U .S .S . ;'TTIET2M (cv-36) c/o Fleet Post Office San Francisco, Cali cornia

CO!TFIDIQTTI SECURITY lXF3FJLITIOX From : Commid.ing bfficer, C. S .S. AFTIETU! (cv-36) To: Chief of Naval Operations Via: (1) Commnder Carrier Division OTE (2) Gomiink Task Force ST?%VY STVBI (3) Commander S"Y TF Fleet Commander Yaval Forces, FA!? PiST Conmnder-in-Chief, C.S. Pacific Fleet h3j: Action Report for the period 15 October throuyh 16 Yovember 1951 ?ef: (a) CpGav Instruction 3480.4 dtd 1 July 1951

Encl: (1) ~mm,arder Carrjer Air Group FI3"3E? Itr of 17 November 1951 r' I.'-'! '

1. The Action bport for tke period 15 October 1951 throlingh 16 November 1951 is hereby submitted in accordance vith reference (a),

The U. .S. ,l:TTIFT:d~T arrived at Yokosulca, Japan at 14001 on 4 3ctober 1951. The period 4 - 11 October was spent at anchor in Yoko- suka fibor and was devoted to voyaze renzirs, reslricte? availab_i.lity, ard conferences witb personnel from the U.S. 5. 3OXER (CV-21). hLt 10001 on 11 October 1951 the U.S.S. 2J-TIYTAH rot mnderway for tl-e operating arc?. to join Task Force SCE'TY SETLT3in accordance with Ci3-77 Confidenticl c'ispatch. 0822162. The U. S .S. SF'ELTO:? (9s-790) accompe.nied the ship in order that refresber air oyarstions cocld be conducted enrouto. l'he ship joined the %.sk Force -t 05COI on 15 October in the Operzting ibre;? near the 38th p?,rr113_el near tae east comt of Korea. 'i?e Task Force wcs com~~mciedby R?2' J. J. CL.;RK in the U.S.S. WX- ?iCYAR?3 (CV-3l), and 9pzr.l.ted under Tuk Force 77 $cr?.tion Order (Revised) drted 7 October 1951. It was colilposed of tho U.S.S. 3@! IT0iTE "1IC3:'-'+'t,(CV-31), U.S.S. TSTX (CV-q), Y.T.S. rEi! T7?S7Y U.S.S. TPLTL~, (c1?-75), cln?. 9tl.w screening vnits. bup FIT'- w".s ernbrkcd i$ .the U.S.S. ':TITLQl. .',fter 31 dcys Qf oycrntions, the skip dewrted POT Yokosuk-. for 4 prigd of mintcnwccu m(?upkmp, lecvin? thc zction zrei on l4 Nove.iber 1951.

f The ltission of Tssk Force 77 WRS 9.s follows: (I) Conduct air operations from en opwztiq artm off the st of Koren. to provide close zir support of fricndlg tmop opcrp-tions, interdiction of enemy routes of movement znd. supply, and irned reconnciss#mce af memy instsl.latims mc! lines of communications.

(2) Provide -,ir cwer for rcplenishment ships md r?thor friwclly nr.viL surfq.ce farccs when neccss*.ry.

(3) Protect the force %:;"sinst i.iT, surfax, wd. suSsvrf-cc -tttacks.

(4) Provick zir spot tc, bom3~":-ia1t,"rces when dir;.ctcd.

(5) Cmduct photo and visud rconnzissxxc 7s required.

(6) Coordimto -.ir opcrltims irith the 5th air Fwce thmwh JOG, K~rc-t.

(7) Exchmse intcllipncc infxm?.tion with friendly nw?l forces mg?.ged in surf:?.cc intsrdiction opr-.tims cJn th2 e?st cmst of Kore~

26 22 23 27 6 5 6 4 8 2

PT.rticc1vs conccrnin: lqss of q.i F crT.ft .zrc given in enclosure: (I). PA,ST I1

cF~o~~oLo'?Ic~xlT)EDR2, 937 WT-TS lO/ll/51 - The U.S.S. XTIWiIi (CV-36) in company with the U.S.S. STLTOB (DD-790) sorti2d from Yokosuk? :t 10001 q.ftcr having been de- layed four hmrs by dznsc f-2, &fresher :.iP cqcr-.tir>ns were begun nt 15301 and secureel st17301, 27 Sortles were flown qf which 7 were jet -.nd 20 prop, At 17301 the ship bepn to secure to typhmn RUTH md holded fqr the Sec of Japan, -2- -.. DECtASSlFiED *

-3- cv36/39 0 e16-13 &O0 uE-$isi\N~ 10/23/51 - Replcnishmcnt day. POT wcthcr fqrced ccnccll?*tim 3f scheduled .I? pro,ctice. l0/%4/51 - Flaw 75 sortios .~fd5ch 34 were jets wd 41 were prys. In ?.dAitim, rec?vereri 2 WFts .n.nd 2 dls frm K-3 which bd ken thcrc for hqolr trquble, ?xd 2 F9Fls frm K-U. vbich hcd l-ndcd there short ?f fuel. 10/25/51 - Flew 73 sx-ties qi' which 34 were jets 2nd 39 were pr9,ps. LTJG L.V. DOPST, UFR, ditcbcd his F4U i3 Wqns-.n lkrbnr due t? cnginq ml- A%ncti*Tning cmsed by cnmy snzll --rms firo, mC w.s i-cscucc' by thc heli- ccgtzr frm the V.S.S. E-TLF;,?-\, (CA-75) 10/26/51 - l?lcw 75 swties ?f trhich 34 were jets -.sd. wrc, prT?x. llissims cwsistcd of CAP, SP, nrmd ?ad ph-t- roccq, Y2F spnt, -.nd r,q.ilrDvl interdiclim strikcs. 10/27/51 - Replenisl.liiciit dcy.

10/28/R - new 39 jet md &3 pmp mrtizs far i?, totd qf 87. Flew first cl5sc Tir supp-rt missivs in .tdditi"rii t) the USUQ qffcnsivc md clofmsivc nissiws.

10/29/51 - f;lcw 43 jct .md 37 prop sca-tics PT c2 tntcll qf 80 3n Cis, CiF, AS?, 'q.m:ml zad phqto rcccq, iW, m.nd r:ilrmc? strikes. 10/30/51 - new 90 sorties 3f vhich 463 were Set ?.nil 47 wrc prqp. LTJG X.E. ILUXR, VC-3, crwhed 'ver p~tside 3n nijht lvding. Pilqt rescued by U.S.S. IWFWLF with n3 injurios. 10/31/51 - hplcoishcnt dcy. Rnr Ahirnl J.J. CLi.E!& USIT in 3X: UCKLPK)rclievod k7-r Admir.ll J. EWY 2s CTF-77. 11b/51 - pc).-v taathor rtvw tapt r-.rc? limited qxr-r-tims t-, 52 scrrtios; 23 jet md 29 prop. ll/2/!2 - Pmr wenther wer t,?rZ;et rm7. linitcd opxTtims t9 28 sqrties. Lyndcd 1 FAU md. 2 QFIs Trm 303 !'Of?sE RICELRD with cngine trwble. 11/3/51 - Flew '72 sorties; 29 jets 7.nd 43 pr3ps. 11/4/51 - Today CRS thc X:1ITTIZT,'J?s red Letter dzy. On the pre-dmn launch zt 05001 a bridlc bmkd on the port cztzpult -ad LTZG 1J.R. DOflAYOE, VC-35 in m AID-G?L, crnshcd int3 the wq.tor. ~'111 three xcup-nts qf the p1-m were rtscued ullhamcli by the U.S.S. U€QLl (DD-687). Then p.t 094.51 LT GEORGE S. BRUXLI?D, TSJE, .=fVF-837 rmde -- inrn-.l apprmch to thc ship in his @F but mnde a hard 1r.ncIiiip. plm-no buiccd withmt cngqing a wire md the pilqt pushcd qvsr tq get dvm t;, tho deck -.%.".in, lnnding nwe whcel first. The nose tire blew irmcdi?tdy md thi: nqse wIi,od. Segm t- disintcgrrte c?t mce. The plat wait tbmugh all Do_vis b?.rricrs with- wt zctuzting tbcn ind cmtinued TI u~ the deck cr?.shing ict3 the :xr'ted plincs fwmrd. "he pilot i.n? n deck crewrim wore kill-cd instxitly. Tw~ rtther crew neqbcrs died I..--tcr in thc d-..~. heFilqt received seri-us in- jurics wd nine creimcn lossar injuries. I--Ihrcc F9Fs rccoivcd strilrc drm-.\.geJ 1 FW, 2 ADS,r.nd 1 F4U reccived rdnnr d.2rv.p. Fli:,ht opsr?ti?;is F'nr re- mining p-.rt ?C d?-y cp.ncell Gd. Ij?cv 18 jet and 27 prnp 9ffc:isivc -.nd dc- fcfisive mrtics fqr -- t7t.d of 45. I\ -4- 7 DECLASSlFIED'

11/5/51 - €?c!plenishc,nt d?.y. 11/6/51 - Inclciient wcTtl.cr wcr force md tclrpt crw. fqrcc-1 c?.nccll?.tim gf ~-11fliphts. 11/7/51 - Continued po3r wmthsr cmccl!.ed flipht qxxztims. Fwco rendazvxxxd. with replenishricnt Zrwp Tt 07001 nnd clcv3ted the mrniiig to roylcnishing 11/8/51 - Flew 79 s-rties on jet C.P, Tmed ?lid phTto recc?, .ind r?.il- ro7.d intcrdictiw strikes. sit 13201, LT.E F'. C-. "r)?D€LL, tiS'JR, VF-"l3, ditched h.is plme in Wmsai? F'vbnr sfter being hit by -&I fire. Pilqt w',s rescue2 by bclicoptcr from US,? T3LFF. 11/9/51 - i?LewT-":s?rtics. CDR Dq.vid I~-.LRKS,C3 nclinc Officcr ?f VC-35, mdc the 20,OOd.t L l.snC?ing zt night. 11/10/51 - new 76 sorties. General RIDGEPLY visited- T-.sk Fwcc during tFc dny and 9bservGd cir qpcrntiwis frm the U.S.S. BOTT F-31TE PIC'i:7D (CV-31' krinc Detachmnt celebrc".tsG the 176th birth?.qr qf Ifvine Corps by n s;7eci?.l drvss p-r??e on the flizht dxck ?t 1600. 11/11/51 - Replenishmnt dny, 11/12/51 - Inclaxnt wc?.tl-er Over tl-c Rsk Fwcc hcld F.ir ?px-.ti-ms t? qnly 10 sqrties d.cvdxci t-, .,SF, C&?, -3d nigkt hocklxs. Lit 05001, LTJG L.O. -r.LR?IELD, l;F?R, VC-3, crisbd into the w-ibr after a n-r-1-d cl.t?.pult sht frm the pnrt cqbt:.pult. Chusc unknwn. Fi1 >t rescue5 un$-.rncd by C.S.S. BOYD (DD-754) 11/13/51 - I"f.cw 69 swties on nizbt hec'xlcr, AS?, C2, .IFF mxl rm.ilrqa3 intmdictim. Fired .LA nrq.cticc in dkrnorm.

11/16/51 - Enrwte YQ?msukc. Ibwt 10001 cmfluctcc! 2 slccvc firing przctice. Fwr Aircr?ft were lnunchci! Tt 13001 f?r -.tsuni. The sbi? mo3red zt Picd-mnt R,z, YokosukA ?-v--l 3-m~nt 16131,

-5- MISC -.- TOTAL

Oct 11 27” 12 56* 13 ri 14 -.- 15 12l5 1 1745 121 35 16 04.30 I 1627 542 711. 17 2eplcnl shed -- .L- 18 1C30 3-4.53 25 43 19 hplcni shed I2 24 20 1230 1616 22 33 21 0800 2040 35 78 22 0800 2049 33 78 23 Itepl eni ;her1 -- 24 0430 1552 35 75 25 04.45 1552 33 73 26 3445 1548 35 75 27 2ep1 eni Ihed -- -- 28 0700 291 5 36 87 29 0800 Ira5 31 80 30 0800 2013 35 90 31 Re pleni ihed -- -- IQV 1 0 500 52 2 28 3 0 500 72 4 0500 45 5 -- 6 -- 7 -- 8 77 9 77 10 0930 2012 76 u. -- 12 0 500 lo 13 0500 69 l-4 67 15 Enroute -- 16 --

TOTALS I i 631

* Not included ia totszlsl Tots1 prop smties: 802 Toted Jet sqrtics: 616

-6- W36/lO DECLASSIFIED 0 p3 .1..) ?ART I11

A. Amunition Expenditure (,Lviation)

100 #G.P. %mb 2,312 511 33cltet 143tsrs ' 1,646 250 #G.P. %mb 1,952 5" Rmk& Ho-.?s 1,395 260 #G.P, Bmb 528 6.5" hckct He-?& 176 500 #G.P. hb 439 3.25" R?cket 1btTrs 147 1000 #G.P, Ehmb 622 3.25" R3cket Heads 147 2030 #G.P. Bmb 100 Iil?-rzs, 6-4 66 100 Incendiary Clus+er 89 Drift Signala, b!K 6-2 67 350 f' Dcpth Bxb 5 Nine, MK a (thru clmage) 1 hynli.1 Tkickenor, Type 1-5,520# 50 Cal. inc. 126,280 r2s iqq-pqln Tmks 112 50 CS~ PI 126,280 XTrl end 50 Gq.1~. 50 C~llAPIT 67,140 I? 20 Y24 inc. 49,840 I' 20 1% m1 49,840 20 KfI APT 21,420 11 BL wmunitim Expenditure (Shir - fqr trainin-.) 4.0 &iM kJ55 rds 5'138 Cd. 3\23 rds Comment on performance of ordnance and equipment. C. material "-- 1. Aviation

!i" I I. Xa@m thickener-me I has in many cases been found to be unsatis- - ,+' factory for me. bbsC, of the unsatisfactory thickener wss nznufactured by the Chicago Pulverizer Co., hgwever, a small part of the thickener

@ xmde by the F'erro Enarnel Corporation was dso unsotisfactory. In most csses, thicizener mnde by the Ferro Enamel Corporation was in excellent condil;?on, There shoad be some system devised for detection of damp -nd luzpy NapJm Tiiciiencr, or it should b thoroughly screened before being issued to z.ii*craft carriers. No difficulty wits expmicnced with the VT Fuzes T?O and T?L In addition to the regular axmine; wire ?nd jmp-out pin, r, second arming wire was atiached 50 the sway brace 2nd led through the armin? szfety plate, and then through ';he second hole in the zdditionjl &rapout pin (2 pins used). This eliiinated the pocsibiitty of zrming the fuzes while the boinb remained on the aircraft, In the case of the VT Fuze T90, the snfety pin habd to h:zve an additional hole drilled due to the thickness of the fuze ring.

Aviation Ordqancemen ?.re a critic21 rate md the allowance of personnel avTilable for the Y-3-0 Division should be incrc?.sed to 100 men prior to deployment, This incrmse is necessmy to operate on a two-shift basis, as is raqui-red in the type of operz-iZons this ship is performing.

The MK-10 type suspeysion bTnd used on the aOOfJ G.P, Bomb hx proved to be very sztisfxtory and is very easy to install. For carrier work, where time is critical, the PIK-10 is highly recommended, however II great c.dv2ntage snd time saver would be gained. if the magazine stowzge space would rrccormodate the 2OOOh,P. bomb with the -7- rl suspcnsion”band installed prior ’LO stowage. The present type bomb skid in use should have severrd. undesirable fe-turcs improved, or Q riew skid should be devised, Thc bomb skids arc e~silgwcr+urncd when czrrying a mximum locd of 260“ F’rag ?r 250G G.P. Ebmbs. Xov!!ng bombs from tke forward p-t of thc flight deck, to the 2fter part of the flight dcck, over arresting gear cnblos or cross-deck pcndcnts is a vcry difficult. and tiresome tnsk which literc?lly seps the stzcngth Qf the pers~nnelinvolved.

Thc No. 3 (upstage) hmb Elmator is inxIcqu2,tc due to it’s limited capricity, location end sm-11 sizo. In ordzr to be able to nrm a **striken in a limited amount cJf time, bomb mst be pushed (including 20QO4’ G.P. bombs) from the aftor Bomb-Arming station on the third c3cck f’ra~e150, whcre a. 2OOO.N G.P. stowttqe is locntod, to No. 2 (upstage) Bonb Elevator (Frene 83), ta be sent to the Flir;ht Deck, It is rccomcndcd thct Xo. 3 (upstry) be increased in size mrl c-+prcity zt the next overhaul pcri2d, in wder that it will accomodatc 2OCO#2 bor? Three-hundred nnpaln tanks, MK-7’7 were issued t9 this shfp upon dc- ployment to tho Korean Area. Stowage aboard ship w3s provided in the hmgar deck werbczd in wi@ml crattzs. Forty wcrc st3wcd in whzt w9.s fxmcrly 20 MI4 gun tubs forwocrd 3n thc port side. me MK-77 Ikpeln Tnnks have proven satisfactory except thr-t they arc ,rzgilc when assenbled md nust be handled trith extreme care tc prcvent :?-kin? zt joints due to buckling or denting. A fcw of thc ignitcr cc.vitio 3n tho Napalm Tank h-.d to hme burrs rmmed by filing before n-n ig;nitc cxld be insortad. The XK-77 tnnk trkcn jet- / ?- tisoncd from the flight dcck, rmdily fdls m?.rt -.nd thts is vcry de- sirable dispmal forsturc. Thc I%-8 univers4d bnb Foisting hnd has proved satisfnctory for histing the N-qmln Tank MK-77.

It wis found t+.t to 2 ccrtnin dcgroz, sonc stockpiling nf Ordnance cm thc Flight Deck, forwnrd. of the islmd stnctvre xd?be 51 5” Gun Nxnt m.s nbsolG+cly neccsscry if nlancs werc tq bc c ctzlg ~f2-aTla3:w CJ-oselY scheduled strikes, -rhich n117w mly n rdnimun ?count of time f?r re-?rr?ing with Bmbs md mckets before nxw.1 wrzm-up priqr to the ncxt l?.unch. Duc to perindic find comon mlfunctinning qf Ro~bSlcvntw lipit switdes re- qidring electrical repairs Find cms’-mt attention by the shipi s elc,ctrici?ns, and 0.1so c?uc to %h;c limitcd ccp-.citJr -md snzll size c~f. N?. 3 upstage Bcmb Elcvp-tnr, sonc stockpiling cmmt be totally avoid2d if -5rcrcft zrc t? be fully mwd, 2nd launcl-cd on timc.

All fuzing of &nbs w?s pcrfQrncd by the squsdrms ,311 the Flight Deck, with the excc?tim qf Rockct Fv.aing, which WYS pcrfornled m %he third deck, in accordmco with Twk Force 77 Instructims . PART N BATTLE DAMAGE

B, Loss and dmme of aircraft. 1. See enc1xnxt-e (i),

C. p.mge J.n?liccted on the enemy. 1. See enclosure (I).

PART V

A. Performance

1. Perfomanco qf duty and morale has been excellent. B, C&sw.ltios 1. There were no personnel casuzilties suffered by shLp's compmy pors3nnel as .-. result nf enemy action. 2. The plane crash on tho flight deck on 4 Novcmbcr 1951 resulted in the following casualties to ship's company. &.swJties to AIir Group persmnel mc reported in Enclosure (1). -NAIVE -WTE USN or R Service No. ARNESCJN, W.D. n; USN 299 30 37 Frxturc, simlc, right radius md ulna. EElWTETT, R.S. AN USN 323 87 73 bntusim, hip ?.nd left leg. XPuLrnY, L,C. AIBW USNR 260 62 30 Contusion, left thigh muscles LIGHT, T.L. AN USN 426 12 23 Amputated, traumatic, distal phc?lanx, right big toe ROSPRIM, F il. rZN US? 334 38 53 Fractura, compound, left fibula, with artery and nerve involvement.

WHITWOrn, s > c. ilN USN 23.1 44 10 Contusion, head. CV36hO

-DED INJUP3D -TOTAL OFFICERS 1 1 2 EBLISTED 3 9 12 TOTAL 4 10 14

Opcratims with thirty five (35) jet zircraft abnard poses many aircraft spotting and maintenance pr9blcms when jet Icunches ?re sn9.l. It is believed thzt the number of missions prcscntiy scheduled coad be met nenrly RS well if only a twonty-f7ur (24.) plane sqwdron md three (3) phato plqncs were abxrd.

J3t blast dcflectors have worked very well and are cmsiderzd a necessity fqr efficient hp.ndling of jcts. Blist dangers tr, persqnnel are considcribly reduccd ?ad dud aircraft c.nn be handled mfer md mre axpedi%iouslg with their use,

Jct CXP is alvays lzunchcd first cnd stmdby is spqtted just for- wmd ?f deckGd22 clevntw in order tn f-.cilito,te rcndemnus qf CAP in c?.se r?f z dud. The CAP stindby is usuQly briefed for another type flight in wdcr to providc an cdditionnl stmdby if necdcd.

The split spqt f-m prqxdler rzircraft h9.s been used exclusivcly with two rqws of ADIS nn port sidc: r-nd two rows 3f F4urs qn stnrb-ard side spstted nft fm dcck Imnch. H7wcvCr, with ths lwge nu.1bG.r of aircrnft ibmrd It WTS found necessary tr, spqt dts -.ft ->fF4Uts in 3rdzr to prwidc xn7re deck run fw the six -.nd seven thqusnnd pound lozds qf the 1J)fs. It is nccesszry to sproad the AD wings in order tc, lmd wing stitims. This is acco::plishod 3.t night fqr the initiczl lxnchcs, but subsoqumtly must be zccmplished when t,?xiinz Zircraft f?rwe-rd after a launch 31- whsn spotting then fqrwnr? qfter a recovmy. It was found noccssn-ry t? rcnqvc the govcrnors fr!m nll trxtors in order tc, cut dmn respntting tine. No adverse trzctor maintenr,ncc pr.>blcns have been encountered ac rcsult rf this m~sure. Jet nose wheel tiller bms that can ramin on the q.ircr.ft while it is being taxied are highly desirable. such tiller bvs wmld n9tc it exier tc, t.ui aircraft nt slnw speeds and expcdite hadling .-.,tthe catapult spot. @ w3 DECLASSIFIED 2. Hangar Deck The handling of large nmbers of jet aircraft on the hangar deck has posed mny problens. The entire area of bay one h?-s been used for min- tnining 2nd servicing jet ohraft abd nunber one ohmtor is seldor, used. &my minor aircraft handling accidents have resulted &on the close spot required, c?nd the close tolerance of clearance of jet wing tip knks with the overhead.

The non-skid deck treads installed as a ship alteration on the hangL= deck has proved very satisfactory, although it is recornended that only the area from the center line to port be covwed in or3cr to facilitate nave= nents of heavy cmgo sleds during replenishyent,

3. Cataynrlts.

The Citamdt engines have required only routine mintenmce t3 keep them functiminz properly, However, it is *.pp.rent that the geat use of catap-dts et high pressures is beginnin9 tc, take its toll on the by- draulic pumps. To date 3ne pump h-rs failod completely on the starboard catapult 2nd one is n2t buildin:: up prossure at the required rate, while me pw-p on the prt catapult is slow building up pressure. It is feared thct at least two msre pm-ps will becone inoperative during subsequent operating periods this tmr 9.nd shmlE be on h-mnd for installation during availability pzriads in Ygkosuka.

Considor2ble 3ifficulty hzs been cqeriencer! with the present l2t of bridles aboard. One FSF ?n? two AD bridlcs have broken to date and it is believod the broaks resulted because of fmlty rmufacture. This opinion w3.s substantintec? by visiting rcprcssnhtivcs frm BuAer. New lqts 3f bridles arc being rcquisitimod 2nd F8JDWs have been subpitted on faulty briaes. Smplc bridles h~vebeen shipped f-r test nncl inspection. 4. kmxitina Gem

Expericncc t:, dzte has been rwtinc with raspcct to nomd lq-ndincs. Witb present flight scheddcs, wires will stmd 3n werz,-e of 80 to 100 landings per wire befwc a change is necessary. The gre-test problen hris been keeping yiel3ing elements near ths 2eck center finctioninr properly. In mnjr cases, jet tail skags inflict rajor dmage ta yielding elemnt prts, The use 3f miled flown blczrle-type e7,enGnts in such cases is ex- pedient while repairs nre bein3 effected.

