s music (preferably vintage 1980-1984), grab a Coke and have a drink with me. If you have it, throw ‘Freedom Isn’t Free’ from the Team America soundtrack in; if you can’t laugh at that song, I think you need to lighten up a little. I’m dead, but if you’re reading this, you’re not, so take a moment to enjoy that happy fact.
[…]

There is more…much more.

Thanks, Andrew, and to your family, also, for your sacrifice.