One zclfunctim of the Davis barrier W'IS experience?. An F9F-2 passed throuch two be-rriers, both of which were ineffective. WAle the cause is still beln_c invcstipted, it can be said thit the n3se sty& 5ep.n to break nrnrt before barriers were cnplsgcd, nn6. wreckace of the strut was crinding 3n the deck p,-.ssing through the barriers. &pies of NAVAER 314.2, with photographs, are bcing sent t? cll appropriate cormanits in the area.

-11- This ship is experiencing a very heavy usage of Davis barriers by reasm of dropped tail hmks 3nd rdscellzneou:: taxi dw..ge. Gnstnnt pressare on tractor drivers -.nd plme dircctors has hcd favorable results. During thc period of this rqmrt, nore than a six ncmthts allowmce of spwe lifter straps has bcen expended+ End it is roconnen4ed tb.t the present allowllnce be doubled4

During this pcrici3 we kavc cls3 bceh cxpcrir.icntin~with Q boab barrier, fabricated of 3/8" ahd 5/161t wire ropc. Stanchions used arc afthigh, rmmlting in abut an 18" height 9f wire net st deck cenlcr. Experience has shown the best lcxation t9 be innedi2tcly aft of #lbarrior, Such a barrier has been successN in stqpinz hung ordnance dropped fron lan3ing circrnft. &so arresting wires have been successful in stoping dropped rackets whcn yicldin;: elements are left in the up posithn after aircraft has landed. 5. Rircraf t Mc.intenance --Gcnerd Aircraft mintenanco pcrsonncl attached to the ship have fw the mst part been intcgrn'ted into air grou? niintennnco organizatim. This hcs resulted in nuch better utilizatisn of nanpower than 9thorwisc wmld be the case if persmncl. werG sssi;;ned specific jobs 7f engine buildup, wing chnngos and wn-aviation nc?tiilsrith wmk. In czdditim, bqth rated an2 non-rated ncn are -ctting a rmch brox?er backr;.rwnd in lind minten- ance work.

Tmnsportatim

Wact3r nzintenanco has cmsistcd 3f rmtine wwk such as replacing spark plugs, stnrtor, wi?.ter punlss and cwbur~Amrse Three mgw ovcrbuls havc bccn accmplishcd, It is anticipated tht fmr tractws will be turncc? into thc pod at Ygkosuka for rcplaconcnt. bplcnisbmcnt day usagc is particularly hard 3n this typr. tractnr duc t3 thc larp lmds cquipmnt nust hndlc,

Aircraft Stmting Elicilitics

my four jct aircraft can bo stcrtcd from thc tw? jct startin€ mtor gcncrctors prcscntly installcd ncar thc catapults. The rcrmininl: jcts spottcill for thc launch mst bc: stzrtcd by thc thrce (3) whcclcd jct start- ink jocFs. It wwld bc dcsirablo tr, hnvc norc jet starting notor xneretsrs instrzllod on thc ship at thc fdlowine lmatims: Frc?nc 60 stnrbmrc!, frmc 75 port, fr'wc 110 port, frxw 130 prt, en3 frmc 145 starbmrd. With this c

-12- The 28 volt DOC, starting systcn for propeller driven aircraft has given satisfactory service, h3wever 3indications are that in the future sone difficulty nay be experienced as the 250 amperage output nay not be sufficient for colc! weathera AFUls have been turned over to Zndividusl squadrons f9r operation, while the shipts aviation electric shop provide service mc? clzinteniznce* No particular service or maintenance pro5lems have been encountered. Five #elf propelled jet starting units me aboad. One is used for elcctronic work, and of the remining four k), one has been out of comdssion since the first day of operations this period, This has been due to failure of blower drive chzin, a part which couli! not be oStcincd through supply chmnels because it is not a rruintcmnce spare, With exception of above unit, no sericms problems of either nechaniccil or electrical nature havo been experienced wsoh assigned personnel could not repair,

The oxygen gener2Cing pleat has not presented any pczrticular problems butside of rogukar mintemme required for such installation. However, fnodifications have been introduced which greatly fhcilitate aircraft oxygen servicing, Service outlets at Fram 70 starbard, flight deck; fmne 191 starhard, flight deck and frme 70, hangar deck; have been equipped with 250r lengths of hydraulic hose (Stk No, 1233-H-3-3000#) which greatly speeds refilling operations as bottle reriovnl is not required. This is a mch nor0 convenient mothd than using the re-charging service trailers, as no problem is encountered Roving in a tight deck spot, It is felt that with tho present systen, two trailers for hancnr deck semi- cing only is sufficient, 6. hiation Electronics Gencrd. The wiatim electronics minten-mce Ims Seen performd under the joint supervision of the S~L~F'Saviatim electrqnics officer and the zir group staff aviation clmtronics nfficer. Electronics personnel are organizecl into three grmp: Trouble shonters, check crows, on6 shop tcchnicinns, blx.tion of porsonnel will be made to afforcl 3n opportunity f?r training, and f9r mcn to gain experience in 211 phases qf mr.intsm.nce,

shop Fzcilities

Ail1 test equiFent and shop instillntions h.ve ?perate3 sctisfactorily during this operating period.

Re siEe of shop #I. is inadequate tq efficiently pcrforn rmintenance Ian all e1cctronj.c oquipmnt nr7w being supported, There are 18 d.lfferent equipncnts replrrrly ?Jeing serviced in one shop fw the support of four squac'.rons nn6 three cmpQsite units, Often c2 technician l?~sto wait his turn to pt to a test pssitim clue to the crwded con3itims in tho shop. dit lcnst one nwe shop is ur,;ently needed in et3tion to the frescnt.

-13- shop #1 mr1, shgp 42 (I?EW shop). It wmld bc cdvisablc to cquip this ndditimal shop primrily for radar n..iintc.nzncc: lmving shop $lon thc 02 lcvcl for thc: lifhtcr wcizht conmnicntims cquiFiiont. i)trc. t,.i thc rnr?ar Scinc bulk-ior and kcavicr it kmul.d bc .?csir..rblc to l?c,atc this ShQi? on thc banccr deck lcvcl, ~mssi3lyin B-127-L qn the stnrboari? side just mtbmrd qf thc number 3 cl-ircraft c1cvfitT)r. ----Powcr &>sent p3wi\r supflics to all tho shqx is ndcquatc -.nd is pcrfomiw satisfactmily.

Fnur-hundrccl cyclc pwcr fs availablz 3n tktc flicht Jcck and hi?i?:-?ir d,oclc but nq eifht..hundrcd cyclc pwcr is availablc at cithcr placc, The shAp was nfi.visci1 Friw t3 rJ.cr:rturc frm Alar?cdn. tq Fr->cmca WcukcshLw awti1Aary ywor m.t and istall a 800-1-D aitcrn3t.r on it with thc mtpt fcc! tr) thc plmc tl-,rou$i a Kcll-~gf Ccnpcnszting (kp-.citsr. ,iftcr tho nir grmp cmbsrfccd it ms fmn2 thit VC-11 had a thrcc whcclc?. starting jccp cquippc;:? fw a 600 cyclc powc'r wtyut; rind VC-35 had ;z 17cally ilcsityncrl x'd r?rl.nuf?cturcr1 kit cr\.Fablc 7f 800 cyclc power outrut EQr thoir ?l-.ncs. Of tkthree 4iffcrcnt pwtablc Z-wm unjts now nvail2bLc on t,hc ship tk?c kit m~c'io by VC-35 is ccnsi\?crc-! the Rest practical. Thc kit contains an 800-10 f.ltcrnctor, Gm4a Kd1~ s3tinF &.pacit.J\r built Snt? a sx.11 r:?tal box with a h::nf!lc, Tn tp7p rlf thc bDx for cc?rryir,n, It cm bc cnrric;! likr. a sujtc?.sc by 711~-mn t>tho hanyar 3r fliyht 4cck mi? .;lu;yfl into any 28 v4t wtlct box >n thc ship. Thc kit is usudly plxcrl ir- tbi. cQtwzlk ?ut ?f thc way +f slipstrcnn cnd the mtpt fc$ ti thc pianm by ncnns qf a 75-fost c:ct:nsj.m cx4. Tho output is controll-cd by thc instdlatim qf an OIJ-OFF switch built into thc box. The kit is chctll; in conpmism rznJ wsy to rmnufzcturc. It yriscnts n3 stwazc pDb1:E x.md .?7c?sn?t rcquirc thr? US? qf nn clcvr?tw in noving it bctw..Cn hcn,-L?r r?cck 2nd f1i;--ht ricck.

Supplx

infxmti-n 3n miil2Silibr qf Scctiqn R symes cm be Civon at this tiric 9s all requisitirns for rqhnishmnt r?f spsrcs kzvc bccn wzked fnr "divcry on the ships return to Y4~osuk-&.

-111- 7, GLocsolinc

The aain pmblcn encountered in servicin,; sircrp-ft with fuel has bwn rcfuc-linc qf Jct aircraft with their wines f313.ccl. This neccssitatss the usc qf winz ladder rin6 ex;xtrirncnts tc ctctc hP.ve nnt resultcil in n sztis- factwy Inclser. The larlcter mist be licht in wcicht mcl yet strong enwfh trJ v%ttist;incl csnstant hcavy usage . Ncw lad4ers of thin-walle;! steel tubinc arc 9n ordcr Tnd it is hrJpcl they will prr>vic!c the mswcr.

The pcsent nrrv-qcmcnt f?r use nf 9il pmprtimcrs 3r mixin? jet fucl is n7t s-.tisfcrctx-y fm f1i;;ht deck use in cc&? wmther, Thc 3il will n-A flow prqmrly 2urinrf cold weitbcr .tnd it is necoss-.ry to use ropil*.r ytsglinc c2ns t? ~LWwmm sil in the Tfter rinin t?nks of jet Tircraft.

Omsidernble r?.ifficulty w.s cxporicncect initizlly in tak5ng abmrr! aviation psoline at rcquircd rates durinc initir.1 replenishments cnd 1 it is recowieni-lcd thzt carriers be zllowcd In replenish with aviation ,;as- V oline during the UndcrwclyTrainins perid nnci prior to deployment to the farwzrd areao

Therc is Qften mch "19st time" in hmk ups +.uc t-, the fact tkint lmse t'Y0 fittings me encwntcrcd in the six-inch hl7se furnishei! by the tanker. It should be stmCtard Frac%ice fw the tonkcr to tirhton hqse fittinrs prior to sending over fueling hmo.

It is also recom.cn4ecl that it Socme standnrrl prwticc fw the tanker r) flush qut hcrse with qasoline just priv tr> sendin? ovcr the hQse in rdcr tr, dininish the pxwibility 7f pttinf; wcter, oil, -:n? fxnign mttcr n the cnrricrrs rpsqlinc system.

A constant safety drivc is carriod on by the flicht deck safety officer whis the Flight Deck Boatswzin and Repiir VIII Officer, Kc is cm- stnntly pxtrolling thc flight deck tq insure thzt snfety precnutims we cfmplic3 uith rlnd yrwiding ''m the spot" instructim fqr t2mse pcrsnnr?-el observed violating precautions , Furthemore, a11 zir -1cpmtnent prsmncl have sicnified in writinr thzt they havc rend m! unj.erst-.nrt nll existiry safety yrecmxtims. B. UROLOGY 1, Weather Sum8,.

Upm leaving Yokosuka. fw the opcratinz area, the ANTISTAM wis givcn a typical Wcstcm Pacific netmrolnqiml welcme. A severe 120 knot typhoon rimed "-Ruth" was hcding north fron Okinawa, Rccurvatvso t;, the east of Jqxn was indicated fTr "Ruth", but aftcr pnssinc clma to Okinnwa on ;I nxtherly course, it apyerired tkqt the stmm would cntcr the Sea sf CV36AO

Japan while recurving, At this stage a modified typhoon Condition Two whs set on ths ARTIETAM, The center of the storm passed ovcr central Kyusp Islznd, and entered the Sea of Japan on a northeasterly track. Had re- curvature been delayed any lonpr, typhoon Cmdition One woulcl have un- dlsubtcdly been set. Between 12 and 15 Octobm, the Antietan sailed c?crms the nxthern oL&e of the stom with low strntus, rain, nnd mderntc to strong northeasterly winds prevailing, With porfect tirdw, the wcathcr broke into c"Lw cmditims as the Antietam arrived on sbitinn.

Three other typhoons, namely "Sarah", fThelcltr*~,and 'Vera" appmcd on the weather charts Juring this period, "Sa-ah" ms a particulcrly scvcro stwm with wlnfts up tq 130 knots reported, All throe of theso st7rns followed a recurving path to the northeast and passed well to the east of Japan,

me clay, 18 Octgber, the force played tag with a dense zero-sero advection fog, By heading smth, toward warmr w!iter, the fwce was ablo to min"&in CZW wnditions. Some of the launches took the force into the fog bank and eer~cmditims resulted. This advection fog f3ms mcr the nwthwost Sea of Japan on the back side of a wirm r:icdst high moving wrth mer prngrossively cooler water. Frm 11 October until the return to port on 16 Mmenbcr th-bra were six cdd frmt passtlp~~These frmts pssod abut 50 to 150 niles sov.th of the aprating srea, sts;_-ncttoLl,and bcw.ne st?tiomry. This was the first step in the fornation of a deepeninc wave an? its low pressuro systm. Rzsultinq wenthcr ta the mrth 9f these wzves cmsisted nf lrw strrrtus, rain, fqp. and a mdcrttte tc, strwg northeasterly wind pradient. It was the rcwlt of such systzns that caused flicht oprrLtims to be canccllc.1 on threa ?RYS. The raminder of thc tine flying wcathcr was average to good,

2. Weather Statistics,

Wind directions from between nmthwest to northeast were obscrvcd 55% of the time, Prevailinc win2 directions during the fdl and win- ter nonths havo Q. nwthcrly conpmcnt -?uc to the qperating area being on tho eastern edp qf the semi-pemznent Siberian High Pressure syston. I -Wind Direction=

Directim Percatace of Observations North Northons t East Southeast South Southwest West Northwest

-16- CV36/10 DECLASSI FKD 0 A*ili3

Thcre was a noticeable lack of very low winds during this perir>d. Only 65% '3f all observntims were under 5 knots, and winds abvo 30 kwts werc rocorded less than 1%of the tine. Average wind volscFties wcre ncar 15 knots.

Velozi, Rmpe ('mots) PercentaEe of Observcrtims C,Elln 0-4 5-9 10-14 15-19 20-2.4 25-29 30-34 3 5-40 40 abwc

CeilinSs under 590 ft, were qbscrvc4 only abmt 1% qf the tinc, and 55% fxccilinp abwe 10,000 ft. Percentace Tf ill ceil3q.s abnve 1000 ftm wcre E;s%+ Visibilities less thzn 1 rdle were observed mly 3%of the time. Unrestricted visibilities, 3r visibil.itics pm-ter tbnm 6 miles, were rccwdcd 3n 88%Qf nil1 ?bserv?-tinnso

ITenpcraturcs :

-Pre ci-iA' tat ion :

kin WCLS oSscrver2 R t~tnl.-f 120 hwrs, r?r on 15% yf a11 ohscrvatims. The 1mf;est c-ntinuws ;>erivl wcs 23 ktwrs 14 Oct?her wben thc ship was a-ziI.in+; around the northern e?p ?f TyI;h:om "Ruth". All pxipita- tion W~Slight; no moderate 31: hcnvy rain FI~Srecorded. No sn?w fell 3urinF this pried.

Fo+y: Fq? was :,Sservecl a t3,tal Qf 29 hours, or on 3*7$ 3f 211 qbservatims, Three hous of this fop was arlvectim tyrc; the rcmriinder wns txusec! by, an? rxcured with pxxiFitatinn, The m.ximur~~amount nn any day wcs 7 hwrs on 14 October,

-17- I P I Recmmendntiu :

The location 7f the aer.rl3gy ballom shcck leaves mch to be 3e- sired. The ])resent location is not satisfactory for tw9 reasms:

a4 Hi.gh wind releases cLttimes are extremely difficult, if not impossible.

b, The exit fron thc hlloon shack is frcquontly blr,ckod with spot- ted -tircmft 3n tho flight qeck.

The nct result is twnfdd:

a, Waste 7f hclium an?. billmns resulting fr-m burst bclloons, qnrl lws of rw?m txrgets smd radiosonde trznsnitters ?uo t9 becoming en- tanglei! with prkeil aircraft,

b, If hllcm release is inpnssiblc ?ue to abwo mntioncd con- ditinns vital acrologiccll data ches nut becnne availnble t3 interested parties.

It is rccwmcnclecl th-t in futum carrier '.esi'qn 2nd in yresent czr- rim mdcrnisnti~~n,the "xll-tm shcck be lC.~cate2aft qf, and immcdiatcly under tho fli-;ht 'ieck. Tfiis licatim wml? -neatly simplify releases, and mwrcme the h?n?icay ncntionof! aSnve,

The shi7 nick cvcry cff3rt tr, 3btai.n 311 mterids, yublimtiws, charts, visuql ci:? equipment, conbinatim lqck-type file cabinets, safes ancl qffico supplies prinr t3 -!eyloyr?;nt t? the Fvwarc' Area. Most Tf these surFlics were nbtzinec? during the Un?erwey Trainin::. The Chart Sectim Qf C~mAirPacis to be cm.pl.&~mtc3frr the efficient mnner in which they surveyec! the needs fm charts an-l mnps of carriers in the

. ~ C)Ferating Area, pre;nrcZ these itoris c-lrcarly fdde4, inllexed 2nd ready fw easy stowace, ?.nil %livorcr! the.. abcmd the Antictan. Many m.n h<--rns were saver! the shi??m-rd persmnel Sy this fPresi:ht m.3 previous pre- parrtisn. It is rocmmon81et that thc? sme consi3eratim Se given by issuini. s.:encics tr> -Iceliver 9ther voldnwis itsns such as tar@ dgssiers in the same lx+rly mnner. Tnc lp.tter wcrc *-!clivercd t.s the ship ::ftcr

s its arrival in the FcIrwarl Area, an:? verc rcccivctl in rl very cmfusecl ! ccnditim, Ti.rpt c',ossiers shml2 be xx-ang.x3 f-r easy filing ancl/w stowsre p5.w ts their bein: shippc-? to the cpwxtfq. carricr. Persxmsl: U.1 2fficers t? be wsirne-1 to Xr Intelligence shmlcl be or4ered tr) report t? the carrier wcll in advance ?f its sche2uleJ r'.epczrturc frm the West hist 3f the United States. The Ship's Air Intelliyence Officer is a lisutenont commander, hclieutemnt jwiv grz?e, naval aviTtm,

-M!=

E attended. the CodirFac Intelligence School in Alameda and reported back to the ship just prior to its 3epwturs for the. Fwwa.rc! rirca. Another 8 officer with the sme rcmk, a GradUte qf tho nine wock I?avcl IntellTpxico Schwl in &xicxtia, rcprted to the Antiotm after its crrival in Jaran* Both qf these officers, bccausc 9f thcir unusual ability, cntliusiasn and encrgy have rmiCly bcmc 7ricntt.Eted in thcir bmic 2uties ?nit ivs= pmsibilities and have completccl Q woll-rqundcd Ship1 s Intellizence Or- pxi.z at i on .

Two enlist& yeomcn strikers were assi,?ned tq CmAirPac TQr duty in the Chnrt Section for familiarization in the uses and proper filin:; 3f the nunerous naps and ovcrlnjrs to be issue4 to us., This training move6 to be valuable 2nd it is recormendec2 that other carriers fnllow this example before thcy depart frm tbe West Coast. All. enlisted ppcrsmnel nssi:;nect to perfcam ljr Intcllipnce Office duties sbmM he paduates f-)fthe Air Intelligence Schwl ngw bcinp wgnnizcd in ihneda. breovcr, it is romn- menfied t'ht these enlisted yomen, tochnicinns and cartographers be riven numerical desi,y.cttion that w5ll affiliate then in reacc tine with Air In- telli-cncc fi?nctims so thet Q back 195 Tf such trcined p<:rs?nnel my he w-lo imcd.ately z.vz.ilablo fw nssi-m-mt in event annthcr cncr;-ctncy sird- lar t-, the present -ne were t>ar%se.

Tho purposc m' :-in of the Air Intollipnce Office on the dntieb is to acquire all cviil%blc intclli-ence i-nssi'sle f?r the use Qf thc Filots in the porfmr-ancc of thcir functions to cause the ,createst anount hmge tq the cnemy with the lct-st nmunt nf dnnger to thcnsclvcs, To this c$. the Air Intcllitpnce Office m-intains hwrs ,?rr)uric! thc clxk with at lenst cnc Qfficer and tw? enlisted ncn >n duty ,-.t all tit?es, IntdljC*.ncc received fror. all sQ,urces which inclu-lc thc follm&y is utilizci! in the rreparatim of the Shipt s Dtlily nncl Pcri-Jdic Intellilpncc Briefs :

Antictczm &l2t f s tehriefin;:. rcports; nish Rcport, Disp.o,tches receiv- e3 frm 3ther carriers in thc Task Force, Dispatches nripinating from other copizmt comands, pcri3dic su.r.r.iries mci itens 3f infrnation fmn othcr services in the qpcrzting areao ~111those item -.re very minutely scrutinized fnr inportant informtim prtaininy: tq the eneq situ-tion, friendly intentions, kvival, Escnpe an-? Evasion, an(! flak informtion. Those are cmpiled in a daily biief which is nultipaphorl cn?. co2ies ?re furnished to zll Squac?ron SI Ot'ficcrs and SMr,fs Officers wh neat1 tn know this infnrrxtion.

f -- Wgrk and Stowage Spaces:

The shortage nf Air Intelligence work an3 stmage sp2cc is sinilzr to the cmditim fcmnd on nthe;. carriers of this trx, €bwever, we have alleviate2 this cmdition sonewhat in the follwirq; nmncr:

The space, 2-53-1, PilQtfsGem Locker and the n6jacent space, 2-a-I., Ladies Powder R~olil, arc nssicnec? the Photo Interpreter fw his work mil stowqqc, Suita3le liGht fixtures a& a work bench were installcd by Ship's pcrsonncl. This hzs tondecl to alleviate the othcmrise cramped condition of the Air Intelligence Office. *The Cigar Mess Space, 2-56-2, is allotcd for additional stowzge of maps and chwts while mn-inflmchle rnc-td cases for holdin-; visiml aid equipmt, etc., 3re conveniently stowed in space 2-78, which is in the imcdj-ate vicinity and easily scccssib1.e to the rnLir Intellipnce Office . No satisfactwy 3r5efing spzce is available, At first the Air In- telligence Office was uscd as R debriefing rom bccmse of tho c~tmilabil.ity of charts, otc. HQwever, this yroved inpracticnl 8s it r?isruptell tne qthcr functions of tho office too p-ertly. At prescnt tho pilots are -1obrieferl in the ready romso This is not a satisfactory armqemnt bccwse of tha cnnfusion and noise frm Qthw rcady rom activities, The ossigment qf' Q srace lrirce enmcb fqr 5 or 6 pil9ts cnd an kIO an6 not tn*. far from the rea?y ro3r-m would be the OptiWA snl-ution, Tho cmpmtnent 2-103 is En ,exar?ple of the typ space requira2, I Tho iiir Group InteLliyence Officer has been furnished a desk and file cabinet in the Air Intelligence Office and the Squadron iiIOfs use the office extcnsively in the conduct of their work.

The present bulkhead spme in the Intelliyence Office affcrds only the rdninun needed for Droper ,lisplay cJf briefing Yn.? debriefing natorids. In order to afford ;lMitimLt surfaces fw display purpses, the in- stallation qf sliding pwels as .already instcdled on other czrrisrs, has been requistecl, It is Iseli;3ve;i that this arranpnent shoulc! be effactod on a11 carriers, both in the Ship's Intolli,yux Office and that rJfthe Stsff, bef-Jrc rterloyxct frm the West Coast. It is furth:x rec~r.;n..cndecl that cwsidcration be given the need for thc best illw-inatim pssiblc in thc Air Intelligence Office to aid in the rcadicf: nnJ inleryretint- 2f Fhoto naterial.

The Ship's Air Intelliycncc Officers wmk in the clnscst hzrmony with the Air Grou,u and SquaJmn AIOrs. The 3.utic.s of the Ship's Officers

-2% h arc rotatec! in such mnncr that each becomes acquainted with the mechznics of the others respmsibilitics, This should preclude any Crave cmfusim in the case of one's locgthy ahsoncc due to sickness nr inadvertent reas- siyment to duty elsewhere in the kvy. Tl?c sane syster, is used in regard to the enlisted men and >AS not prqven detrixentrzl, '??tto the contrary, is apparently beneficial in that it tcnds to brwFien cvcryoners knqwlcdge of the functions of the Air Intelligence Office,

The Ship's Air Intelligcnce Officer maintains close liaison with the Air Gmup Conmncter, his staff aenbers, and the Squadron porsmnel ro- Carding their comm interests 2nd efforts. The Air Intellicence Office is alnys open to receive valuable informtion from, or, to give it to those officers whq need it,

fiiotoprsphic Interpretation:

In view of the increased enphasis on carrier phdogrrrphy it is folt that suitable facilities for processing should 5c nrovided, Pmduction facilitics, covered nore thc)rou@Lyin the FhQtographic section, are inadequcrte and Fowly Aesignated flm the quantity of work required,

Rou,-hiy nine (9) prints qf each negative are required under the present distri3utim systen, This nmbcr 5f prints could be substantially reduced by day to day screening 3f the ph,oto,ya?hy accqnplished, B-mp assessnent and status photq-rarhy have n limited csc fv vther thn the purpcm intended. A systen shault! be wqrked nut where% these nctivitics desiring prints of routine ph~topmphycwii.3 cbtain then by reqvost tq the ship concerned, or, if the nee3 is not imediate, t9 aAre based filn ! library, Such a systen wul4 increase the cvmunicat,inn l%???n=%ss flexible than the present systcn pf senc7inc 3nc nf ovcrythiry: to every- body, But, it is felt that it woiild 3rin;r the mrriers prductim re- quirment mre in line with thcir potential,

The ol'! poblen. qf no sp?ce - no 9ersnnncl - no equipnent plizLpx3d the phcdnnaphic intorprcter. It is felt that thc prqmsnl to leploy R trained photo interpretation tenn cmsistiny: cJf n.n qfficer mi! P t fcast two men with the ph',to tem is s3unrl. Suita?d.c space mst be provickd if an efficient wcanization is emected. This spice should he near the Lbir Intelligcnce Office md larp enwyh for the phto tear, ric well as tho phdo interIrctor,

Clqsest conr3inati-m Sctwccn the phetn interpreter, the phwh 3fficer, the phDto team anl? the Air Intcllifence Officer has hen naintxiiied. This is essential if the work scI-re4ul.e is net.

-21- 1, General (a) CIC began opcratims with nine officers md thirty-nins enlisted persannel (including one chief) Since joining Task Force 77 the enlisted complenent h.as been increased to forty- seven. This com$lenc?nt is considered adeqsite for our operations, although occasioimlly men fron an Qff-duty section have to be called to fill extra stati>ms,

(b) There arc sk-t qualified CIC Wat,ch Officers, five af whm \ aro qualified zll-wmther Controllers, (me LCDR, tfirec LTs, i one LTJG), Pnd threc. assistant GIG watch Officers (three Ensigns) The chief radnrmn hzs slso been stnnding jr3. watches.

(c) The mtch has bcen organized t9 accowm4ate two poquiro- menh : air contrd 2nd surface control. Air cmtrol is mbted mong the air cmtrdlers, nnd surface cxitr?l anonp the junisr officers, with a CIC W?tch Officcr assit7ned rcspmsibility fw the word1 perfirmnce of CIC. Thus there are three watch officers dilrinc sir qmrstions, (d) Surface contry1 operates sonewhit independently under the supervision 3f the assistcnt CIC Vntch Officcr, Ee ensures that 0 135 is rmin&Tined m the prirmyznd secmdiry tactic.cil nets, thct all tactical sipnQs are Sroken 2nd- relayed to the bridcp, that a surfcca su?r,rzry pl7t is kept up to date, Whcn thc CIC Wetsh Officcr is occupicd the zssistant watch officer will mke cwrsc 2nd sped recwrmn*k,tims,

(0) The follwinc statims ?.re nrumed tq facilitats this sur- face cmtrsl:

(1) VJ: Tho VJ operit3r keeps a surface sumnrry pl?t qf tho f,m-ation and nqnitws the secmdvy tactical net. (2) recsrder: The TBS recorder 132s QI transnissims 'I Over the prixqj tccticl net. ti (3) DRT p1,tter: The DRT pI-?ttcr pl?,ts surface cxtacts snd zi?s in the breakin5 Qf t?.cticT.l signalse (4) VG n3ttcr: The VG plqttcr $qts surface cmtacts and prwihs na.ncuvsing Ix+ctrl? s2lutims ?r keeping statim. (5) VF Operatnr: The VF qperatw yrmi3es rm-es and bearings as desired. (6) VS Talkcr (CIC) (7) JS Talkcr (bridge): @;rates bricltrre VF

-22- 2. Radnr Performance: (a) The SX, SPS-6B, SK, c?nd SU have been in nlmst, constant operation, thouph the SX ?nd the SPS-6B have Seen d?wn sone ten or twelve hours each durin,.;: this period Df opemtion, !Chxr>ugh a 10% period qf mintenancc .md dispszl qf defective pwts, the olcc'crmics personnel have bacn nblo t9 Ming 3ur rschrs up t? ;L nea%r*peakpcrf6mnce. Some discrepancies have becn notofi in al- titude readings 3n the SX height system; it is intended t? run altituh mlibrations mmc frequently.

(b) Reliable ranscs m aircraft are as fdl3ws:

_LII)RADAR TYLT .lIRCJWFT --ALTXTUDE SX search props 8,000 ft. jots 32,000 ft.

SX hoiSht prgps 8,000 ft. jets 12,000 ft.

SPS-6B Props 8,000 ft, jets 12,000 ft, SK Props 8,000 ft. jets 12,000 ft. Rznges m jets nt hich clltitudes my be increased 3n tho SX search and hci-rht systsn if tho antanniles are tilted, (c) The SX has becn the nxt re1L:ble an3 cfficimt long rmZe surficc an3 2ir (pr3ps) search; the Sw6B prmides much Settsr results with jet ...ircraft n.nd is used f2r ?ir znd identification (M*-rk 111 IFF); the SU is used for station keepin: and it has becn in92eretivo apprmin.mtcly 15 ninutos duriq this oper-itics poriqd, (a) The PO pear his prwiderl CIC with excellent infwmr&m, 3. Air Cwtrol

(a) Thc first fow Zrtys qf sperrrtims with CTF 77 we wax as- sipncr? no air cmtrol dulios; this was advmtnge?us in that we were able t? qbsomc 2ir c-mtrd techniques Sefwo assuning 3n-y cmtrol. No difficulty has been cxpcricnccd oither in cmtrd Qf CW qr strikes, (h) One lidtin,? f3et.x in the cmtrql gf circmft is tho lr)cati7n of the Mczrit V IFY cmtml box, !Tho ?&irk iT mn 30 put int? tfio SX cansolcs 3r thc SPS-6B emsole. However, the SX is nwxliroctional

-23- -an(?tho SP5-6B console is lqcated in the Radar Indicator Rmm. Therefire, it is recommended thxt the Mai-k V be nadc directixd, Qn the SX (which necessitates renoval ?f the Mwk 111 4irectianal antom) ant! that a Mark V contrTl be piped into ;L rdar repeater in CIC.

(c} In mkr to facilitate identiffcntim 7f jet aircraft we have assirne? a rakr cmtrqllcr who sits at number two rn.X.9 ccmmuiicatims cmsole and ai4.s the Rir contrdler in irjlanti- fication. This has yrwed satisfwt?ry, and as a result we use our nain vertical plqt nore than we ordinarily wauld,

(d The following statims are manned 2urinC ,air operatims. (11 SX search; (2) SX hcicht (3) SWB; (4) SX; (5) Rac”Lar contrd-ler; (6) Vsrtical nqt; (7) URD-D/F; (8) Strike FAD net; (9) CIZ net Cornmications (CIC) (a) The TDQs are graduTlZy proving satisfactory, thwgh we still keep me of the ASGL ready for servicea Receptinn has been hetter on the ARC-1s than on the TDQs, md there is less inberfcronce on tho ARE1 receivers,, An investi@ion is nDw baing nficle to dstcminc the extcnt of the effect ?f antenna locatim on TN -brmsnissim and rcccption, (b) The RCA comuxicntions consoles have mused consi3ersble difficulty---fec:lback and bloeqing; howcver, ti3difficulty, nls2 is ercA.uiUy bcinp smountecl, (c) Radio and radar equimont was in a rieplornble cmditiqn 3t the time .If re-codssiming, .mcl it has been r long struggle fwgur tcchnicinns t2 achieve what success we have fiad so far with our equlprront, (d) The mdio relay systcn (Wi-i,l1em3n1t) carried by the ASP has hen used with considar-hle success, expecidly when reports from oircrzft wer the beach me rcquiroc?, E. Cormmications

1. Cmmnications r3n the whole have been ywd, excegt for atnospheric disturbinces in the sp6rTtiry;: wen which xcasicmlly play havoc with NDT %1TT and RlTT weather schedules. 2, UHF L~l’Thas been a~ especially useful circuit enabliq this coximnd to pass operdAom. trdflc very rapidly to the fmcc cmmmder nnd othcr heavy s5ips of thc f3rcec It has .dsn Seen very useful in ob- taining rapid services 3n messaps when fox reception was pow.

r 3. Cmsiderable difficulties were encountered with Arny atErosseos in the hndling qf encrypted traffic. Lmg services hcd t9 be sent as mny ns fqur times, and the infcratinn was useless Sy the time i had been completely cleare?, This difficulty c+-mll pssib1.Y ?x? eli- i mimtecl Sy closer f~rr2y-Ne.v~liaison in conmnic2tims ccnters whcre cwsiCerablc traffic is hnnjled frcm b?th --ctivities, '\ L 4* Sufficient point-to-pint circuits are ."cvailnblc tq hctnr'.lc almst all operatiordl traffic liract. Hgwever, nuch trrrffic which could ?m clcar& direct is still pliced qn clre2Ay cmwc-led FQXSchcc",ulcs which results in consi4crdAe ilelcy in Jelivcry. Better inskctrimtion of rnaio supcrvisor personnel in use 3f these circuits wmld speed up hmxlling of traffic end reduce the lml on the Fox Schedules at the I smo tiae. F. PHOTOGRAPHY Durixy- this initial qx!rating period the Ph3t.l hbmade over 55,000 prints on aerial sxtics. R great nuuber 3f prints were also mde for secondary requirements such 3s public infxmatim, RUDMIs c3pies Qf ch

operatiny pcri-d -nly 25% lof sme of the rnst necessio.ry itms remain., Morewer, stowaye spce fqr sensitize3 mteriqls -nrl chemicals is very snQ.11. Sufficient mterids f7r fmr 7perl.tinE ?crir>ds cmI4 nqt be * str>wd in the prcsent rlvail?.?Ac spaces.

Sever

All aerizl cmcras sssi;ned *b the ship h-rc? just been overhauled prior to depnrture f?r the forward area. However, he tg the large nwLber of breakdwns in the K-25, K-20 end spe!! ::raphic c&mras a nee2 is felt fx a phQtoqraphers mate whq has been schoolerl in caner3 repir, am-1 fxthe issumce of a cmplcte stxk of sptre p*-.rts to cmrier labs. It is recormended th2t all eeri?l CcOSleras sent to a carricr be packed in flispscblo crates since nq stqwap space is Fmvided fqr camera cases 8

The first month ?f operations ?id nqt present mmy 4ifficultics. The large stock Qf whtim spre pzrts enabled the fillirq qf nearly every request suwtted by the squadrons. Tho mtfittin;? qf the U.S.S. ANTIETAM was bas& upm an all3wanco of 180 days with a triple (war tine cmversion) allgwance of rtvy items, This xtfitting, as 3irccted by Com.nc?.er Air Forcc, hcific Fleet, was nwc than justified by the results achieved. There were surply pr3blcns but they were minly due t3 factors relative t? mtfitting personnel and n9t because Df opora- tir>ns. As shown by the follqwinr: examples: &tir.ht Deck Clothinpa It has been abost inpxsiblo to mrrintain the flight deck crews in proper clothing, The constant ch-inglng Qf persnnnel in flight deck divisions, and the gencral i3ea th& flight deck cbthing is cm= smblo an5 therefore nqt accaunhble, contrilmted to the difffculty, It became necessary to restrict the issue 1)f f1iEh-t deck clothing qn an "exchange hsis mly". This action prxluced an irnedinte result and has 'Ilmst stqyperl the excassive issue of fliFht 4eck clqthinp. Survival Eauim an$ he very iqmrtant factor of survival has a complete review 7 Curiry: the first mnth qf opcratim, All persmnel are aware qf the caning cold weather and w-nt to be preywed, Many items (1) Brter 1 Kits, (2) Survival Vests, 2nd (3) Shgepcs, wore receivsc! fron the USS BOXER upm 9u.r arrival in Yokosuka. AdditionLz1,wocurenent qf these items bns been initiated by %mm?er Air Fnrce, Japan, It is recmnended thtt they be nade mmilable frm no& sup@y channels in the States. Hand Tmls:

Replenishment 9f squadron Sectiw "U" hmd tools has been heavy. !he lack of storqe space 2ncI heavy crsntinums maintcnmce w?rk has caused excessive cons~.mptim, Han2 tach have been available so fzr and it is anticipated that cmsum;rtim will fP.11 off sbrtly. It has been necossory t:, screen all to21 requisitions very carefully. Coner'd Stmos,

No majx prhlems have been encounter& in the procurenen$ of issue of general supply items, ThS main task acmnp&hed during the aparstiny, mmth wrls the issu?nce of cdd wec?.ther c1dAing.- R6sfric- tims wem initially placed who could ,draw winter-clqthing in wder to lnsuro the prsper Dutfitting 9f personnel working in weather wsis. Winter underwear h.rs not been issued to anyone except pil?ts an3 air crewmen but as the os13 weather sets in, all weit.her 3eck yersmnol will be issued wool underwt3e.r.

-26- The transitim frm Ancricnn Currency to Wilitary Taynent Certi- ficcte11 was affecterl withmt inci?cnt, Cmsid.crable cmfusion was cinticipstorl but it di? nqt -?ovelop, To insure accuracy cnd simel in hanilling MPC Currency, pzp-ants were mde in multiTles (sf five <;dlars als9 Jqxinose Yon was stspled in $5.00 bundles, Ship's St?%' To meet the anticipated requirements, nuthwity was receivd to in- crmse the value of the Ship's Sbre in~mtxyto $230,000.00 which pedtteci the stwkinq qf mny I?,esiri\le items, Wc.tches, Jowelry, willets an4 other luxury items have sol3 very ra?idly, however scles aro cx- poctecl t3 re-luco to a norm1 level. These luxury itws hcve Seen mnrkec! up np~rodmtely10% to 205% in ~rdert? prict scll.iny 9f volume items at noarlv cost, Jqmnesc merchandise has been rrocured fw resale in Ship's Stxe on a linitod bsis mly. Initial lxvxmment was re- stricted tc, nomal cqst items plus an srran-cmcnt fw takinfJ 7r3ors f3r chinaware, MQst personnc-1 fiesire t9 Furchase smvenicr Ltens dircct frm Jnxnesc ncrchn-i;s. It is planned tq stxk relatively expensive items thrzt are nqt rea?.ily available in local Ifqznose stores and which can be s3ld thrwch ship's Stnrc at a savings to navy personnel. The Officer's Ship's Stwe was 9Fened idjncont to the Warilrnm. This stwe sells only necessities (caney, toilet wticles, otc,) 3ut orders are taken f2r nll item s.rl.1 thrmrh the min st7res. The qfficercs stwe has been very successful 3cc:usc 7f it's mnvonionco to afficcrs 2nd -1sq because it makes the qther stmcs mro ?zvailn??loto tke crew.

The General Mess went sll wt ?urinf: this first nonth 3f qxratims. The CcnmAssiry Officer instituted the servinr 7f nitht rcLtimsto all watch stankrs and special macls tr, pers?nnol working niTht shifts, The ration some3 t? watch staCttors cmsists 9f ciffee, soup or chili, ctc., snd bread and crackers. This was an irprtmt contrihtim to high rmrale znr? was n cmtrihting f3ctnr in qecidinz t? serve a full hot ration t3 ni,pht crewso Due t3 the restrictions on ratim cxAs it has been necessnry t3 liinit the servinc 7f full ni :ht rstim t3 personnel auth3rized. by departnmt heads Dr squc.idmn comnders. In addition to servinz night ratims, the genorcil ness scrvcs rany special nedls to Qrdmnce crews nnfi flight deck ncrsmncl when cper-.tiws do not pxmit these personnel tq eat at refwar meal tine,

-27- i Reprovisioniw at Sea,

The service received frmlogistic ships was exceptional, The Burton Meth>c? for transfcr 3f stwes was used, C?rp nets .sf material cmtinunlly streared ccross on two whips end were landed, nets and ,all, on eight foot square sleds which were t3we.l by aircraft tractws to a sqrtinz arm or t,? the hatch nearest the place -f final stwfiw, de- pending 3n the wntents 9f the lml. In this way the receiving aree W~Sclear at all times, The coor4ination Setwccn Fleet alctivities, Yqkosuka and the Scrvice Farce prwided fvthe early delivery qf wrpo to the USS ANTIETAM, The arrival 3f neederl ccrp viR tsnker was alwcys welcorte, The receipt 3f stwes while at sea has pmen its value. Stores Rre handled sfficiently and the tdxil effqrt put intq the task is reduced as conpared with lozrlinz stpros in pqrt. Tho COD Carier nlso 5rmght Qut the hizh priwity items needor:. %c iten of Inportance was fi-isket raper whfch had been expefiitcd frm Qpen purchase in the states, The papel' was n+t received pix- to 3eparting Yokosulra Tnd therefore cmccrn developed over how we cquld pet it brought out to the operating aroa, Its receipt via COD Clourior was due t.9 the closely cowdfnated liaism of Corminder Fleet Activity, I Yokosukr. and Coman6er Fleet Air, Japan. This type of supprt is inv~luablc. The primry factor apprcnt to us as new arrivals was the constructive znd helpful attitude qf dl logistic elements. The genoral. attitude prevailinc thr9whqut has been "Share and share alike".

1, No major Encinoering problzns or msualties occurred, Wntinuous . eizht ?niler operation inv3lvil-q spco4s frm ten (10) knqts to full power was ancmntcred fw the first time, Two bilers were secured each replenishment :lay fqr mutine main- tenance anc? their firesides hanc! stam lanced. H?wever, in several instances tho chaice nf bilers selected fqr maintenance wm dictated by leaking bbcock and UilcDx econoniaer hqnd hqle plugs cause?! by appsront gas pits 3r mechanically c?zmtlpd seats in headers. This operation was accQmplishcd with an averam of 161 operztini: persmncl in the boiler 3ivision. This nmbcr is considered insufficient fm

continuous opcratiqn and upkce? prticularly bemuse 1-f the shortcge qf petty officers. 2. Miles steamed - 13,803.U H.

The following activities were initiated by the welfare and recreation cjfficc during their period at sea:

-28- cV36/10 NCLASSt FEED

Issue nf a daily news sheet. Issue ?f a weekly ship's pcn,pcr. Daily newscast ovcr FA system. Dnliiy operatinn 3f ship's mdiq stntiqn MYTL which consiste3 of remar r i3 brm2casts mi! rec?r,linr;s wer the P30 system, (e) HaFyj hmrs when operati-ns :r?ernittcc!. h t3tal ?f thrce were hclc! this crifise* (f) Daily operi..tlon nf the Hobby Shq. Exercise rmn fqr physical trsining, Divine services - Ci.thdic mass '.aily. Gcncrcl wqrsfiip every Sunrlny, M7mm services every Sunclay and Tues-!ay, Jetfish services evcry Sunihy, Nichtly :;raycr wer IblC circuit, (i) Mmics ?.s opxations permitted. 78 shwinps w.me hcld %ring this rcpnrt, (j) Library open at rer;ul?&rhmrs for all l?.inr?s.

GEOi'iGE J. DC'FEK CQpy to: CNO (2 9-3vnnce) CinCFcLcF9.t (S) (2 aclvnnco) AoalirPzc (10) (2 zzvance) ComFair4meda .&nCPacKLt Evz-ldntion Grwp (5) CodfavFe ConScv cnthFlt (A1vnn cc copy) CTF-77 (2 advence) ConChrDiv ONE ConCarDiv TI'I:I'LE% ConCLo.rDivFIV3 U.S.S. FS@X ((37-9) U .S .S . 30XFZ (CV-.Z,l) U.S.S. CON FOl!IB RICR;,FD (CV-37) U. S. S. VLLLEY FOPGE (CV-45) u .s .s . PEILI PPmE SKL (cv-47) CVG - 2 CVG - 5 CVG - 11 CVG - 15 (5) CVG - 19 CVG - 101 CVCX - 102 LTG - 1 Nzvd Wm Collerc (2)

-29- o/o Fleet Post Off ice San Franaisco, California ? Ti-

Frornr Corvandinf Of fioer, U. S. '3. AKTIBTRI; {C%36) 'Yo: Chief af Lval Operations 'Tia $ (1 ) Commander Carrier Division ORE (2 ) Commander Task Force SXJXI'TTV-SS'EN (3) Coma nder SEVZNTY Fleet (4)Commander Naval Forces, TAR EAST (5) Commander in Chief, TJ.S. Pacific ,le&

Subj: hction Report fcr the period 26 Kovember ta 31 December 1951

Ref: (a) OpNav Instruct-ion 3460.4 dtd 1 July 1451

t- hclt (1) Cormander Carrier Air Group E'1;;TEm ltr of 31 December 1931 i -- .

1. The Action Report for the period 26 :iovember to 31 December 1351 is hereby submitted in accordance with reference (a ). PART I

COI$POSITION 03' OWN FORCES AYD IU3SlO;?lr

The 1T.S.S. A?'TIET.U" arrived at Yokosaka Law1 Base at 16131 321 16 1Jovsmber 1441 upon cozpfetlon of' its first cornbst tour. ?he period 16 to 26 ?ovepber was spent at the Yokosuka ;'avSl gase ldLerc.the shiT had d restricted yard availability and for rest arld recrcoticn. iit b6GOI on 26 EJovoTber 1951 tho T?.i.;.S. iIiTIETBi in conpa~ywith tke ?'.L>.L. ',vIICO~~SI? (BB-&) (Commander SEJd!"I'?l !.LET1 embarked ) and Dcstro:Fer Gqith dron got underwdy .?or the operating are3 to join Ttisk Force S3ViK"-LTU2 in accordonce with CTF-77 Confidentiv 1 dispatch 23$5.,ic' L of' 8;pvmbor. Ex- tremely hizh niinds encountered enrovte to the oper;.ti:y LreL prevvntod ;he ship from cor??uctins refresher air operatioris ar,d other troiniiy. Tho ship joined the Task Force et 223CI on 25 r'avernbcr in the ooerutin;; area near the 38th Parallel near the @st Coast of' Karea. The Task Ioroc was cmmr!ded by Roar ArbniI.31 J. <'.WiHL in tke V.E.S. BCI. ?OPX ?ICI*dED (CV-31), and oparated nr,der Task Force 77 Opration Order 22-51 (Rtjvise?) dtd 7 October 1951, and further revised OL 6 Ducoabcr 1951. It mas com- posed of the 'T.S.S. bO:' HOILE RICLRD (CV-31), U.S.S. E5&X (CV+)? cl.S.S. NISCOIiSIM (BB-&), 1J.L.S. LOS 8::SELZS (CA-133 ), and other scrcering iiiiits. Sir Group FXYTEZN VGS clrhurkod in thc U.3.5. ~LBPIET~~L:(CV-36). After thirty days rt' operutions, thc ship deysrted for Yokosuka ?or a p?riod 02 maintenance, upkeep, rest cnd recreztion, leaving tho action area on 2b ombcr 1951. - ,I- --- "a= PID31T IAL . SECT JR I T Y II~TFORILATI OPT

.Ir CtASSI FIED

(1) Conduct aerial ir&ordicti&rJagaiqst th~on- ljnas sf communiclclt ion, tmnsporta tion, industr i@rL- and supply tao ilk% ie8 (2) Provida CZQSQ Air Support for the grwad foscas as dirscted. (3) Proteot this form againat air, surfaoe and su”0sWi”Qw atta oks. (4) Provide NRW~Gunfire Spot for surfice ifstordiction :~nd mml gunfire support us prdotioable. (5 ) Conduct photo and urmad r6conm issance In 5GppGrt of the interdiotion p-ogran, (6)Provide air ocver for UX naval forces 8s diroc*ed* (7) Operats as a fist; Carrier Striking Fwoe whon Zireetod. - The Commanding Officei- of Carrier Air Group 15 is CDR Re 8‘0 FARRINGTO:J, US3 Yith the following complsaent of pilots pnd cumber of airoraft at the beginning of flighk operations on 29 Bovember l%l*

VF-7 13 28 IT-831 21* QF-8-37 21 VA-720 27 w-3 6 vc-11 4 vc-35 Vc-& 2 c1m-15 6or* HU-1 2 1 H03S

-4

2 SKlijlRY OF SCRTIES I -_I_ DATE REXARKS _u - FIRST r ITE ---LAUNCH ---iECOV -FOi bxEnroutc - Incler; 27 moutc - Inch 28 Ehroutc *. 29 053 0 1603 37 4 6 ..- 30 Replen j hment -_ - D1* .Y ECa 1 c&.5 1.932 25 12 2 2 92k5 5.926 r;lii t 12 2 0&5 i933 23 4 12 2 t Hsplenj hment “3 I u I. 1 .3 5 @430 l&5 40 4 4.- 2 6 PA 30 1620 36 4 3- 2 2 7 a30 1621 36 4 12 2 8 Rep 1en j hment -- - - c 9 0815 1940 36 4 16 2 10 0915 19-41 37 4 16 2 11 0810 !$40 35 5 16 2 12 Re plen j hment .-. .m .. .. I 052.5 1533 37 4 12 2 3 05.30 1505 3’7 2 12 2 15 0530 1656 36 2 12 1 16 Rep Len j hment** 14 -. 13 - .I. 17 1430 1937 16 2 4 2 18 0825 193 1 30 4 16 2 19 0823 1950 31 3 16 2 20 OWL 1949 35 3 15 2 21 Replenj hment r. c ... .. w. 22 0530 1639 33 3 12 2 23 0525 1545 33 3 12 2 24 31 2 12 2 25 Re plenl hmont 26 Inoleme t weathe 3 - ... 27 Inc leme t weathc ’- - - 28 0525 1549 30 2 12 2 29 Enroute 30 Enroute 31 Enr oute

*pi t inch 3d in tc als ** I e to in lemcnt M ather replt ishn 1.6 U ti1 13C on 17 I amber, T tal pro sortiec T tal jet sorties? T tal sor ies: 165 -.------>TAU 678 $1 70 262 39 5y- I_ - 111.1 __ -c DECLASSIFIED 11/27/51 - Steaming in company with 1T.S.S. IIiISCO1”SITJ (BB-Gh) hnd Destroyer Sqwtdron THREE. IIigh w!-nds prevented flying and other training cxer cisas . 11/28/51 - Stecming as before. Lit 22301, rcndszvousod with Task Forco SJTI!??TY SEV?T,

11/29/51 -. Bognn air operotions at 0530X. Flc,w 73 sorties on cI1P, RQil- rocd Interdiction, Jot Recco, Got Photo, ASP, and ?ight Hacklere 11/30/51 - Heplcdshnent day. 12/1/51 - Air oporutions. Flew 70 sorties of tht: usual offensive and defensive type. 12/2/51 - Flew 74 sorties on the usual offensive and deforicive missions.

12/3/51 - FIOW 75 sorties. 12/4/51 - Replenishment day. 12/5/51 - Air operationsb ~’lew88 sorties. 12/6/51 - Air operations, At cbout 07301 on AD crushed clhond of the ship immediately after o deck tuko-off. C~usaunknown. The pilot ws rescued with no injuries by the hclicoptsr. Flew 86 sorties.

12/7/51 - Air operations. Flow 08 sorties. l2/e/5l - Replenishment day. 12/9/51 - Air oporutions. Flew 95 sorties. 12/10/51 - Jiir oporutions. Flew 91 sorties. 12/11/51 - Air operations. Flew 91 sorties. Tho U.L.7. %bLI.,BY k’ORG3 (CV-45) joinad Tusk Force SEVEFTY SEVER. The 21,000 Linding aboard the RlJTIETfL‘ was mde today, Today marked the ninth consec\tti.re flyhg day with perfect flying weathar during which timo the AdTIZL’h; ooFbimd with thc E3SEX accounted for 937 rclilroud cuts :ind destro>-sd many locomotives, railroad bridges dpd oxearts. It is believed th2t this long stretch of perfect clear cold weather is unprecedented in this arm at this tko of tho year. 12/13/51 - Air opera.;ions, Flew 88 sorties. 1 AD&NL on morning heoklor2Bmager hop received hoavy FA damage 2nd landed at KS-18. sircrnft received striko No injuries to personr.el. xt about 13301 an FhU-5'iiL flying escort to ASP mado forced landing in the mter about twenty milvs south of the force. Pilot was rescuod by helicopter from VALLEY FORGE with no injurisse

12/lh/51 - Air bperations. Flew Sk sorties, At nSout 11301 nri AD landed in the wcter off Songjin after baing hit by AB over Yorth Kortm. Tho pilot was rescued by the U.S.S. SlVZFSObl (DD-729) fit about 13391, Pilot had no in2uries but suffored from two hour exposurc in his rubber bort. 12/15/51 - Air c2erations. Flew 80 sorties. Vice Admiral To L. S?K&GUE, Cdirhc, and Rear Admire1 Earrison, 1:taterj.a 1 Officor Comkir€%c visited ship for a short period in the afterngone

12/16/51 - Rendcjzvousod with roplonishmont group ut 06061, but duo to heavy seas and snow storm did not begin replenishment until 13001, Secured at 16151 to continue tomorrow.

12/17/51 - At 06~01continuod roplenishmont, Began Lir operations at l.4301, Flew 34 sorties. 12/18/51 - Air operations. Flew 79 sorties. xt about 10001 LT. VELSOM, W-713, bailed out of his F4U over Wonsurn Harbor and was rascuod by tho U,S*S. COLLETT (DD-730) 12/19/51 .. Air operations. Flew 74, sorties* nt ubout 15301 EUS, RILEY, VF-713, was hit in his !hU west of Wonsan and kopt tho plane in tho alr until he reached Wonsan Harbor where he bailed out. Pilot mado a suc- cessful jump but apparently could not get out of his parEtchuto brncss after hitting the water and was dragged from three to five miles before pilot and parachute were observed to disappear. l2/2O/5l - Air operations. Flew 90 sorties. 12/21/51 - Roplenishmont day. Sonctor Ferguson, momber of The limed Forces hlicy Committee, visited tho ship for a few minutos in the morningo 12/22/51 - Air operotions, Flew 73 sorties. LT. I!hRSHKLL, Vi~-720, was shot down in his AD about 35 miles west of Wonsan, Pilot bailed out suooossfully and ws rescued by the WISCONSIN'S helicopter which was operating from Yodo island.

12/23/51 - Air operations. Flew 72 sorties, l2/&/5l Air 3perctions. Flew 73 sortiesc

12/25/51 - Christmas Shy was spent replenishing. 12/26/51 - Today mnrkod the end of almost G month of perfact flying weatherr There msno flying due to high winds and a sevc'ro snow storm. 12/27/51 - Continued inclement woather conoelled a11 flight operations.

12/28/51 - Air operations. Flow & sorties. ht about 16151 U.S.S. k3ITIETkEC (CV-36) In company with U.S.S. ST. PAUL (ctL-73), ComCruDiv 1 ambarked dep rtea operating area for Yokosukn.

12/29/51 - Enroute to Yokosuh. Conducted CIC training oxorcisas, tactical drills, now sicnal book cnd taotical indructions, iL1.L firing and other troining exercises,

E/3O/5l = Ehrouto to Yokosuka.

12/31/51 Enroute to Yokosuka. At 08071 the ship moored at Piedmont Pier, Yokosuka Naval Base.

A. Ammunition Ekpcnditures- (nviation) 2,000 *.PI 21 Napalm Thic!renor, ticvy Type 1 $540 1,000 &.P* 8a4 Napalm Tanks, LIK, 77 11 500 &,pa * 479 KK. 6 Bra. Flares 108 350 #D,B. 8 :& 6 Float Lights 24 260 k Frags 199 Signals, Drift iX, 5 20 250 # G.P. 3,927 100 #Gap. 1,795 50 ~~11.API 101,080 rds, 5" WAR Hoads 457 50 Cal. INC 101,080 rds. 5" Rooket Hotor 638 50 Cal, APIT 51,460 rds. &5" ATBR Heads 181 2a.T: HE1 57,355 rds. 3.5'' ASR ilotors 180 2c93I IiX 57,355 rds. 3*5" hSR Heads 182 2oi,i: APT 24,400 rds. XYLE?OL 11 gals. B. Comment on performance of ordnanoo mcterial ond oquipnont, 1. Aviation -- Ordnance performance. Jet A/C have used 25#G,Pc banbs exclusively during this opernting period, and there have been many casos where bombs have fallon off A/C n all cases tho arming wire has rmainod ed bombs to partially armr I2ost of the tho latter part of the operating period

16 1 e hlcw:o

and it is bolieved thzt tho defect is in the solonoid return spring and causes raok to roloaso upon catapulting. Solenoid spring has only 4 02. tension which is considerod insufficient4 R.U.D.:i*D.E, on TX 55 i.:od 0 bomb racks is being submitted.

J Some difficulty has bean oxperioncod during darkness with bomb skids and bomb skid handles protruding over bomb elcvztor plcitform into the shafts of No. 1 and No. 2 upstego elomtors. In order to pard agaicst this condition it has bcon recommended that steal plates tvrolve (12) inches high be cttached to the elomtor platform in much tho same manner as tho plotos installed in No. 3 upstugo and 311 downstcgu elCmtorsI PART IV BATTLE DkGGE A. --Damage to ship 1. Nono

B. Loss and damaggo of aircraft 1. See onclosure (1). C. Dnrnage inflicted on tho enmy 1. See enclosure (1). PART V

PERSONYEL PERFOE AilF'CE LND CIISULLTIES

A. Performance 1. Performance of duty and morale has beon excellent.

B. Casualties 1. There were no personnel casualtios suffered by ship's oornpny persomel as a result of enemy action.

2. Casualties to Air Group personnel are reported in onclosure (1).

1. Flight Dock The present type of jerseys provided for identifying personnel at flight quarters is considered unsutisfuctory for cold wecthor* The jorscys do not fit over cold weather clothing, thoy ore diffioult to re- going out af shelters, attrition rate is

@- ' *

high, and they do not contribute to the warmth and cornfort of personnel. Colored 010th has been stitched on cold weather clothing and soaris to be much more satisfbctory and is more economicalo

Tires on all mules are being painted white in an effort to make for safer aircraft handling during darkness.

Jet nose wheel tiller bars that can remain attoohod and unnttoridcd during taxiing were manufactured during last availability pcriod ond aided in spooding up jet launches.

Considerable difficulty was oxperiencod with broken bridles prior to installation of new articulating shuttles. It is believod that at least part of the cause for these failuros can be attributed to the old type shuttlos in that bridle lays could get trapped botween tho sproader and tho dock plates. It is recommended that now type shuttles be installed in all carriers prior to deploymento

Due to the stretch in tow cables and the installction of the new shuttles it WF nooessory to cut the cables nnd pour now sockets. Ebch catapult was down for about twenty-four (24)hours.

The catapults have functioned exceptionally wall during this operating period nnd this performance record can bo attributed lergely to the outstanding maintenance eccomplished during replenishment periods.

3. ARRESTING GI%R

Operations hove been routine except for the problems intro- duced by cold weathero A groat deal of trouble has boon oxperimcod with air valves freezing during operations. It has been necessctry to keep two gasoline torohos in constant use in order to keep gear operating properly.

Barrier repairs have been speeded up by the use of odd weather grease, stock 110. lb-L-l@-%O on nll cable fittings. Use of this grease makes barrier changes much -m.si~r*inlow imperatures. * i? ko* r..;*.l..,r.i..r.a,*

Trouble with yielding eloments is chronic and colder weather ia incroosihg the seriousness of tho problem. Drainuge under present type elmonts is not effective, and jut recoveries often batter the entire housing to the point whore mtor leaks into spaoes below due to gasket failw tween tho housing and dock. The blade typo element installed in som rcarriers is considered to be more efficient and eoono- mica1 than the type presently installed.

Dcvis barriers funotioned properly at all times, however,

I :I @6/10 6-13

arresting gear pcrsonnel are eagerly awaiting installation of tho rim positive stop barri'cado during next availability period.

4. HANGAR DECK

A spsco saving program was instituted on the hangar dock during this operational period and has pid great dividends. Doh piece of equipment used on the hangar dock by pcrsonnol of oarSous units Ws marked for stowage at definite frame number and w.s so labeled; elg,, stow at frmo 161~-~lso an arm was paintod on deck largo enough to occomodato the equipnent at that frame number, und goar is always stowed and tied down thore whon not actually in user Integrity watch and routine patrols can easily spot gear that is out of place, -and this systom insures that oquipent will bo in its propor stovago whon needed.

All of the personnel in the V-2 division that are not as- signed to office or shop spncss are assigned to active work on aircraft, It is believed that the integration of these porsonnel with squadron maintenance personnel provides M luable tra ining for men conaerned and insures most cooperative ond effective use of shop spaceso

, Tho bay three araa cf't of frame l& has been usod exclusively for heavy ongine and structural maintenance. d total of nine engines were changed during the period of this report, and the largo arlount of structural damago caused by flak has neacssituted continuous and efficient use of this area.

There is tl definite need for more jot starting motor generntors and loads in order to facilitate jot starting.

60 CxISOLIITE

The prosent arrangement for using oil proportionors for mixing jet fuel on tho flight deck is unsatisfactory for cold wcothcr op- erations. It is bolievod that the use of lighter oil at flight dook outlots will help correct this situution,

Hew ladders of thin walled steel tubing were manufactured during the last availability poriod cnd provod to bo satisfactory during the last operational period. It is believod that tvrelve (12) such ladders is the minimum necessary to service jet aircraft in the time allotted.

With experience the problems encountered in taking Ltbonrd aviation gctsoliiio have for tho most part been solved, ulthough fittings supplied by different tunkers aro not standardized and often causos sono delay in hook-ups. * DECLASSIFIED During reF"enfshment the recoption of fuel oil and gasolino is started simultonccuslya However, tho evercige tim for oil fueling is two hours compared to three cnd one-half hours for gasoline. Tho shlp must thcruforo remain alongside the tanker an hour and o half After cil fuoling is oompletod.

Gusoline is recoivcd aboard r.t an averago rtif;e of 45,000 ga?.lons per houre This is little more than half the pm?ing capcoity of the tankers,, The low rate of reception is attributed to the prissurc: limits imposed by displacir,g salt wnter from tho gc!so$ine tanks,

Recommendation: Tht a Shipalt be issued, and incorporated, ro- placing the present five inoh overboard discharge line with Q iargor one, or prrnllelicg the prosent dischargo line with a larger one, or paral- leling tho present discharga line with an additional lino (reference C.O., 1J.S.S. BOXEX3 confa ltr CWl/h-egf S23 ser 037 dtd 22 L:ay 195l)* 7. --SLFETY Under the direction of the Air Deportment safety officer all h;.nds are constantly striving to improve safety orders cnd procedures in order to rninh,izo tho dangers to personnel and equipnent in tho doplrtment.

B OPEFUT IO?JS DEPiiRT?,IEfLTT

1. AIR OPERi-iTIOWS

Other seotions of this report havo covered all the major activity in which air operations has hod L: part. Air Plot it- self has no outstmding reports to make of its bnsic functions, but sevc.al of its problems in coll.ttera1 duty are beliovcd worthy of noto. These are mentionad herein in the hopes that they may be of assirtance to other ct:i*riers coming to the Korean Xrea

The Carrier Onboord Delivery Servico, known as Codfish, pro- vided by VR-23 Detnchnsnt at Itnzulca posed n problem. Sifioc they always arrive during a regularly scheduled flight opcrction of launching or lnnding it has proved impossIblo to do1c:;sto anyone from the Air Dcpurtmont or Operations Doprkont to meet the plune, meoting the plane is essential in that froqucr;t;ly pass*~xig;srs arrive who have no idea where to go, or how to got there, when aboard a carriers idso the metters of proper orders and endorse- ments, deurance, manifests, and the like take more time than can normally bo spared, during flight operations, by anyonu in the previously mentioned depor+;ments, -m officer whose otho: duties are not affected by flight oporations is requirud as an official "Jioeter and Greetor"* He should have an exoollent knowledge of nd its organization, and of tho air group embarlrod;

Q- * D€CLASSIFi ED he should be persona?!!le since he will bo tho first person net by th3 arriving passeni;ers and pi13ts. The iiNTIETn.": is 2ortuni:to in thct a11 Ensign in the Executive Depdrtmont, having 01; thosa qurllities, iWS boil assigned this duty, ITOW, when a COD plane lands on bosrd it is rnet a1 - most as soon as tho chocks are in place by this "Fighting !:an's Grover Whalen". Ho gives ail a cordial greeting then expeditiously tends to their baggage9 and the frei;;ht, Guard or OPT?* Ifail; takes the pnss:nCors 2.n hand, makes berthing and messing nrrangoments for them, h:i s thuir c;rders proprly procsssed and makes the necessury crrangcnents throu,;h Air 210.'; if they L1i-e to be furthgr trnnsferred. When the CdD 5.5 dcplyting;, the "Greator" makes sure thut all passengars hnvo properly processed ordord, tMt thoir baggage is proparly lauded, nnd that tho rmssengjers are rmdy to go in sufficient time so that the launch will i,o 4s schodulad in an unhurried rniinn~r~He also performs the same functions for destroyers coming alongside. This system has workod admirably, since tho Ehsi;n's other dutjes (dLide to tho EKccut.ive Officer I P'ovio Officer, and 2ssist:;nt Personnel Officer) arc nffoctod but little by flight opemtions,,

2, AIR iVTELLIG3:CE --I

The functious of tho iAiT Tntclligencu Office ware per- formed smoothly durinG zfiis operati-ng periodc Comments on possible im- provanants of pz.es:cnt org6nizai;ion an? 3cilities h::ve been previously ~~tiiliT,S+i 5

Tho lack of a tolatypo in the oisfi~ehzs bt,c.fi 3 inndioap,, There is no dire=% 19::C con:iection botwecn CIC acd this officec, CfC messages 2nd instructions from CTF-77 havo to be relayed to Air Plot to be passed on to Air Intelligence, Often thore is n dolily in rolttyin;; messugos becuuso Air Plot is busy launching and landing planes. To rmody this situation, we cut a 6" by 6" hole in the non-watertight bulkhead Setween the Air Intelligence Office and Rocdy Room 3., This w3s covered with clear plmiglass on both sides? The slight. 3ir spce be- tween keops out the noise, yet gives u clear view of tho tuletype in Randy Room 3.

Reports of Intentions of the Fifth tiir Force for tho following dcy Grc incornplote 3s received by disptch. The Xi.;ht Hccklss have several times reported comrr,cncini; an attack on f! t::rget only to have an unidentified plnno suddenly dive out of nowhere on tho snmo tcrgot, This is a hazardous sitwtion for both thc Air Force and Znvy pilots.. nt present, the night sorties intantion of the Fifth ALir Force 3re listed oa tho dispatch only as u certain nuiiber of flights,

Recommndution: That the flights bo brokor, down in% areas of operations ------.---P and nmbor of planes in OGC> and timo ovor tarf;.Ass This win bs conplishod through the NLO 2% JIIC Korea

One of our pilots who had to ditch -ms picked up by tho lJ* 5. S, S*?IEiYSOK (DD-729) rind spent sevcra 1 days aboard that vessoL --_ ~ 131 One of the cmmnts he brought bck was that tho destroyers did not kiavo the code name designations of rail routes as usud in TF-7'7. At present, when passing over t3 naval alement, our pilots nust give the grid aoordi- nntos of their intended turgots to the element cmcinders. If each destroyer had a list of the area names, the pilots could give these. This would offor more security than the use of grid coordinates.

Upon dop1oy;ng for- iryoshc we were issuod D three month supply of Kaml iilr Wa?farci Reporting Forms as authorized by ComAirPc4c Instruction 3&0*1 (Fornerly 381c,lj, This supply proved to 50 adoqucto for only n month's oporutions due to the high frequency of aircraft lossos -ind darnge.

Reaommcndctions That original issue be revised in accordance with presont r equ i romcnt s ,,

3. PHOTO INTERPRETATION I Dnphnsis on photographic intolligence has shifted from roucine rail status ond domuge assessment to torget searches, flak analysis and pilot briefing aidse This has resulted in a considorable lossening in the daily number of photographs for interpretation and reproductione The result of this has been a more thorough inspotion of each photo and an inoreased effort in the production of briefing oids, Construction of strip mossaios of 211 rail routes has been completod, Flak analysis mosscics of suvcra1 rail routes, all major bridges scheduled for strikes and numberous other spocinl strike targets wera fiiade.

The photographic production potonti21 of the photo detachment exceeds by a considerable ainount thc ccpacity of one photo intcrpretar. If one minute is devoted to inspection of esch photograph for e h11 eight hour period, less than five-hundred prints cun be coverode When sorflng, arranging, photo pilot briefing, and innumerable other details are added it makes a long day for one interpreter,

Strike damage to a large extent has been assessed by use of the K-25 cnmera. A shortage of cnmera pods has prevorked more cldequctta coverage of all strike damage.

It is believed that the new pro&ri;m of limiting reconnni.ssance photography to flak analysis and targot search will not only affect a monetary saving but will also result in better photo intelligence., 4. PHOTOGRAPHY During this period of opcrotions, fifty-nine (59) photo missions were flown making 7825 nine-inch by nine-inch nogutivos, frcm which 53,547 prints were mrde using 256 rolls of paper. All norial rolls wera printod with the Sonne Printer rather than tho contact printero The latter pro- 088s is too slow and, in spite of the fact that tho lab works on two

" h twelm-hour shifts, the production rats is not fast enough t h ve the prints ready for delivery by the next day.

Film exposod on the oarly morning and lcte afternoon flights had to be overdeveloped to the point of fog to produce a printable negative,

Tho new Itorse k10A Dryer has speeded up the drying of aerial film and will dry Sonno Bpor ut least twice as rapidly as the L’iatto Dryor, When the ilorse ms first installed it would heat up to 120 degrees and then cut out, llftor cn extensive search by the ship‘s oloctricians it was found that thero was too much tonsion on the spring controlling tho morcury switch and the switch would pltuout whonlebe sPripwbhldt pi;tabund t;’olleprB&‘&or.fhe.kerlsibn2&bltheo sprkng pa$. BBsedi-aiighklp no further dif- ficulties were encountered.

The heavy rush of Christmas Xail points up tho complete ina- dequacy of alloted Post Office spoe to handle tho work load of incoming and outgoing moil+ Although we are using an adjacent passagmy for additional spoo for package handling, it is still inadequate for peak loads and far from ideal from the point of convonienco, The attraction of cheap and novel goods in Japan has swelled the outgoing package mail to enormous proportions and makes it uhost impossible to keep 8 suf- fioicnt supply of stamps on hand even with LI stamp allotment of ton thou so nd dollars . Recommendations To moet these conditions it is rcoomniendod that (1) tho post office bo re-located in a larger space; (2) that stamps be made available at local Floot Pbst Offiaos for sale to ships in the forward aroo and (3) that postup meters bo made awilabla for largo ships in tho forward arm,

ITDT EiTT FOX continues subjeot to propgation difficulties neoessitating many services for aissing numbersI Tho prosent system of double transmission of headings and single transmission of tho text is oonsidered superior to tho former mothod of running ovcrything twioe. ’ It is believed that a system of doublo transmission as used by tho RATT component of HOW.FOX, i.e. single transmission with a rerun ono blf hour later would bo n still grooter improvomont. nt present, the rorun follows so closoly that it is subjeot to tho same propaSation difficulties whon such exists.

Considerable difficulty has boon oxperioncod in passing traffic 1 to replenishmont ships on C2E4 This has resulted in unduo delay on sovoral important dispatches and further loading of ship to shore ~nd \ FOX circuits to deliver this trafficr It is boliovod that improved guard 1 i arrangements among replenishment groups would alleviate this difficulty- : Iloteorologica lly' spoaking, our second tour on the lina cun be dividod into two vory unequal partso Tho first, from 29 November ko 25 Decembor and, the second, from 26 Docembor to 28 Docmbcrr From post records and sxperionce, it was expected that at lcast ono third of tho totul scheduled flying time would bo lost due to inclonent weatherr Instoad, not ono flying day ms lost during the first four weeks" Ekcept for a fow days tbt had localized air mass showors, weather wmp,;s mostly clmr with unrostrictod -Jisibilltics up throuSh 25 Docembere Tho spol:! was broken on 26 Decembor whon a decpeniiig *1nd rapidly moving low ontcrod the Sea of Japan from the swclthwest, Thme were no flight operutions on the 26th and 2'7th of Docember duo to low stratus and freozing precipitation. Seas were v~ryi.ough with nor%h- easterly winds hotween 30 and 40 knots. Flight opcra.CCior,s werc r.;surned on the 28th, our last day on the line,

Tho outstanding feature of the Docamber wocther charts ~CSthe permanence of tho Siberian High pressure systemr Only four waak cold front passages wjre recorded during this period with practically no attendant wcathor,. It wsrs thc cold air moving in behind these fronts that produced what little weather was observed in the first four weeks. This consisted mainly of instability oir iiiass showers oausod by the cold polar air movln: south over tho relotivcly wzrm water of the Ser, of Japan. These showers wdra c1 mixture of rsin and snowc The tmperaturos ob- served were no loss romarknble than tho woathoro In a month whero freezinz temperatures wore to be oxpootod over 5@% of thcj time, onLy one day with tempsratures loss than 32F ms recorded between 29 November tri! 25 Doccmbor. And, at that, the tomporntco dipped to 28F for only one ham. Below freezing temperatures woro rooorclod daily during the pciriod of 26-28 Do c embe r Two typhoons appeared on the weather charts c?urin& this period - "hy" and 'gabs", Noither one was considorad D throat to our operating area, but 100 knot typhoons almys bear wtchisg and trackins. "illiiy" was a severe 100 knot storm that caused considerable damago to the contra1 Philippinesu "Babs" recurved to tho northeast, ad pcssed wall to the east of the Japanese Islands.

Weather Statistics: The rwmwxe of the Siberian Hi,;h is YI- reflected in tho wind diyection summarys Wind directions from betweon west and northwost were obsorvod 62% of tha the. The trend observed from our last operating period ms the shifting of tho prevailing wind from northea st to northwost,

Wild Directionsr

Diract, ion Percentage of Obserwt ion s

No ri n 4% Northoa st 11 p Eb st 2% 2% . . .. - i &/lo SI6-13 DTCIASSIFIED Direct ion

South Southwest wost Northwest

The absence of low wind velocities was apin noted durin:; Docember. Only 65 of all o5sormtions rscordod wi:ids of undar 5 knots with no oslmsc Avorap rsind velocities wore 18 hots for tho entire poriod, Winds above 30 'mots werc obscrvod 8% of the time, Tho trend durin? Doocmbur was for n s1i;ht incrotlso in wind velocities, Hi&ost observed velooity was northwost 53 knots during a cold front passago on 13 Decemberr

Wind Yelocities t -Velocity Range (knots ) Pbr contu go of Obsarm---- t ions

Ca h @% 0-5 6% 6-10 17% 11-1.5 10% 16-20 21% 21-25 17% 26-30 13% 31-35 5% 3640 2% 40 or above 1%

Csilings under 500 ft. wore observed only about 1% of tho tho, and 71% for coilings nbovc 1O;OOO ft, Porcentago of :ill ceilings above 1000 ft. was 96%. This helps to illustrote tho oxcollcnt woother of our first four weoksa Only one zero coilinG was obscrvod, and that was for a few minutes in a heavy snow squall.

Ceiling Pange (feet) Psrccntoge of Observations- Zero 0% 0-500 1% 500- 1000 3% 1000-5 000 23% 5000-10000 2% 10000 or above 71% EwSI~FIED The peroentages on visibilities also emphasized tho excellent weathor encountered during Deocmbors Visfbilitias loss than 3 milos observed only 3% of tho tho. Unrestrioter1 visibilities, or visi-. bilitios greator than 6miles, wore recorded on 95% of all observations. Only one zero visibility wns obsorvad, and that for a few minutes in a heavy snow squall. Visibilities- L Vtsibility Range (miles) Percentage of Observations- Zero % 0-3 3% 3-6 2% 6-10 10 or more 89% Tmpora tures:- Avorage Pkximum Tmpcraturo 57 F hverage hinimum Temperature 46 F Highost J

Tho abnormally high tmpernturos during tho month of Decembor uro evidont from the above stntistics.

Prooipitationz Rain or snow wns obsorvod a total of 69 hours, or about 8% of all oFsorvations. This is just ubout half of what was ro- crordod during our provious tour on tho line from October 15 to l4 Koombur. From 29 November to 25 December anly 30 hours of procipitatioli were rooordod, and all of it due to locolizd sir wss showers. The loncost oontinuous period was 24 hours on 26 Decemberr Heavy hoil was observed during u cold front possn, o on 8 Docombor.

WEIS %$ Fog observed a total of 8 hours, or loss than 1% of all obsorwtions. all tho fog ws of the praoipitation type, and was ob- served with rain or enow on tho 26th of Deoembor. Tho fog obsorved was only ono third of that rccorr’ed durins our previous tour of 15 October to lb Novombor.

The above statistics on ceilings, visibilitius, precipitation, and fog more than emphesIzc tho “unusual weather” and exoellent flyins oonditions of the period 29 Novomber to 25 Decmbor. 7. -CIC

8. Genoralt Tho organization of tho CIC watch rmoined the somo as that desoribod in last poriorls reporto The CIC toam is booomin; 1 cre being intoputad satisActorily.

c‘ dn xEVJmtch, cmposed of one man from VC-11 and one man from CIC, has been establishor? to operate tho P.0. Gear.

b. Radar Pcrformnnco: In6;of&r as practical dll radars hove been oporuted oontinuously unrl replenishment flays have bocn utilizer! for maintenance. iiuch difficulty has boen experience4 with tha SX hoi;ht systom; ropairs to be made in port should make o morlced fiif'fcroncc in altitude $eterrninction. Tho SX scorch systom nnrl the STS hcvc provided excellent rqnges on aircrcfie Ye ore purticulzrly please3 with tho per- formance of the SPS on jet uj.rcroft. Jets have b3en tr?cker! nut to 85 miles; reridble ranges on returning jets are 50 to 55 milcsg There have \\ beon a few mointemnce probloms with the SK, :ind the SK is used primariXy for identification of aircrnfi (l'nrk I11 IFF)* T!I~ SX Conszlo 3 has bean '.; adjusted so thut tho i'SS scope can be used on the SPS rr&r below the 50 mile range. Oddly enough, the ,-ark '1 displry from the SPS Consolc: filters through to this SX Consolc ofid the 6isplr:y is controlled by the ikirk V control box on the SX,

co Air Controls No difficulty has bocn cxperiuncc? either in CAP Control or Strike Control., Our SPS has boon operaking suffiaicntly well to alhw us to mfiko all intcrcopts on a r:.dt?r repecter whiah docs not have a !:ark V display, %hen information is neoda? tho hir Cmtrollcr has tho CAP plotted on the Vcrtical Board.

cl, Comiunicationst WG recommend the use of a difforcnt, lovrer, froquenoy for tho Combat Information Not. The present frequency of the Primary C,I, Net is so hich that transmission and rocepkioa arc offocto? by atmqspheric conditions, and Lobin;* ~i froquuncy in the VI!F range is roccxnnended; this shoulcl nllevicto the presmt problcm of ;c)3~? recoptian me momcnt, no roception tho next.

Conwnicatims oquipent has been more srttisf:! ctory thn ?win; tho Inst parind* The TDQ Transmitters h4ve boon use" in cmgunctizn with tho AN/i:RC-l receivers.

e. Lookouts? The 0-L Division is 3 part of tho CIC Ori;ar!iz::timt an? 211 lookquts hove boen trainer1 to supply Combat, cs well US tho Eri:7<0, with pertinent information on surfrico anit air contCctso

During tho perid of 26 Bovomber throuzh 31 Deoembtr, the activities of this rlepnrtment were Kenorally restrictec? to ship rcplen- ishcnts ccd ordnance maintonancs, Due to the restrictions on omiunitioa trainin; ti llowdncos, wo ~rtioiptodin but two &y?s trLinin; exorcises. Tho ammunition oxpendcd in the training axorcisos was:

5"/38 - 98 dC 4wI - 916 -,

* cv36? 10 CLASSIFIED

1% intonnnco of tho m?nLncc equipiwnt res3lver1 itself into routine upkdop, with but one exception; a baa! elevation power rnqt+>rstrt:>r burned out an? ws replzce?. Cause 3f cJsuolty attribute? to hipropay ma intena nce . The 6eck sccmonship is constantly Liprovin,:. The "kn7w how", which can be pine.' only through experience, hr~sbeen the controlling factor in this improvement. The anmunition on-lo2ding proficiency of the ship hs s been hampcre? cmsi3orably by the am ilable hanr'ling oquipmentr The dcck winches prcsontly instn Iled will handle but 3,000 pounzs, ?nc! -that only with cv-isi?ersble difficulty, It is believed that winchos of ha:vier 8uty characteristics should bo installod, D. 1. --Gonernl Stores.-

Issue of mutorinl continuer? ct LC vary hi,;h rateo Squn?ron consimption of consmobla supplies was higher than w011l(1 normally bo t;x- poctod, No diff icultics were encountorad bocauso stock levsls ware high rind roplenishmont while in Yqkosuka hcs boon excellont, Cffico supplies, racs an? hand tools, wore the classes of niotorial har\%st hit, Consi- "ration is boing given to the ostctblishnent of bur\ptary limits fnr squnr'rons to enforce closer cnntrql svor mteriG1 consumptiono Economy of rwtorial is munddtory in orrlor to reserve material for actual requirmonts. The can- sumption of stores must be mcintnined within the limits of Qbility to re- plonish or locistic suppxt of opamtions will ultirataly bo deficientr

2. Winter Clothing. - I) The problms of winter clnthiw Lre bein: realize.! now that cold wenthar has set-in, The prhnary Clifficulty has been the issuic; of clothint: t.i persmnel not employe? in weather areas* Present a Ilowdnces of winter clothin; does not permit tho issue of clothing to all hands. Clothing outfits for personnol working on the f1i;ht deok includes the f ollowint;:

Quantity Description Qu 3 ntit y 6 -Descriptim - 1 Helmot winter 1 ?3cema sk 1 Ja okot , winter 1 2 itton, wool 1 Trousers, winter I itton, lozther 2 Drawers 1. mtics, sou 2 Undershirts 2 Sock s wo 01 1 Goggles This outfit is mrie? fop 1; 11 qthor porsmnol 6eponrfint.; upon roquire- ments, ii kymoru1 roview of olothiny, nllomnces for cox? weather operctinns should be norlo, During extreme cold weathor necr1.y one hundred parcarit , of' the crew requires protective clothinG., To accmplish this, the nl- lowJnco should be rnor-?ifier! un? udditional funds alloted to provic'c for procurement.

Rxcess stock is boing turned-in to clenr storage spucc for new matorial* During the ships re-activiation, nutorial ms procured which hcs proven to be in excess of rcquiromencsa Tho buik of this rnateris,i. has baon in clcnses 17, 42, and 45, ConsifqernSlcmoney valuo is expected to be rccovoror! which will permit adi!itional replenishing or procurement of nuthorized equipage without a64itionnl allotnent allocationso

4* iiviation ~~ahterinl.

Activity in .;viation stores wus much hi;hher thnh normal, This msossentiully due to the hich nmbor of hours flown. iz few ALCG'~ dove- lopoc! but were resolvofi by COD shhpmcnts or ttnnsfers from othor CVIs, Tho following itoms reflected high oonsumption during tho month which will re- quire expediting action to lnsuru uvaifabilitys

Stock No,

Ant onna 18 Eel. piing, ~4u-h 1" I? 11 2 " AD-4 1 'I l? n 2 '? It n 1" n n 1 I' Elevator, ASsy bD-4 3 I" 10 cha n i sn " ?? 4 0 I? I? 4 Tank, 5" t1 6 Carburetor , F4U-5 2 " PrOpellfW, nD-4 6 'I Switch 7 n TJC, F9F 1 TJC, F9F 12 5. Commissary.

The Gomral i‘ess rusponc-7ad to tho Ifolir‘sy se~isonwith thc trn2itionol Christmas Dinner (Turkey onrt Em with all tho trincin..:s ), Cnnsirlerqtion is bein; ;:iveti to ostablishnont pf L snack or s:up kitchen necir tho flircht deck for flight Pock personnel durin; the winter opcrutinnsr This is annsiirerd desirnblo fqr morale in-! :-llso t.1 provi3e n stirluloct to reduce tho vigors ?f tho cold weother. 6. --Ship’s Stora an* c 3na ss Sales throuZh the ship’s store were very high, Purchases fqr Christmas were heavy due to tho am ilubility of Jupqnese merchmn~’isewh‘ah was sol? very r:>pi*lly. Japanese nerahcnPiso is sold ut the lnwest possible mark-up to allow a11 hands the maximum benefit. iirrungomerits are being made to sell more merohandise to offio9rs throuzh the officers: ships storo. In this manner, servioo to th offiOoYS will be isiprovm7 gnq tno ai*dor will wvo at~ost;excili;sivo seyvics 3:. -2he iwin ship’s st~res,

Chthing und Snn11 stores maintained the normal businoss volume until the end cf the month. The lowering of prices effective 1 January, oaused sales to Jrop off as was sucgeste? by an announcamant to all hoctls.

7. Akinistration.

Third quarter allrtments have bcon tho min consi?er.ti?n. Ths fiistribution of the allotment WE worked out with dopartnerit hoa-!s. dl “eprtments have been rsquostd tr, ror’uca expen?ituros t? tho bare mininun in conformity to needoc) economy announcoi! by the Cmmnr?in;. Officer.

Tho followin; activities woro oonijuote-7 by tho walforo an? recreation office durin? this pcrio? at sea 1

a. Issue of a daily news sheet. b. Issue 3f a weekly shipfs paper plus a sepcrate Christrnus edition. 0. Bdio progmms cinr! doily newsaasts brooc?oust over the RE30 system. d. Potion pictures were shown on twenty (20) occosicns* 04 i? speaial Christmas show wos stagoc? for all hands by the officers En? the Ship’s bond. ." c'~36,h.o

f, 1: Christmas decoration contost ms hol-?with o suitable prize for the winning display, p;" Inter-departmental athletics were cmducter! whcneaor operating conflitions permitted. h, Tho Shrine Cripple.! Children's Fun? WJS -3rfoptel by the crew DS a charitable project for this cruise, i, Tho Hobby Shop is open for the benefit of 311 hGnPso j. The Library is open daily at specifioc: hours- ka ii motion picture entitled "Oporation TTorJle Lift", produoed, directed an3 released by ConhirPoc, wns shqwn for the first tine on Christmas Day an.! rerJoata6i.y cinoe then. This movie received wide and popular acclnin from u 11 hands.

Tho following activities were conductod during tho shiprs last in-port period fron 16-26 Bovanber, 1951s

aa A total of 121 officers and 300 enlisted personnel enjoyed the fhcilities of the Rest und Recuperation Hotels in &pan. be Basketball games with other ships and station teams were played in the Fleet Activitios Gym in Yokosuka, 0. Division and Squadron prtios were held. d. Fifty (50)Japtlrte~~ orphans were brou-;ht aboard for Thcinks- giving dinner with the crowI

3. DIVINE SERVICES

a, Catholic ;!ass and General worship sorvices are hold ovury Sunday. Fuss is said daily, be Protestant Chaplains wore invite-! ahmrd to hald reli.:iws services on Sunday and ThanksGivin:; whm tho shin was in port. 0. Spociul Christmas Sorvices were held on Christmas Eve and Christm.&irPoc(10) (2 advance) ComFa irAlclmeda CinCFbcFlt Emluction Group (5) CDrnFa vFE Corn SevenC-hFlt (Lid VQ nc o co py ) CTF-7’7 (2 advance) ComCc rDiv CNF, ComCa rDiv THREE ComCa rDiv FIVE U.S.S. ESSM CV-9) :J.S,S* BOXER 1CV-21) U.S.S. BON HQi’:I% RICKLRD (CV-31) U.S*S, VALLEY FORGE (CV-45) U.S.S. PHILIPPII’E S& (cv-47) U.S.S. FRIITCETON (CV-37) CVG-2 CVG5 CVG-11 cm-15 (5) CVG-19 CVG-101 CVG-102 aiTG1 LTG-2 ~cm1mr Col1e;So (2) ComFs irJQp Subj : Action fieport for the %rid 16 Jarimrq to 9 February 1952 Ref: (a} OpNav Instruction 3460.4 dtd 1 July 19% Encl: (1) Cormnnnder, Cawisr Air Group ?Imm Itr of 16 January 1951 \ , 1. The Action Report for the period 16 January to 9 February 1952 is hereby subnitted in pcordznce 34th reference (a) i PART I, CfYlPQSI?'I~!03' F?d WRGS ,VTDI?ISSIOIT I The U.S.S. !J?TIETA!j arrived at Yokosuka Naval Ease at 08071 on 31 December 1951 upor aompletion of Pts second. combat tow. The period 31 4 December 1951 tto 16 January 1952 wits spent at the Yokosuka $lava1 Base where the ship had a restrietedl. $ard availability and f'0r rest and re- creation. -At 07001 on 16 January 1952 the U.S.7, .WTETAM got underway for the opercitdnq nrcn to join Taek Force 77 in accordance nit3 CTF-77 I 4onfYdentid dispatch 121$26z of 3a mry. At 07201 dn 17 January the U.S.S. mrRDP (DO-734) rend.emroased cith t,he ATTW',W west of Van Meman Straits. Anti-aircraft practice W~Bconducted dusik the morning and refresher air opemtions were conducted ?uring the c7fternoon, The ship joined tbe Task Force at 06WI on 18 January in the operatin? nren near the 38th nar'dlel near the engt coast of Korea. The Tzsk Force ws i Cory-anded by Rey PIclmiral J. P3P-R in the U.S.S. RSSEX (CV-9) oporstsd under Task Force 77 Operation Order 22-52 (Revised) dated 6 December 1951,- It tms compo~ee!of the TJ. p.S. FS (GV-q), 9.nd various screening units, Air*Group JIWE msembwked in the U.8.S. Q'TI"TLQf, After 19 d2.ys of operations the ship denarted for Yokosukl? ?or a period of r-Antenance, upkeep, rest nnd recreation lewing ?.he action nren on 6 February 1952. \* 'he Mission of Task Force 77 was as follows: (1)'Conduct zerihl interdic-kion ayrlinst the qnellly lines of communication, trmsyiortition, industrial supply facilities. (2) Provide Close Air Support ?or the ground forces as directed. i . (7) Protee$ this farce agr?inst air, surfwx and subsurfcice \ attacks .’ -,

I

-...___I (4) Provide ”ILTaval Gunfire Spot ?or surfme interdiction add navnl gunfire support 3s practicable. (5) Covduct photo and armed recomissmce in support of the interdi ct ion progmm, (6) Provide air cover for UN Naval Forces as dircctod, (7) OporGte 3s a Fast &.rrier Striking Force when dirocted, The Commznding Officer of Carrier Air Group 15 is CDR R. F. FAi?RINGTON, USN with the following complement of pilots ztnd number of 2ircraft zt the bczinnixq of flijht operations on 18 J2nury 1952.

SQUAD30N NO.. OF PILOTS NO & lYPT.OF -’IRCWF!I’ I VF-7I3 28 , VF-831 20 VF-837 21 VA-728 26* VC-3 5 VEll A vc-35 6 VC-61 4 CVE.15 6** I%-1 2 1 H03S * One (1) pilot TAD at U.S, Nava Eospitnl, Yokosukn during Oper- ating period, ** Four LSOIs included in tNs figure. \ Particdnrs concorninq loss of n.ircrc?ft are given in snclosure (1). PART If C~O~IClL~GIC-’L,.’3FK)YR OF TVT’TS 1-16-52 U.p.S. .“3TIET&4 sortiied from Yokosuka at 07001, Stecurlin$ singly enroute to the op.erating area.

1-17-52 Rendezvoused with the U.S.S. PUI?BY (DD-734.) zt 07201, Conduc- ted mti-aircraft firirq during the morning an+. refresher air operations during the afternoon, At about 14.201 LT 4. MOJIIl?SKY cm.shcd off the port bow in an F$IF shortly aftcr take-off. &.use of the crxsf? is unknown. Pilot was rescued vith sliqht, injuries by the helicopter q.nd WS back aboar the ship within four (4) minutes from the time of the crash.

1-18-52 Rmdo&oused with Task Force 77 st 064l.I. Begcan iir operations at 08301. .Flew 72 sortie9 on CAP, railro2d interdietion, jet recco, jet photo, ASP md night heckler, The 22,000th hiding ww made today.

... . * DECL ASS1 F \ED

, 1-19-52 Air Operations.. Flew 78 sorties. 1Ti:ht flyine cmoolled Clue to incllcrnezt ,wcnthcr. 1 1-20-52 Rcplcnishert day.

1-21-52 ,!ir Operatims. Flew 86 sorties. fit about 09001 LT 'di%L3Y, VA-728 ?itched his AD in tho water new Hw-gnam rrfter being disabled by mti-aircrTft firs. F'ildt WTS rescued mhnrmcd by the U,S.S. bJISCC#SET~s helicopter which was operating from Yodo Island, 1-22-52 Air Operations. Flew 80 sorties, 1-23-52 Air Operations. Flew 86 sortics. i

1-24-52 Replenishment day. I - 1-25-52 Air Qperations were cancelled today due to snow) ice and vcry;r rough sees. i 1-2642 Air Operations. Flcw 70 sorties, 1-27-52 Air Oper?tions. Flew 75 sorties. Tuday was a record day for the Air Group with a totcl of 114 railroad. cuts, 68 of which were Fade in one 12 plane strike. I

1 1-28-52 Replenishment day. I

1-29-52,Air Operations. At abut 07331, LT S. R, MURPRY, VC-39 crashed \ Innded his FA!&J-!~?.;CL in flamcs near Hirngnaxn, After a very xrrow escape from being calsturod, and after suffering a gun shot wound from his Communist pursuers, he was rescued by a helicopter. At 14.261, LT STM K&-LS, vcc61, hit thc ramp with the! port wheel of his E"gF-2P and skidded on up the deck and over the port side into the water, The crewmen of the Al

/ 1-30-52 Air Operations. 75 Sorties were flown today in spite of extremely high Winds, smetimes as high as 60 knots, across the fligb't deck, 1-,31-52 ASP Operations. new 80 Sorties. 2-1-52 Rcplenishment dcy. U.C.S. V'UY FORGE (CV-45) joined the force today and the U.S.S. ESSEX (@v-9) depe.l.ct;ed fo? Ebkosukti. I

3

1 lintjtSub 'Rockots

act aircraft have insbUcd NK-52 bomb racks which have bent , used o~Mu&vely dming the period of this mport. There hRs been only-ae case of hung ordmnco on t€iese racks and no bombs have beon dkopped when aipcraft were catapulted. mcy havo mrrjed !XXM \ and 2W bombs cxulusively, It $8 o)cltraneJy inportant to judge wlnd cantiitions aocuratoly during low wind conditions in order not to get j0W bombs baded and mke their removal necoassry at launch Urn,

I A% prosent, those bombs must be loaded and unloadad by hand, dnd hero is a. greFvG need fop development of a suYtab$e maehanicci2 hoist,

Sow trouble has been expcrienced,wit,h how grwsc presoh vaUon In bomb fuse cavities of Snoral purpose bombs, and thfs condition is aggravated by low tomporatwcs.

\ ' (b) Min%ennnce of orchwcc equipinotlt ws for the msf part routine* ThC excopt5m waa to 'be fa@ In tha train powor motors of 4m mmts numbers ad t2. On separate vc= oarsions these motors gmakcd qmaz being amgfaEtd, T~Qcause dotemined to be a liero ground In ?the shkr winding, In ease of Mvunt W ft was necessary to rewind the stator.

c

i

4,

\ I 1. night Deck I Thore wcrc se~~pilopportunities $0 test thc snow and iyc re- nov,nl equipncnt during the podod of this reprt. The rdmy brooms woro found Co be ra5S~lutclycssontial to keep the faizht ddck dear, and rrrtlst ba turnod up and checkod daily to lhsura th%tthey wfll be opemtfoadl wken needed. $t timas, thetttttttttttttttttttta were over tk hundre4 broom and shovcla working bcsides the rottzi*g. bt.oons.

, Be attrition & ~rllilcshtis beoh hate ugh ;;his oporating pcriod an4 can be attributed to the heavy work load to which they arc subjected, plus tho fict that %he inii@,l allowance of section M trxctsr sperss has boen conplotely depiletod, The tractor spqr’os of thCs allowance sb3uld be doubled prior CO dedoymnt of any carrier, 1 The hrgo slm chocks (NAF DW No, 89735) manufactured by the CmnCorny have ppoved untwtisfactmy, Due to the emall whsex and tire size of jet aircraft those obcks are iqcffoctipe for chocking job, l%wthermore, the attrition is so greert that they ofton last lcsa than one wcek with 0arefliL hzndling, Ro of Unaatisf%ctarjr --. and Defective Materials hFis been submitted, comen&tfons for chock Imppomment have becn mde.

The attrition of &trtnd%rdtie reds has also been Wte high snd it 5s belived that the initial allowance should also bo mb- stantially increased, particularly for ships that arc in areas trhere- heavy seas and Mgh wincis are onen encamtered,

Xt has hen necdasary to keep tPe down reels m airoraft :, that are tmlng np af2 prior to take off, boause sometimes the d&k is skippcry and ,allows chocks to work fomrd into other aircraft even though pihts are holdtng ftiI.1 brakQ8. - It has .also been necesssqy to lcave jury stmtfi in prapellegbd aircraft that me turnirig up for launch untilithe ship is Into the wind. This is pirticularly true &wing high wind condStions when the turn from downwfnd subjects inboard wiqg pcmela to heavy cross winds md my caqsc thorn to extend pr,st the vartfca3. and dmage other airaraft*

2. PztQPurt ,

I 1, Tho cstipults have &on in excellent warkfng and mtcrial c dition durifig this poricd, md thcro have been n bridles since .instsllat$an of new articulating

’, 8 3, ArrcstinP Gear There has bcen only one bnrricads engagerzcnt 2nd that was ngt n gnnd test of the prescnt installation beczuse two Davis barrlors wcrc actwtcd first, A tQt;il3f cirht hundred and fifty sevcp (857) lnndinqs were made using the initial barriczde webbing , priw to tMs engsgemnt, The tim for re-rigging two Davis / bctrricrs -.n& the bmricado in tbis instmce WES twelve (12) ninutcs. Pis w-.s the tqtal elapsed time frw? the tine of enq:spmnt until the tino tho dock wzs rczdy t9 recover aircraft and wq-s quite zood * ,considering tbe oxtrcnc cold we-zthcr nnd high winds that prov3iled. I The use of arrcstfng gear spaces fw berthing is not satis- , factory during winter weather,

4. &nmr Dcxx - There were no new problens connected with hangar deck opcratisns, ad the space saving progrpn is still in full swing. Bowever, there must be rz continuous campaign to keep aezr in spcos rmrked fw it, and 5-t Is difficult to keep uneuthmized sear md equfpmnt off of tbe hngar 3eck. The progran his pzid dividends as there have been more than fcwtptfiree (43) aircraft on tho hangar . deck at tines,

more is a nded for jet pwer outlets at clther sOds af the .deck edze elevatm. ICmy turn ups can be accomplished there. 5. MR intenance

There is still a definite need fgr nore jet starting motor generator units for jet starting, and this is further emphasiacd be- cause two stsrter jeeps h?m needed replsceaent since the beginning of tbAs operating pcriod.,' It ms f9md thet one of the ne3 jeeps re- ceived in Yokosuk3 had a cracked block when it ms first used, qnd (I the other wqs soon out of commission becrtuse of a'brolrcn piston ring.

Tkte mafntonanco officers Erm tho ship and 7ir .qroup have main- tained a more rigid contrd of servihe control f'unctions and increased avzil-zbility has resulted, . The APA-19 radar bomb stowage .takes on grwing importmce be- cause the .ipsCl9 rzdar is se1d.m used except for rlSW missims. Fence, there must be adequate st4mge for r91 of those not wed. Due to the frequent need for czlibrating radio altimeters it would bo highly des5rable to have zn ndditioml test bench instal- lation in the A??shop.

9 6, Safetx It h.s been fmnd thQt as psrsonnel ?re better tr3ined wd n9re fmilisr Tdth their jobs .tnd the equipclent they hmrjlc they tend to minimize the ever present dsngers that exist. Fence, it has been necessiry to promulgate a conplete new set of syfety rules includ- ing thwc cmpiled by ComlirPac as a guide. Division officers are ' required t9 reTd 3 prtion of these rules dRily ta all personnel in their divlsims and tn rertd them in their entirety not less than once each mnth. It is hoped that these cmtinuous reminders will keep personnel constantly alert to the $angers at kmd and will. help to prevent any serious aecidonts or injuries,

3.

Oparatimis durinl;: this period were conducted r?s before; wcltch aswgme-it.s end operating procedures have been discussed in provio;:s' repw:'l;so CIC experienced no diffictdties in min- toininf: :ilr r=,;.iZ.::.ol snd radar radio guards as assigncd by the Comnder Yask 7mcc I Several p:ILots in the rtir group have evidenced %n interesk in checkhq nxt in CIC operatfons, and a progrm is being work- - . ed vat to qmliPj them 9s watch-standers. b, R?dars:> (1) ggS3zs: The SFS-6-B is prming to be the most versatile radar for ionge ranee air and surfqce search, and though limited greztly by target definition, it has been used foT station keeping znd navigption.

Results Qn jet aircraft have &en excellmt. Rmges of @-%I niles me nnt unusual, snd for"tunately, these targets we held-on the rzdclr nlmos-i; every sweep. Fowever, on jet aircraft at 35,000 feet, range of detectim is only 35-45 miles. On fnitiLal pick-up i'f of cmventional aircraft, the SAPS.6-B lags sonewhat behind the SX. t

Frequent tuning ..tnd yood maintenance has increased the overall efficimcy Qf the SPS-6-9, c?nd.no severe mfntemnce problems have been encmntelrea, High winds have effected sntenna rotatton, but this problem has been alleviated somwhat by rovcrsidg the ro- tation of the sntenm. It is still necesssry to secure the rmtonna in extremely high winds. (2) z: "he sewch sysbh still provides the best ranges on conventional qircraft, but range gf dotection of jet air'craft is only 35-40 miles; furthemme, jet aircrae are not held cm the sonrch system every sweep snd jets at 35,000 feet are seld-om picked up at rill. The search system his been extremely effident for lmg rsnge surface search wid. long range nnvigatfm,

'She hccfght system is finally wwking properly; repairs which were mde in pwt incressed the accur~cyof the equipmnt to w!&-Lhin one 4.nd tw? thous3nd feet of -2ctuil altitude. Cglibrqtion checks nre being mzde to effect mre accuracy. Mngss on jet aircrift are lirdted, thmgh occasion all$^ iltitude bn.s been do- ternined at 45-50 miles. Altitude on conventimal aircraqt hris been det;err?inGd at 65 r5les or =ore, (3) s: The SK radar has pcrfwmec? quite satisfactwily thwgh it is Jess cmsistent in range 9f detectim than the SX or the - SFS-6-B, The SK is used primrily fm idontificatim (M.Wk 111- IFF) and shwt rringe Ti? sezrch and fw the tmckin.? qf ?ircraft over 1md. The SK, with its Xow frequency, will pmvide sow pro- toctim fqr thq Hhip in the event that tbe biThar frequency radars - sra jinmed; m3 'Lt is adeqwte for the tracking of ccmmWrwil. aircrnft ,, (4) 3: The SU rz?ar h?s performed excellently during this period, for it hw been operated continuously f3r station keeping, short rmge sirrf3ce senrch, and pilotinge Difficulty experienced with the SFC unit, which increased the minim range of ,the radar, has been overcorne by a new installation, (5) XD';1JTIl2JCiiTION FQUJFMTTT: The Mark V IFF equipment has been operzted st all tines thst jet sircmfi sre airborn, ?nd it hm been nost successful. Ranges gf rece@tion a€ _the Mark X equig rrent hwe been in excess gf 100 miles. The Mark 111 IFF equipent has been used continumsly for identificntim Df cqnventional Tircraft; btb the i" bmd and $he G band hive prwed successful 3s an aid in identification. co jlDr entrol _qy

1. All riir control is done 3n the 7Wradar repeater with the SPS-6-3 radar repeater piped into it, and no difficulty has besn experienced either in CAP coatr9,l Qrstrike control. The-radar controller, an enlisted mn who sits at the cmsole nesr the .rir contrc4lcr, keeps the verticrll plh up'to daCe and sir cmttacts pmperlyc identified. mis sgsten, psrticaarly fw strike control, bas been successful., beo-ruse tho radLzr controlIer, under the supervision of the air cmtroller, csn cowdinite the three seirch r2dars to pmvide nn accurate vertical plot. b 2,

a, Weather Summami

From a meteorological standpoint this tour was marked by no weather 9f unusual siNficance, It was, in fact, cumpl.etely normal for the area dod the season. Conditions f9r fli-ht operations were ?e?lerally gocad and only one full day waa lost because c~finclement weather, In addition, the early morning heckler fli,?hts of 30 January and 2 February were cancelled because of weather as were also the late afternoon hecklers of 19 January and 27 Jnnumy,

"he most prominent feature of the weather in the operatinq ares during January wid early February was the presence of the Siberian high pressure system; only four cold fmnt passages having been remrded dining this period. In each instance the cgld front was assocjated with, 8 wave on the polar front which formed over . northern Korea 3r eadtrsrn Wchwia. Following each frontal passage these lows deepened rapidly as they mmed out across th2 Sea of Japan. Jn three cases the storms moved eastw-rrrd so rapidly that the ship hsnot affected by the weather of the low prmsure system. Tho low nssocix1,sd with the cold Zront of 25 Jmm.... ry, h?wever, intensified rapi&iy tcr the northeast of the task force and re- sulted in a few hours of strong no7therly winds and a beavy swell. from the northeast which lasted all day and prevented fliyht operations for that day,

'These cold fronts were relatively weak and were attended by little or no westher. flowever, as fresh polar continental air from Siberialmoved. in behind the front and out over the relatively warm water of the Sea of Japan it was heated from below and the resulting instability wlthin the air wss produced liyht snow showers €or a few hours after the front passed, Although these outbreaks of polsr air brought sub-freesing temperatures to northern Korea and the adjacent Sea of Japan they resulted fn good flying weather over most of the target area.

The shear line, whicl? has been noted previously during naval operations in the area in winter, was present whenever the air flow / algsft over Mmchuria W'LS northerly or nortbesstePlyo It wa$ parti- culzr;Cy well developed during the period of 2 to 5 February, when ' its me8.n position was approximately forty miles' offshore and paralle' to the southeast coast llzf Korea, Thus it was possible for the ship ta be operating under VF7)- or C.WIJ cmdftions if it ms west of the' shear line; or in sn~wshowers, low ceiliny md p~orvisibtlities *en it was east of the line. In addition, the shzrlr line had a definite effect on the wetither of .the tsrget ares in the vicinity of Songjin, where it spp~~ichedthe coast, As a rule, weather In th %ngjln arm w?s worst during the mrninp wben low ceilings, Pestric- ted vlsibilltios znd snow showers frequently prevented target operat:

12 f .'

Generally this condition cleared inlthe afternoon 89 the slight surfwe heatin? md loha foehn effect pushed the shear line a feu miles offshoro. \

Roplenishmmt on the 5th of February ims hmpered somewhat by ' snow, winds of 25; to 35 knots and rwyh #em, In this case the rep1enistrmon.t; gaup was operatinct in the Sea of J8pan csst of tbe shear line and the weather encountered was ty-plcal of the area.

b, Wather Statistics: I &nd directions : Tho wind directions observed 'during this perid arc charac%eristicfor tho area anb the season, In $he FdnCer montha the mtflow of air fmst the Siberian high pfessum system shows a prodominant wedtr-rly to northwesterly ooxnpnent north of 350 N, wid difections between west and northwest were observed approximately 65% of the tine,

Directions Fercen,We of Observations florth 16,896 Nor theast t 0.6 East 2*1 Southeast 0.4 South 6.9 Southwet 7. A West 423.9 Nwthwest 16.7 Wind Velocfties: There were relatively few per3odg of lirfhf; wfnds, the great major-fty of observations showing winds,of 25 Mot&' or' higher, Wy4% of aU observations were under 5 hats, How- ever, there were mom observations of winds cwer X, hats than during the Izst operating perf4 and in thle instnnce, slightly over 8%of , -all observations showed winds of 130 knots ~r higher, ..

UtTbl&%da&) Percentage of QbrJenratioqg

i

4 Ceilinm: Low coilings were recorded on only a few occasfons; with less than three percent of observations showing ceilings of less than 1000 feet, Ceilings of 10,000 feet or better were observed more thn 71% of the time,

CoilinE R-.we (Feet) Percen'taKe of Observatims , Zero 0.2 % - 0-.500 \ 004 500**,1000 L6 1000~-5000 1808 5000-10, OOO 7,s 'L0,OOO or above n.3 VisiSili%ics : Visibilities were yenerally excellent with 93% of all observations shqwing ten miles or better, Visibilities qf less than 1 mile wwe recortied less than 1% of the time, - Visibility RciEe (Mles) Peroentawe Q! mserwti,$g

Zero 0.0 0-1 0,6 1-3 008' 3-6 1e6 6-10 4.2 . 10 or more 92e8 Temperatyest Temperatures recorded during this period again reflect the domfnrtnoe of the polar continental air mass which governs the weather of this area during the winter months. Recorded temperatures averaged cnnsidersbly lower for this tour of duty khan for that of DecBmber, Avcr?.ge Kaim Temper.ture 43O l Aver?..@ Minimum Temperature 270 .. IJiThest Miusinurn Recorded - 58O * * Lowest Minimum Recorded 180

---.F.rmlpit-Con: - Little r-tin or snow ws rocordod during tNe period, further evidence of the influepce of the dry, polar cmtincntcll 2ir which dominnted the ue.rthor charts during the winter mmths. Only 5 h9w of rsin rind 20 hmrs of snow were-recwded during the entire period, Tho lmgest continums period of psecipitltion occurred on the mrning of 25 Jan- uary when 8 hours qf li@tsnow were observed; following 3 cold front passage. 3. ~alur?rcl~rI~ Comicatifins in the whde have been very SitisfmtoPy durrlng tbo ,third period of oporTtion, "be following su,ygostima nnd no* tctions are mndo in m offort to flxrther !bprmc existirq cmditims, '

BDT RAtt Fox has been highly sticthssful during this mrsod-of operatinn with the addition of tho new frequency 123 KCL This fre- quency h9.s boon found inv~alw-blsfw roli&le receipt of the NDT schedules, This frequency h-.s, during two trhnsits of Van van cmsfstont results whre we fqrmcrly capmiencod nn cil- eta blacknut of raception witb tbe othcr avnilablo frctquenci.os for periqds up tq six hwm. ?he ad6.itim-Qf'this on0 fmquoncy tr, NST Brmdce.st schcdulos hw reduced ow requests fsr scpetitions r) messngee tn dlmst 30%nf former needs, It is bolteved thit the NDT Rntt Fox Brsadcasta could bo still further hproved by the adoption of Q system 09 transrdssion such as is used by the Rate component of YOW Fox, where dwble tmnismiasion is used nt bnlf hqw fntorvzla, Lo. sfnTlc transmissilsn with a re-rmn 1/2 hour Xator.

DurSng the parind covered by Wsreport 37 phsh gortles were flown mkin9 5,132 negafSvee 'fwm which 443.75 prints wra mdo. Added to the .totals nf previous reporting periods, the ph&o planes hpve made a gq.nd totd of 155 sorties, resulting in 20,007 negat5ves h- which 150,237 prints were made, I There have been mom camera faiXuro durinf: this pericd of qpasatims than prov5ously, Mst of these fiilures ociiwed wfth the K-25 pqd camoras which Qither f*rriled to operate at all'oi mde out- ofrfocus picturoa onpwt of the rolla, It is ?mliavOn thst mst of these failures were c%used by using non-winteriz;od cameras during c$d woathor opcrqtions. Nthoqh the lowe$t rog%s%wd temporatwe on the flight deck was only.ci~htoendegrees abve mro, the new Xbnnthn picture cnnlt3ra.s wmil~';not run a omstant 64, frnrnos per souond when'ex- posed to th..it, tompcmturc for oven a shnrt tima. sl 4b

c. SU?l?LY D'?PAP,WT 1. Winter Clothing

' The cqld westher cnntinued t3 cmsc prnblcms in prqvi.?ing ndequzto clathhg to porsmnel. Flight deck crews were well prqtected with lone underwew, helmots, jsckcts, face nzskq, trousers, w~ol socks, arcticsf znd plwes, Gunnery departnetit pcrsonncl bad to bc issued ?.ddit,imrtl clothing tn insure adequttc prntcctim tr, the men standins top side wcltclneso The prim-ry difficulty encountered with winter clqthinp: is excessive lnsses due t9 in<--dequttte stwage space4

2. I Gcnorczf Storoq

r Gencral stxos personnel cmtinucd their invcntqrj pryrm, , end the rer-.oml nf excess stock, Every effqrt is beinq mqde to bring all clsssos qf mterial into b2lance with requirements. Cmsuming departments we also returning excess matorid to the S:ipply Dcpsrtvent, 3, Commissary

The assigmlcnt a Chief batswain QS Mess Deck Jhster-at Arms has prnvidod the rrequired.lecldership to put the mess halls in top conditim. -U heads tire enthu$ltwtic abut the improvements being made

The Oxnmissary Officer instituted the serving of hot soup ti-, all personnel on the fliTht decrk. Thc s3up is required during the cold weather and is definitely ~1.morale booster fmthese fxngortant men.

Soup is m%de fn the gdley znd bken tq the fliTht deck for consumption during operating lulls,

The Cmmiss.try is nqw wwkiny practically wwnd the c13ckR, early brer-LE.tsts for Air Demrtment personnel, throe meals n d~yfor,' all hands, midni,rtht meals for niqht watch stmders znd naintonmce crews., and scup dr.y and night fqr flight deck porsmnel,

4. Sk:lpts Stnres.

J'ilnunry was snothcr record mbntb in sh$pts stores mles. The sde of Jnmnese mrcbandise cqntinued at a hi,Th level.

St is inpxmiblo tn Tlr?nuf?icture sufficient ice cream t? meet demnds, Due to irradequate refrigerator sp%ce, ice cre..im s-tles must' be limited to two (q) cups per mn. It is recommended that ad4ltinnal refrigerator equfpmcnt be provided shipts store, 5. Aviation Stores \

Issue qf nviatiwrspires zt a high level, Aviation etqres persmnel Issued mt$riQ srwnd the clock tq moot tho Aemnde. of drht chock crews, Qhsc cawdimtion arid cmperatlon between Supply and Sqmdron Materi

I

6, ylrllnistration Allotment aocmnting reauires constant attention. Commander Air Fnroe, Pacifio Fleet gr&ted an augmenting dLlatment-rPf forty thmmrid doll are^ fw tho roplenisbmont of etock and eqyipmge pro- mmnL Each depmtment is straining to stay within budget?lry.lSmitrs but adequab allotmnt is bolieved to be available, .

A program w~.s&nAFySur)ated durSng the month tq eetabILish new equip.ge records from which the annudl equipage inventory Records am king converted fkom S and A Foa 306 -to S The task involved brings the shsps allowan& lfsts up all saip dltorationar ant? change letter data that ocwddurfng the ships inactit-e period,

New aooounting procedures have requSred clase .sdninistrative ~ control to insusesufficiont funds to accomplish required prajsota. Tn cartab oases dcpartmnW allotments have hen,broken down to pro~de far these epecid exqendikwres, For an example; The Engineering De- pabtnent is dllwated thee allotments, one for F;nginyariry: Department operatisndt slrponses, one fo6 procurement of patat for tke ontire sup, and one fqr ship nairrkenrtnce and remfr work, In this mnnm, ex- pencFitwcs fw those ihm can be wntrollod and limitacX to f'unds provide: *, . II)

Procurcment of photographic mterisls hm cmscd sme. financial strain, Current policied,prescri& the financine of eoztsumablc phqto supplies and labmatxy equipmnt from the operqting ,?llr>tment, The cxt of these items is cstimntod at fiI5,OOO quarterly, The dssion of the phobpaphic 1abor.ztnry is to support aircraft clpcratims and whether 3r n.tt expenses incident to this suppwt my,ultlm~talybe finmced thrwj-h the Appropriation Furchases Account Qrby additional all?tmnt allwx~tionhm been referred to Cominder Air Force,.Paclfic Fleet .

?To m8jw mtcria3. problems developed during th$s per2od. Firesides. gf tw9 (2) boilers cleaned durin? underway replenishment periods; Ex- cept when acewinq for spcci"ic wwk, ciaht (8) bailers nro kept in use, This is newly as economical in fuel cmsumptim as shifting the number of bilors in USC and mpems t.r bc fq.r omier on the toilers -Lnd brickwork. Relc-?ses tg innctive duty snd transfers tq 9thr ships is rar?.idly reducing the donnrtmentts p3tential to scconplish rxtine rep.rirs during the underwfi-y replenishment perids and the inpivt upkeep periods.

--Sta+2stics as r?f 2400 6 February 1952: Mils~Storm&: 7,956 ., Fuel Used: 1,249,lll Gallons Aversqe Speed: 15,2 Kn9ts E.

a, ?iinety-fwr (94) officers and two hundred (200) enlisted personnel enjoyed the facilities of Rest and. Recuperzltiw €?dxAs. b. Sevcn hundred (700) personnel took advantqe 3f free sight- seeing t'wrs made possible by the Tmnsporti?ti.zn Officer qf' F2eet -'c tiviti e s, Yqk? suka co M3tiqn pictures were held ni.zhtlg aboard, d, Tre FltActs ~asimat Yokosuka was used on nunerms occasions by the Ship's brtskethill te-m, 0. The Protestrtnt Chnplain fbm the hspital nt Yok9suka came abqsrd fvDivine Services Qn two (2) occasions, I 2. At Sea: a. M9tj.m yiotures were shwn f?r 41 hmds whenever con- ditiws permitted,

b, 'sne (1) €!zippy Hwr w.s held 3n the Hangar Deck.

c. The 'Hobby Shop 'wxs open at regular .times,

L

19 ,',...

San F'rincisco, GQifornicl

SECURITY INWtiMATIOW

Subj : Action Reprt for the period 18 Fcbruiry to 22 March 1952

Ref: (a) O?ITav Instruction 3480.4 dtd 1 July 1951

Encl: (1) Comndcr Carrier Air Group W?" ltr of 22 Ha4-,5h,tE952' 1. The Action Report far the period of 18 Februnrp to 22 Nmch 1952 is hereby submitted in wcordmce with reference (a) -PART I ---C03.li>r)SITIOT - QF 9WN E?C% ";ND MrSc19N--- ...- The U.S.S. .WTIPTAM (CV-36) arrived at Yokosi.iki Naval hse at 08331 on 9 February 1952 upon completion of its third mubat tour. The period 9 - 18 February 1952 was spent at anchor in Ynkosuka Farbor where the ship had a restricted availability and for rest 2nd recreation. At 06001 on 18 February 1952 the U.S.S. ATJTIETAM pot undemy for the opcrcting area to join Task Force 77 in accordance with ComChrDiv 01JE Confidential Disprltch l4##22Z of February, in company with U.S.S. ti'SSFX (C7-.9), CoinCarDiv (TTE, Renr Admiral J. Perry, USN, emhnrkeic ,*;.* :h U. =. S, '-XSCO>~SlX (Bl3-64), Vice Admiral P. M. MARTIN, ComSBrTTTkrFlt embzrked, U (. S S . TTMTSQ3(BD-832) , U. S .s TAUSSIG (DD-746), U.S.S. 17ALKt'R (DD-97), ind the U.S.S. FACKTSIE (DD-836) Anti-Aircraft practice was conducted during the afternoon of 18 Fbbmry and refresher air operations were conducted during the afternoon of lQ February. The ship joined the task force at 10371 on 20 February in the operating area nwr the 38th parallel ncm the cast coast of Korea. 530 Task Force was commanded by Renr Admiral J, PFJPLRY in the U.S.S. YSSm (CV-9), and operated under Task Force 77 Operation Order 22-51 (Rovised) dp.ted 6 December 1951. At various times it was composed of U.S.S; RSSFX (CV-91, U.S.S. PMLIPPDIF: SEA (CV-47), U.S.S. VALLEX F9RGE 5), U.S.S. SAINT PAUL (CA- 73), U.S.S. WISCOITSIN (BE&+), U.S.S. CA-124,), U.S.S. PAI?C)JESTER (CL-83), ind various screeang units. Air Group 15 wns embarked in the U.S.S. NITIET&H (CV-36). r , I' - . A16-13

After 29 d-rys of operations the ship departed Tor Yokosuka for a period of maintenance, upkeep, rest .tnd rccreitinn leaving the action crea on 19 lhrch 1952.

Tho Mission Qf Task Forcc 77 was as follsws: (1) Conduct wri%nlintcrdiction qpinst the cnemy lincs of commun! c i',isn, tr?nsport?-tion, industrid and supply fzcilitins. .,?i P-7-3!.tc:o CL:,.-,e Air 3v;?port f3r tho ground %rccs 3s directed. !: I TJ-.,\ ';oet this 'TC~nF.1-ins-t iir, surface and subsurface ?t+wzcks. (:.' i'-;.ovidc N.m-tl Gyifirc Spot for surface interdiction 2nd naval gunfiro sunport rzs practiwio. (5) Conduct photo -ind armed rcconnaissmce in support of the intcr- dl ction propqrn. (5) Pr9vide air covcr for UN Nnval Fqrccs as directed. (7) Saxrate TS a Fzst Gzrricr Striking Forcc when dircctcd.

The Cominding Officcr gf mrrier Air Group 15 is CDR R. F. FA.X!If\lGTON, USN, with the follqwing complement of pilots and number of aircraft at tho beginniq? of flight operations on 20 February 1952: S QW!P.ON NO. OF PILOTS PO, & TYPE OF AIRCRAFT

VF-7l-3 27 15 F4U-4 VA-728 26s 8 AD-2, 3 Ae-3, 3 m-4, 3 Alzcu VF-831 20 16 F9F-2 VF-837 20 14 F9F-2 vc-3 5 2 F4U-4, 2 F4U-5m vc-11 .1, 3 fiD-4W vc-35 6 2 AD-4Q, 2 AD-NL VC-61 4 2 39F-ZP CVGl5 6** HU-1 2 1 €3033

* One (1) pilot TAD 'It U.S. Ncival hspital, YDkosuka during Qpcrating period.

** Four (4) LSOts included in this fiqure. Pqrticulsrs concerning loss of aircraft are given in enclosure (1).

2 2/k3/52 - U.S.S. .INTIETAM (CV-36) srrtieci frw Y9kwuk.a Harb7r at 06021 in cvpiny with U,S.S. ESSEX (CV-9), CmCwDivONE, Rear 412rlniral Ja PERRY, USN, U,S,S. VISCONSIN (BB-64) Vice Bd.niral H+ M. NARTM, Cm7thFlt en- barked, U.S.S. H.IW3lN (DD-$32j, U.S.S. TAUSSIG (DD-746), U,SiS. 1WXFR (DD-5171, qnd the U,S.S, WLCHPNZIE (DD-d36), Conducted LI firing in the nf t ern? on 6

2/19/52 - Stcaning as bcfwe enrwte tq ?prating area. At 14001 con- fiuctcd refresher air Tpcritims,

2/20/52 - Enrwte to Qpcratinc area. At On51 begm rcfresher air oyer- atims. At 10371 rcndem?used with Task Fwce 77 which was replenishing. 2/21/52 - Air Operations. Flew 85 swties qn UP, Rriilrnzd Interdictim, Jet Reccq, Jet Phqt-,, ASP md Niqht Recklcrs. Mr, Jnncs D, Michener, 3uth-w 2nd war cwmsymdent visited this ship td.ay.

2/22/52 - ASr Operatims, Flew 83 qf the usual snrties. 2/23/52 - Despite early rzwninp snowstvm, 70 wrties were fl~wntday, 2/24/52 - Replcnishent day,

2/25/52 - Air Opcratims were curtailed tvhy due tq inclenent weather. FTew 49 s-rties.

2/26/52 - Due tq inclement weqtbcr the Task Force replenished tqday, Two sqrties were flwn Qn ASP. 2/27/52 - Air qperatims. Flew 83 s-rties, 2/28/52 - Air opcratims. Flew 82 swties. 2/29/52 - Air Operations. Flew 77 sqrties, At 10051 an F9F accidentally fired one 20MM round upn landing. Cause nf accident nqt yet detcrrined, The projectile hit GFtEFWAY, W,L, AB3, 211 48 37, USN, critically munding him in the abdmcn, 3/1/52 - Replenishncnt day. 3/2/52 - Air qxrqtims. Flew 80 sorties, At abut U30I LT G. W. JOIINSOM, USNR, V-11728 W~Ssh~t down by Aii over Hungnan. The pilqt was n7t recovered.

3/3/52 - fir operations were linited to eight (8) swties due tq inclenent weather,

3 I ,

I I

3/4/52 - Air operations. Flew 81 swties. 3/5/52 - Rcplenishent day, At 08001 the U.S.S. ESSEX (CV-9) departed the f?rce for Yok~suknand the United States, At 11501 the U.S.S. V?SLJ3Y FORGE (CV-45) jqincd the fqrcc. The fdlwing nessrtge was rcccivod frm PWIJ J. PERYY, upm his dopartwe, artdressed t? the -WTIETAM, GIG-15 and GIG15 2

"IT 17.1s BEEFT &IPLE-ISURE !LS lJELL AS A PRIVILEGE OPTR?TING WITH YOU X T€B WORK YOU GWS HIVE BEFTJ DOING SHOULD M?KE SJY BOSS LOOK GOOD X TFWJK YOU GO9D LUCK '8D I EOPE 183 I@XT AG?IN X PERqX" 3/6/52 - Air qpcratims, 3'I.c;~ 86 svtics, 3/7/52 - Air opcmtims. Flew 91 swties. 3/8/52 - Air q-mxtims were held to mly 10 sorties 4uc t? inclcr?cnt wenther. LTJG R. F. TJILSCN, VF-8?7, rade the 24,000th l-mding in his F9F. 3/9/52 - Air qxratims, Flew 88 swties. LTJG JOY" SE@RMULIS, VA-728, tqok qff for thc 5,000th cmbt s-rtie qf the ship tqday. 3/10/52 Replcnishmcnt day, 3/11/52 - Air qperatims, Flew 91 sqrties. 3/112/52 - Air qmrntims, Flew 88 swties. 3/13/52 - Air qpxatiqns. Flow 90 sorties, 3/4/52 - Replenishment dzy, 3/15/52 - Air qpcratims. Flew 86 swtios. 3/16/52 - Air qperatims, Flew 92 swtics.

3/17/52 -. Air operatinns. Flew 94 snrties.

3/18/52 - Rcplcnishent dzy. The f-llwing ncss2gc a?itrosscd t3 the Task Force was rcccivcd frcm CTF-T7 today: BDEC I AS s I FIED 3/19/52 - All flying was cancelled due to inclement wcnthcr. at 10051 the U .S .S . PHILIPPPTF (CV-47) 2nd U . S . R9CFTS"ER (GI-124) joined the forcc . At 11421 the AFTIRTAY, U.C.S. WISCOnTSIY and U.S.S. Jn.mes E. KYES were dc- tnchcd fw Yokosukn. CTE-77,03, Comm;Lnding Officer, U.S.S. A?TTIFITAM (CV-36), At abmt 17301 the U.S.S. SPLTON (DD-790) rcndemouscd with the task el+ ment. At 20301 the U.S.C. KYPS W~Sdetached for Saseb to trrtnsfcr an in- jured nan to a hospjtnl ship. ComCElrDivFIvE sent the fnllowing mossnge to the rln*ictm upnn her detachment :

~J-X:F-TT, KFS PTIPT,'\?': -VT~ITR GROUP 15 E( TF LDTEmm YOUP P-TiSISTTTT ?N3 *1c- DKSP'WED EST 'I

23 176 1,042 65 276 87,000 309 87.000 3,004 39, '760 2,635 91,803 268 91 800 188 49,920 3 OOOV 66 50 Gals.

B* ----Comment on Pcrfxm.zncc qf Ordnmcc Ifaterial mdEguinEcnt : 1. Avlafion Ordnance Pcrfmmance - -_l___lm-

The web hold down stmps on the MK-4 hmb skid. edmtcrs have proved unsatisfactory becausc: the buckles bend 3r break ccsiiyu New bmb skids have rcccntly arrived that employ commercial lmd binders with hcav cast locking lcvcr and hive proved- exccllcnt.

Tho number of dud ordmnce and hung bombs has dccrcascd ap- preciably during this operating period. -DECLASSIFIED SUMMARY OF SORTIES - -NSN -JET -TOTAL Feb. 18 Enrw - u c 29" 19 Enrsu t 20 Enrmt?$1 & Re? 1 33* 21 (2508 1720 I 16 85 22 0515 1800 ' 16 83 23 0543 1752 16 70 24 Replen lshment I - 25 0809 1509 12 49 26 Replen .shment - 2 27 0807 2055 15 83 28 0809 1758 16 82 29 0808 1636 12 77 kr. 1 Replen:.shment u - 2 0509 1747 16 80 3 - 8 k 16 81 5 I - 6 16 86 7 16 91 8 18 lo 9 88 10 .-rc 11 91 12 88 13 90 u -- 15 86 16 92 17 94 18 - 19 20 I 21 - 22 -- I - -1578 * Not included in tTta1s. Total Prop Sqrties: 748 Tqtal Jet Sxties: 768 Total Sorties : 1516

6 ,

1. Nme

----Pcrfv-imcc --- 1. Pcrfvx?qnce ?f duty %ncI mrde bas beon excellent,

Cnsualties;

1, There was nr, persqnnel casualties suffered by shipts c?r?_nrtny persmncl as a result nf onony actim.

2, At 10051 3n 29 February 1952 an WF nccidontally fired nno 20fM rwnd upm l.zn?i,ig, The prqjcctile bit GR?WWAIY, W.L., AB3, 211 48 '73, USV, criticsl'ly wmn6ing hin in the abd-nen, Lyter in the day GFSEh%"AY was trsnsfcrrcd tq a destrqyor fw further trnnsfcr to a h-spjtnl shtp at Plzsm. At the tim qf this writing GI%WLIY is still 33 the scrims list. Tine cwsc qf the nccic'iental firin& h2s nqt yet been dctcrnincd.

3. casualtics tq Eir grmp pcrsmnel are reprteii in encl9surc (I..). PJRT VI

7 , I ,

Chocks continue to be in sh.vt supply cmd dthDugh me hundroi! fifty wcre ordered some time ngq delivery is ncJt expected smn becmse it ws learned thzt they had to bo mnufacturcdb As an opcfntioml expedient, crude but sturdy chodks were mntdactured using 1 1/411 pipe as a crms piece dth h set screw ndjustmcnt at one cnd. The chwk attritim h?s averaged nbobt onc (1) per day during Qperations in the forward 3rea during the last six nonths. During this pcriod niuo (9) jet tiller bars, fmr (4) universd tow bars, abut one thmsand (1000) tie down reels were used beyond econ7miciL repair and seven (7) tractors were turncd in for ~verhmL In addi-Lim it has been necessary to replace abmt nine thousand (9OOO) running feet of flight deck planking Tnd it is estimtcc! thzt another fif- teen thousand (15,000) running feet are required to put the flight deck in good cwidj tion,

2. Catapult The catapults have been in qutstnnding operating and material condition during this qpcrating period. There h-tve been P. tqtal of 3355 shqts fired on both catagults during the six mnths pcriod just finished in the fxw.rd arm, md the mjority Tf these were fqr jet launches using mximum pressuresc There ms rarely a time during the entire peri3d that either catapult was imperative, "his excellent oporatimd recwd was possible only becq.use of the mtstanding nnintcnmce 2nd servicing perfcrncd betwccn launchcs md on replenishcnt days. Thrcc hydraulic pumps havc hen replaccd in the forward area and one replacement pump for the prt catapult is required prior to another service tour,

3, Arresting Gear

The pqsitivc stop kwricade installation b~snot had d true tost since it was instnll.cd, however it has been found neccsswy to change entire webbings about once each one thnussnd (1000) l?ndings due to deck tmffic. Davis webbings rcquirc changing abut every two hundred (200) landings due to deck traffic, During the pcriod of this report there msonly one minor Davis hrricr engngcmcnt qn number two barrier when c jet caught a late wire,

!bere has becn heavy ussgc of yielding elernmts during the hst six mmths and an average of one (1) pr qperating d.ey was used, The initial nllqwancc hzs not proved sufficient f9r sustaincd opcrc).tions during a six month tour,

It has becn found thztt cross deck pendmts had to br? changed rfter seventy-five (75) to one hund-red (100) hits per wire, GroRsing F9F tail hooks hns becn a definite factnr in the pendant life.

It is noted with plessurc that during the entire six month qperating periqd thcrc was not a singlc bmricr engagement at night. The nunbor qf hindling accidents and operntimal prqblcns m the hmpr deck were substmti9lly reduced iiurinq this 9pcrating perid. This is a r?ircct result qf experience, cmstcmt training 2nd. ncoesszry mtatim directnrs* 7f sqne * The retnl npmn leading t? the deck edge elevntw.is 3f insufficient !' strenrth 2n.l xqdrcs rcplrtcomcnt using heavier m.tcri?l, An nltcr%ti$n, request is hxiv. nbr?ittod

1. CIC Two air cmtrollers (day) hme boen qualiPied 4uring this opera- ting period.

aD We?ther Su.n.nry

The oper-rting perid just complcted was one of gent?r?lly g9od to excellent wmthcr; with sprroximatcly four nnd a k.1.f days l9st because ?f inelcnent wen.ther, In n,dititj.on, tho night hecklers were cTncelled, clue to weather, on 28 February and 15 Mmch. The continuing rtprminnnce qf the Sibclcian high pressure system was indicated by the high percentage Qf west tr, northwcst winds, by ~cdccilings sna pd vjsibilities, init by thc relatively slight nnwnt of precipitation. At the sine tine, the wenkcniy Q? the Sibcrim high, nrecc4i?q the onset of the smwr nonsom, was reflected in the grcRtcr wrcentage of light Winds, (wbich Qn several. occasims fQrccd jets to carry reduced bmb lods), lowcr averap wind vel-ocity, hiqhcr tcmpcritures, %nc?the slightly grentcr fre- qucncy qf southerly winds.

Although several cold frmts pzssed- throuzh the operating area during the period, most of thcm wcrz wak and nroduced little wecither of cnnsequenceI The wcakcning hiyh Dressum system in Siboria 2nd the increw- ing strength smthcrly winds rcsulted in the f+-)m-tionof a number ?f vaves on the polzr front in thc East China Sea southwcst qf Jan-zn. The poorest werlthcr conditions in the qper2ting zwca were cxporicnced wbcn these waves pushcr! rapidly ncJrtk! and cast nrducing warm front clmcis and Drccipitation over Korea and tbe ad,iacont Sea of Japan, Tdith one cxcoption the center of these low pressure nrcas move4 east-northeast nlonp the south coast gf Fonshu mil tho operating arc8 ICS not seriously nc’fecteit. On 18 &k~rcb, however, a wave $eveloped in eastern China mil the low ccntcr passed acrws tho nqrthcrn part Q.€ the Fztst China Scn nnA southern Korca. The resulting sn3w and win, pow visibilitios, hish wings ind rouqh sca ftrcei! the cancel- lation of all flight operations of 19 March.

b. Weather Statistiis

Wind Directions :

The wind dircctions qbservcd 4urinp this opcratinq period show the continued influence qf the Siberian hiqh prcssurc system, 2s inc’.icatcd by the prcponderancc of winds from the west, northwest and north. Directims Pcrccntage of Observations North 26.4 Nwtheast 5.0 East 124 Southeast 2.0 Smth 12,4 ---- Dkectims Pcrcectge 9f 3bsorv.itions West 28,6 Morthwcs t 10.5 Caln 0.3 Wind. Vclqcitics:

"bc chmgc fmn thc winter monsom tq the summer mmsmn in the Korcan arm occurs grsr!ually thrmph the spring mqnlhs. It was inrlicatcd during this opcrating period by 9 dcfinitc Cccrcssz in qbscrved wind vc- 13citics. Win4s during January sbowci! z maxim nuqbcr qf qbservatims in the 20-24 knnt ransc whilc in tbc curregt period tho mrucirnun observations wcrc rccqrded in the 10-l.4. knnt range. Light win& (0-9 kmt rmge) wcre grcntcr by the 10% than during thc January opcrating pcriqd. -Velocity Qxqe (knots) Perconbge of Observations Calm 00 3 0-4 8*2 5-9 22*7 10-14 24.1 15-19 20.1 29-24 U.6 25-27 6*5 30-34 2.5 35-39 95 40 Qrhigher o 15

Ceilings :

Relatively few instances qf low ceilings were recorded - lcss than 2% of all obscrvations showing ceilings nf less than 1000 fcot while ceilings of 10,000 feet qr better wcre recorded 73% of thc tine.

-. Ceiling Ran= (feet) Perccnbgo of Obscrvations

Zero 0.0 0-500 Oe4 500-i, 000 1'0 1,000-5,OOO 17.1 5,000-10,000 5*5 10,000 3r above 73.0 Visi bili ti c s : Visibilities were excellent thrmphmt the pcriod, with more than 88%of all nbscrvations shoving tcn miles qr better nnd only 2% of all nb- c-Visibility Ringe (miles) Porcentaze 7f Obscrvatims. Zero 0-1 1-3 3-6 6-10 10 Dr more

Tcmpcrztures :

Tempcritures recordcrt during this pcriqd %re in4icitivo 3f thc wecclkcnitl-t 7f the Sibcrirzn high pressure system and the sliqbt increase in S?uthxl;r winds over the opcrxting are,'z,

AverTqc Mmimun Tep.pcrature 47O Avcrzge Minimum Tcmpcrrlture 34O Fighest lhxirnu? Recorded 620 Lnwcs t tfinim Recqrded 223 Precipitation :

Frocipitntim rcmsincd l~wdurinq this perigd .icd only 15,6 h~urs of sn3w zr_d 30.8 hmrs qf rzin were recorded during the operatin.? pcriqd.

a, Speed Keys

There hzve been an increwing nm-ber of speed keys in use by un- authorized personnel. Since the percentape of errors is so .;reat when this occurs, traffic is slqwed d?wn and accuracy is sacrificed,

It is rccvumn8c.t thnt ccxmands tske positive actim tq insure that only qualified pcrsmael use speed keys. , b. Antennae

VHF Antennae have presented 3 continuous mintenance problem due to nccmuT-.tion qf misturc. Wnrkinq experimentally with a VIT nntennae re- designed t'nr VHF frequencies, we have clbtained excellent results, It is recommended that VHF instnllstims be imprwed. c. TBS

Occasinnnl inconvenience has occured by material fsilure of the TEE pi:" DECLASS I. FI ED wbic3 has a remote cmtrd unit on the men bridge.

It is rccqm-cndcfl. that a selector switch be instillc4 in the pilpt hmsc which w?ulct mke it pTssib3e t? utilize the rcmote contr7l on tbe men briegc with my 94 tho tbree T3S inst

d, RZTT

Radi? teletype circuits can bc n very cffoctivc myns .f c1cq.r- ing trcrffic whcn 7pcrzLtng prqpcrly. Thcg mkc it pqssiblc tq Pinrlle traffic quickly xirl -tccart?tcly vith lcss M$ly trTined porsmncl thm requirci! fqr r?clfm 3r visu-d cmnun3-c>--tiow, Wc have expcriencec? ves7 little difficulty with. this type Q? cquipmnt Fw, we belime, tq thc fact tbat we hxvc h?.d at lcgst mc exccll.cnt teletype mintcnmcc mn nboard Tt 211 tj.rrcse

It is raccm-ton+rl that at lczst me nin with 9 thorough kn~w- lodge -f tclctyypc nsintcnmcc md repir be assignc.1 to cnch ship with RATT equipment. If this is n-t fc?.sihlc ?uc t? p.axm-mcl sb?rtnZc, it is rccm- r?cr..?ed th3.t pr73cxly qu-.lificd. peqplc bc nssimcc7 tn f-rcc commp?.crs Or use 3s requfrcd by the ships nf tbc Qqrcco

The rcsults qf the Air @sr?.tims crctivities fqr this ~pcr?- ting pcriqd arc cnvcrcd for the nost p.rt by thropnrts frm tbe Cir De- partncnt, thc Air Grqup, md hcrolqgy. During tbis last period of gpcrs- tims 1509 sv-iies werc: sc.iid.ulcd and 1516 werc flown, Two mjqr fact-rs account f?r this: Tbe nnintenmce qf aircraft has improved t? such 3 itegrce that tho mern,g:c availability was wcll qvar 80 percent, and the policy pf scbc4iLing tw? strmg prQp strikes qf ci5ht pl-znes czch type rather tkn three strikes q€ fmr tq six qf err& type gave plme ?nd i+cc?ccrcws 3. bctter c3ance to nakc each plmc cmplAcly rezdv f?r fliqht.

One itcm which has bccn us?.! mc? is bzlicved by rnny tq cxpcditc rend.ozvms In? 4ew.rturc is fqr Air P1-k tq tcll the ler?ilcr of n flight wbcn the lqst mn qf tlvt flicht bas bccn liunchi!, if tberc wcre any duds qr substitutims, or of any chnngcs in bis flight. Thc loxdcr tbcn knqws wh3 tr, lmk for as his fliqbt jnins, It has 7.1~9 beon fx.mrl expcdi-ent in infqrr? incwinp aircraft 1.9 they ?-re given th si,gal to Innd ?f the number qf planes ?nc? type in the prLttcrn and ?f any flights tbcy mcly pms on -2?ci.r w3.y t? the pattern,

5. WOT9GRAPI"Y

With mly me phqtr, plmc in operztims during mst rf tbc first two wccks qf tbis period ;In3 the rerluctim in thc number .if sets 9f mints mndc for Mstributim, wqrk in tbe ph4~lab ms cmsidcrably rcducod, Fwty photr, missiins were flqwn t-Lking 6,323 ncgcttivos frm wbich 33,803 prints were mde. DECLASSIFIED Thc tqtnls 4.r nll nncmting pcrivls arc 195 phot? dssims, 26,738 nogatives vd 184,040 prints.

Nq scriws ti.?bble WTS encmntered with the rhtogaphic equipncnt but with olcuen new F'atco Acrid Devclqping Outfits t-, stwt with mly fwr reels still rcmin in a ussble cqnclitim md all ~f ther? will ]?metn be replaced.

After the initiil dispzir czuscd by crqwclc.? c?n

J The dzily mutine Ynd. 4iv5sinn 9f respmsibility were zs fdl?WS :

a. The ph~tr,plzn frw CTF-77 WTS reccivc,?. mci 4iscussed by the CCMPRObT 61 4etacbmnt lender m6- tbe phqt? intcrnrotcr. A phqtnTaph3 c brief WRS propared by tklc Photo Interpreter. Tkis consisted -f 3 3s- cussinn qf the coverage ?mired., its purp-se 2nd other pcrtjnont points. Flight lines were 6rwn nn 1:50,000 scsle nq-ps when ;?csirnble. "heso rnps and previous phntn,graDf?y 9f tbe s13e ?.re3 were pl-ced. in m acct.q.te cn- velnpe f?~the use.

b. COIPTZON 61 pcrsmnel lmCler! an.? checked the c2.neras mc! air- planes. After cxposurc thy processcd the filn m+ ")?& me print. Thcsc stops were under tk.e qirectiqn of the CWPROFJ 61 DctacMcnt LcqL"erwd! the ship's Ph-tngraphic Officcr.

C. The pilTt c;literJ cnfi rnrke? the Filn. Titling mi! splicing wero cnnpl.etc4 by Cr):PRfl?J 61 persmnrl mil th film. 2clivcrrd t- the shipfs Photogxnhic Officer tw winting wd Aistributiqn.

d. Rough kta shccts wwe prcaared by the pilgt m?. rcpr4uced by the phtn lab.

e. Plqtting was ?me by +he Phtq Interpreter mr! ropr?fiuced by the pbt3 lab.

f. A m.clster p1-t and sortie l?g werc wintainci' by COMPR@l 61 rin3 tbe Phtn Interpreter. gs Interpretation w?s rde frm the uwnrkoi! print, This rmtine WTS arrivcd at tbr-ugh experience, It wqrkc4 very well under the qpcrating cqnditims iqmsed,

h. Therc was an early noed fTr n pictorial rcprescntstim of the interdictinn tarfets. Tbis was prqvider? by cmstructim qf fqlling nvaic strips -f nll mjw rail routes. Tk.csil were briefing aids, Flak incrc.-isc;! sto,w'.ily frm the beginninz. Eayly in the secqn4 ^rpcr?.ting pcri?? fl?.k pqsit-lms wcre lncrttcc! .tnd pl9ttccl ?n strip nr-snics. TPeso wcre cqpici! in secti-ns wc! mite into bmklets fnr pilwt briefing, These flak bqoklsix were nrhpterl by CTF-77, They were iqr-med wd elrpnn;iccl tr, include regular Tnd. cwplctc cnlerrlqc qf all mjnr rctil rwtos. It is be- licved thct thcy represent the nzjqr cnntrfbutiw ?f tPe ph9tqgraphic; offqrto

Carrier ph.ot7,prpb.y hs n?t realize4 its potcntid, Thcre are three basic reas-ins fr,r this:

(I)The K-cean wzr dqcs nqt lend itself rxdily t? pbt? interprctntimrs strnng pqints, There are n3 wqrthwhile strztezic targets. There are n? ictive -tirfields. Bench walvsis has nnt bccn required,

(2) The d.istributi,m of PhTtq Interpreters has been such that only first phase interpretatinn 5s pwsible. Effective ph4mpaphic interpret?-ti?n rcquircs an extensive 1-ibriry -f pbtogrctphy. Exb F'hcttD Interpreter should sDecialize in one Wtw isnccts nf the intelligence nrnject. One P'hqtq Interpreter cvnmt carry 3n zn effective prvrw.. (3) A carefully pl-innect cmtinuin;.: phqt3grzpbic prqject is nmdntery, It is rec-mwn%d th3t study qf future rcquirmsnts qf naval phntqgraphy be Fade by the phto IntcrpretTtim Centcr, A planning guide cwld be rde fnr general qr prcdicto-ble situ?tims, Ircluded q.1s-1 shmld be recimtcnd?tims fir n stnff qf phqt7F;raphic interprcters such as tho Wvld Ww I1 INTE??PROITS, ?r wganizec! pkt? interprctatiw dctachcnts. The mF2P is prcscntly cmfigumter?. is nqt in al+qunte phqt? pl-ne. PTqvisims f7r mounting a 24 qr 36 inch vertical camera nnt! -.t lortst a l?-inch qblique sboulfi be ~ad.e.

The perid. frm, 21 February tg 19 March w.w a pcrind of sm?th operations with but me new dcvelqpncnt in nper-iting pr3ce+ure, th.lat being in flak intelligence. This is cnvercd in a subsequmt paragraph. SUMEL'IRY OF T3lTIP3 TOUR The ?rganizstim 3f tbe Intelligcnce Dopzrtmnt 2s set up wben first rcvrting to Tzsk Ffirce 77 yrnve?. vmv effici?nt md was nnt changed fixring the optire cruise. Iiesymsibility %r rcmrts WI-sflivide? w.mg the Air Intelligence 9fficer, Air Plot, CXAir Intclligoncc Officer rtnd the Squadron Air IntelliFence Officers. Thnt office which c-uld mst easily obtain the infnrr,zti?m was given the resmnsibility, Fqwcvcr, the ship Air Intelligence Officer cwrdinntcd ,211 rop?rtsj

Thc infqrrntim ?Ed intcllimmce received was published 2nd distribxte3 as fqllqws : a. A cwpilatim -f 211 pcrtinent items was r4c m3 cntitlcd llCurrcnt Infqmatiqn Bullctinfl. When the infnrnatiqn chmge3 ‘7r new inf-r- mztim was accumA2tcd tho CIB ms revise? znii n, new issue rclcascr!. Brqad headings included were : Recqgnitim, Cmmmicatims, Rcstricted +?reas, Target InfTrrntim (GenerOJ), Escape mi! Evisinn, Senrck, r?nd Rescue, Essential ELencnts qf Inf?rnTtim, Encw Chvactcristics, Stmding l?Ttcs md Special Nqtes.

Used cqncurrmtly with the CIB were the “Daily Brief YbtesI1 published nightly and including 311 new 2nd chmging intelligence. This included TTrgct infmma-ti?n (detoilcd) Rccqgnitim Cedes, Friendly Pmce Intentions, Flak infv-atim, cnrt Tther applicable n~tcsf.rr the next ?ayts 9pcr..tims,

It is believed that twQ Air Intdligcnce Officers zre the minim requiremnt fqr the ship. It is desirable to have three f9r tbe particular type wcrtltims beinp cm4uctefl in the Kmcm conflict thereby pcrnittinp the Intelligence Office tq bo nannod by an 9fficer 24. hqurs a day.

One 3f the gre3test difficulties experienced is the ylgrcennessll ?f dl the intcllipnce 3fficers wben first arrivine in the mr zone. Sme effort h?s bccn n3cl.e tq remedy this bv sencling tw qr three -f the Air Intelligence Officers qut tn the arm a mnth nr SCI ?head -f tirw t- pick u.p what infqrmtinn czn be 7btnined. by watching cvb?t ?perations md the othrr hIC):s actually nt wrk. FTwevcr, this dqcs nnt seen t9 elimin?.te the pr-blen entirely and qpeninc d~yfinirs tbe AIns qf the new crzrricr befuddled by 3 lot nf little details. Also it nc-tns thct the advmce gw-t.?rCt will have SCVCrd =Idr?itiWmlmnths duty &.j’’%fibip homee

RTC71’0- 0 &!TI9N :

Tbe assistant ship’s ?ir Intelligence Officer, and CAG Air

Intclligcnce- Officcr shmld he sent 9ut qn T?D orhrs twr, nonths ahead of time tq rcliev:! the c?rresnnndinq qfficers on the carriers which is next

16 tq be relieved, They will then have tw? nmths oL pmticitmtiqn 3 actual opcratims, Uhen their wn carricr arrives, thnse tw? i"Is shmld then return tq their own ship. This will rive the new carrier tw? 210s with sm.e acqu?intanceship with the prqblems existing cn? R. few of the answers. In turn, they will be relieve;! fmr rnnths later by tho twq c?rresp?ncl,ing AIs frm the carrier which is next scheduled tr, rcpnrt f?r Kwezn duty, This experience and knr,wleA;ro If the current situatim shnuld alleviate numcrms di.r"ficu1.ti cs qn newly arriving cirriers and shoulr! be extrcnely valuable t? "Green ?il>tslf,

Tw? r-ttcd yemm, wb we yr+u.ntcs 3f the Intelligence schml f-r cnlistcd pen 7t C"FAIR!L-21LEDL1, 2nd twn ycman strikers are the nininun requircrcnts fqr enlisted persmnel, A11 ncn nssir*ner? sbulc! bave m mple length Tf qbliqnte? service t, cwcr thc cntire tvr in the fqrtnrd area. It :s nuch easier tq replqxe a smmn in smc qf the ithnr depart- ments tkn in tbe Intelliaence Office, where his specid training is re- quired daily, c SP.?rn :

Tho prqblem nf stnrin? the nany charts rcquirci! ms s?lved by fllinz m:ly 2 smll number qf ench type ?n;! sczlc in the sndl stwage rqm. in the rev ?f the -11 ?ffice, The excess wzs st-re4 in the fan rTnn 2-78 an4 GiZv Mess Lqcker 2-56-2. When re-supply msnecesswp 9niy mall l?ts, qf 10 3r 20, were wdercd, Delivery -f mps frnn FEJ3C3M at Tacbidawa Air Bqse and Air Mavigflti?n Deprtmnt at Atsupi was excellent,

Charts nriginally issued t? each pil(7t incluik? A145 Scries 1:250,000 and AF charts 1:1,000,000, 1:5000,000 md 1:250,000 qf all Nvth Kmea. Tbe 1:50,000 scnlx chrtrts were issued t? the pilcts priqr to wch Nwnl Gunfire Spot, Close Air Supprt r)r Strike Nissim TS nccessnry and were c-l:l.cctcrt by shipis XOs upon pilotfs rcturn,

Pr?pcr stqwqge spme fv- vduninms cl-ssificc! r.atcrinls received, such ns tqrEjCt D7ssicrs snd Air Objective Fqldcrs, is cctirely inadequate. Basic rcquircmnts were 6.escribed in Cvnmding, U.q,S. XTITTLM ltr Serial 13Q9 .If 11 Decerbcr 1951, Subject: W.S.S. PYILLIPDE SEA (GV-47) Al.tcrai;jm Request M?. 10-51; cwmcnts mfl, Ekpnsim qf the chart rqm ir. ';he fll -\?.'fl:ce and its c3nversi-m into R type ?f walk-in vault with a c~mbinati7nlqck +.mr is we pqssible s?lutim, hmther pqssibility is the expansion nf t3is sme smce tc, accnmdate the safe-lyckers recomcnded bv the refercnced letter mid numrnus shelves which can be installed by ship's force. The bulithcvl between this spce ?..nd the A1 7fficc is a n?n- water tiFht bulkhed ?.nP cwld be moved three t? six feet inboard withqut rn j?r nlteratim,

17 DECLASSIFIED RESCUE EQUIFW3NTz

The Air-Sea Rescue services prmided by the helicopters sf Task Fwce 77 nnd Task Fwce 95 and the ships qf Task Fwce 95 deserve csm- mendation fw the excellence and efficiently Qf their effwtsb

It is recqmended that the abwe services be augnented by an anphibims type rescue eircraft wbiting in the Snngjin-Chingjin sea 6uring the hwrs tht strikers are being conducted in that area. This is es- pecially desirable during the winter mnths trhen tine is the essence qf survival, The 5ii- Fqrcc qpcrates thls type 9f SllR facility 9n the West mast ?f Kqrea and has prwen its value by the quick rescue of rimy pilots in Vmth Western regions.

Several near wcidents between Navy Might Vecklers and Air Force Qrlhrine Air Ving NiGht Attack planes indicated the necessity of clwer liaism between the services,

Cqmplete and prmpt inf-rnatim shquld be -furnished 3n all friendly aircraft mvements Greater coordination in schec?ul.ing night missims should be effect03 in wder tq axwid sencting aircraft fron varims services into the same RTC~Sat the sme tine without pr-perly prqmulgating such infor- mtion tr, all pilqts cqncerned, Thjs is especially inportant in view of the fact that the eneny is sending night fighters deep into mar perimeter of 9perations.

FLYILK INTELLIGENCE :

During f9ur periods in the fqmrd ireas the 2lTTIET-W launched planes 3n 76 of 83 scheduled days. Operatims 3n the seven remaining days were cmceiled due to pmr flying weather. The number of cmbt sorties wer Korea tntallcd 4,302; the fqllqwing is a brcakdmn of flak dcmage suffered :

a. Planes damngod due tn &Lit 128 b. Planes lwt directly due tq AU: 11 c. Tqtal planes hit by A1 damgod and/or dwned; 139 d, Percent of t3tal planes hit czs per tqtal cmbat swties: 3.2% WmD By TYPES OF FIRE Sr?alL arms: 70 planes Percent of tqtal planes hit: rO%

18 Pcayy: 0

Unknwa: 25 planes Percent qf tqtal plmes hit: 18%

ClSU -,I---PILOTS iLfIES < Killed: Directly 4ue t? AA - 1 In-lircctly 4ue t? A3 - 1 (FilTt 3rwne4 after bailing mt 7ver water)

At the cwmncemnt qf our K?rcsn tour ?f duty, encrry enti- aircraft prqtectim qf the min supply rmtes, which were 3ur prinzry t9.r- gets wzs very inclusive in its cmcqcgc, During mr tmr, this situztim became progressively wnrse until by the end of thc tour there was scnrccly a mile of main supply mute thzt w-tsnrt ?rqtected by som f?m of kt fire. One Qf tho reasms f?r this, it is believed, was that tbe sfxlornte at the battle line enabled the Re3.s t? mvo sene -f thcir 2efenses frw there to the rcw arw, tr, be plxec? nc?r vital defense points,

In view qf the qbve fzct, mr 1t.w pcrcentzgc ?f A-"L daraTe and lqw casualties besr smc review, A ynd rocoril nny fqcpcn4 qz1 p3d luck. H3wcver, judicims use ?f flqk infqrmntim helps. This ms 6-nc ns follows:

1 tc, 50,000 scale p-kible charts, mvcring nTt mre than 2 rail mutes were pzste: tq a stiff backing %n4 cwcred with friskit, Then, tbc cxsct pTsiti-ns If 211 light, mcrlium w-1 heavy guns were plotted. frm the bcst a-,-zil%bleinfvrntim, primarily frm phqtn?rcphs. Ovcr this was plrlcei! a picce ?f .015 acetzte nnd -n it ms plqtted fl2k inf?rr?ati?n as rcwrted by TF-77 r)il3ts, The lnttcr infv-rnti-n usually gives the lncntim qf planes when qbscrving flak and nnt the actual tun pqsitiws,

Each squarbon A10 ha4 TCCCSS t? the flak pl-t nf a certzin r-uto when his squadrm hnd th?.t rwte wsigne.7. RE. a target. Smilll 'tiscs, cut t7 scale, in4icatinq the effective range -f esch RA gun nt vsrir,us altitudes qf the plane, were nde md used to create a flak "mger wea qn the plqt, Then the pilot cquld satisfact-rily determine the least dancsrms area 3n tho rxte

19 .

In the wtset, we were s-wwbnt handicappc3 with this setup bccwse tbe lntest flak phqtr, mzlvsis qf sv.c r-Utes were mre than n mnth ?Id. It was recwrcn4ed t7 TF-77 staff Intelligcnce Officer that a wclskly phqt- Ynalysis bc FC~C of cncb -f tbe r7utes hit nnst qftcn (nbqut a d7zen). This wwl?. trike mly zbmt 40% -f the tnt%:l ph7tq sc\rtics sche.lule4 fqr me weck. S7r.e prqzress bad bcon n~4ct?w.r?s fl-chievcncnt 43f tFzt request fluring the last tts wecks in tbe Kqrcrin areau

The abwe set-up w-rkei! Tut fino. Fqwevcr, it w-?s n9t until the fqurth. ncri4. in the 9perTtixg arc3 tbit cnwyh was knwn ?bvt the flak pmblen m'l the best nethd ?I0 cmbztting it, TPis my accqunt fxthe bigb lqsscs an.? a2e suffcrc4 durinl: a ncw czrricr's first pcri?d 3n the line. It shwld be tl-e task nf thc rclievinf: czrricr tq ?ive n CT- pletc gicturc qf tbe flzk situntim tq bcr relief nnd dcr??nstrqtc thc p-si- tive an4 r'eLailc4 r.ctt.??. 7f --wtiry: it, This shquld be nuvented by a cm- pletc file qf irt tcst fl.tk znalysis ph.qt+,p?pbs issue?. by TF-77 Intellircncc Officcr bcfnrc %hc carricr nctually rcvrts trr TS-77 fw 4uty,

The annud equipge invent-ry was stzrted with the 3bjcctivo ?f clarifying rmnv -f the material shqrtarcs th?t bwc bceil enc?wbered. The invent-ry will bc base;! upm ncw equipye rccvds -Lnd rmnmerl k'sn allqwmce lists which hwe been brqugbt cmplctcly upOt9-rln,te, The rzatcrial deficiencies th-it reve.il tber?selvcs are t-, be reviewed tq 3etoFinc if the itcrs are zctually required. EquipaEc fwnd t? be atuth-wieed but npt re- quired- will be rcpnrted with rccorm.cn~~timsfnr n-4ificntim nf the al- ITwance lists, The cteletim nf nany itens macntly baing cyrriec! will re- 8uce the stqrage ?nil. hmdling prqblcns, redlice rcquiremnts f-r ar"?iti?nal fun$, and finally pcrnit tFe clqsc equipFp ncc-untability.

2. %?nerd St-res Inventqm

The iinnu?.l Gcner

The clqthing issuer! t? pcrsmncl during +he winter 9pcrzting pcri4 prqvec! t? be in-tdoquate, The use -f clqthing w2s in excess of planned requircrents, but nq frqst bite -m injuries duc t? cdd were cncTuntered, The ship did n3t have adequate clqthing to ?emit reglacing torn 3r dirty

20 clqthing during the winter mnths anCl therefor nqst qf the winter cl~thing is in very pwr cmditim. It is estir\czScd tbat 20% qf an clqthiw will have tq be surveyed as being beymd repir 3r rec?nrliti?ninp, Thc 0.1- lqwn.nce -f winter cl9thing is very inadequzte fqr tl?c nurber qf pcrs7nnel Presently nssipned qpcriting carriers. It is recmncnded tht clqtkiiw all-w-Lnces bc rleterrAncrl 3il n mrc realistic hsis wbich will prqvide basic cl?tMng (jacket, hat, glwes) t? all hands znd. arlditi?nal itcr?s, (mdcrwear, artics, raln par, face msks, ctc,) to all persqmol enplqyed in wcqthcr areas, Allwmces ?f cl9thinG shwlcl ,-.lsq auth-rim n cerhin percentme (20%) fTr sizing, and replaccncnt qf 1-st 2nd 3aDaged clqthing, The realistic apprv.ch to rciiuce tbe clqthing prqblcns nbnrd ship is to prmv5.de 311 hands Finim clTthLng rcquirenents, which will rliscTurage thefts snd fosscx and at the sa-!c tint mintain clqse nccwntability ,and respnsi- bility . i+- &htim SuppLy

Tie repair facilities 3n this vessel are adequate but the repairing of PAnor dwagos tc, surfzces ms nqt accmplished qn a large scale, Critical item in mny classes did exist, but this was kept at a very 1qw perccntaee by the roallnc?t,i?n q.t mteri

5. gisbursinq

Officers ?nd enlisted Fen ire p2id qn the 1st and 16th qf tho nonth. During perids qf cnnlxt qpcr?tims it is neccssvy t:, hdd payday at nigbt, A t+al 3f f-ur Supply Officers can pay the entire ship's conpny in appr~~ximtelyfine an? a half t? two hmrs, dopending 3n the nunbor 3f pcrsmnel drawing nmcy. Strzgglers are then pRid the fnll-wfng mrning, Each inclivihcl is required to si@ f?r all yen bught frm the Disbursing Officer. This is "Lne qn a fprm prepared lwally and tho fvns are retained by the Digbursing Officer. This, if tbe qcmsiqn arises, czn be wed ns n txisis t- 4eLewAne whether yen was -btn.lne;! by an indi- viclw'l t;lywh legitirmtc channels,

a. Service 3f ?eels in the wrdrvm ws c?n.iucted in the f7llwLng mnner : Breakfist - Cafctcria Style Lunch - Scrvicc at txblcs but n?t accvfling tc, a seating arrangenent except 7n replcnishnent dzys 2nd. qrdimry sterling dcys. Twq sittings were pr9- vided.

21 Dinner - Service at tsbles scc?rding t? seating arrancer,cnt, Tw? sittings were prwidcd.

Scrvicc 9f r?erlls were m n. rcltatim basis tn provi'lc a dcgrec qf fiirncss in the prmptncss with which the vm57us tables were served,

Mmls were serve4 at thc f-llnwing hmrs except whcn in prt:

Breakfast - 0700 t9 0800 Lxlnch - 1130 i7 1200 PC 1270 tq 1300 Dinner - l'i00 tt3 1730 PC 1800 t3 1830 Other p.cals were pr-vifio? as requircd by qperating cmd-itims.

Three tines weckly, arrwqywnts with the ship's bnn4 were r4.c tq pr?viit.c msic at the ?inner hour. This prnved. tq be a very enta3,sininT feature Tnrl qrcatly appreciate3 by the ness mn'bors, Mess Bi?! - EZass Billa averaged srnun:! %!+O.OO pcr wnth thrpugh- wit the qpernting perid, ----Persqnnel - CVs -f this class arc nllqwerl 4.2 stewards qf viriws rating t- care f-r a ship's cv-pmy cmplemnt ?f 103 ?fficers, With the Air Grnup 3bwrdz the tqtal ws ryisec? t? rwzfiy 240 9fficers with qnlv an 3+3itimlll9 stewards bcing prwi4e.d by the Air Grwp, Ncc3lcss t? say, the hiqhest standards 3f service hrz4 t? be tailqrer! drasticdly tq provifie the bare essantials r,f r?my nTintenance. Further, little free tire wzs wnilqble fqr the rest Tnd recreztim -f wcrrcl.r?-r pcrsmncl, This functim is under- mnned t? accmplish its r?issim, Breakam - Difficulty in c7ntrdlinF breakage ?f w-rdrq-n china- ;:we ms experienced he tq the pent mnunt qf rxlshing and serv- ing s3 cny ncals in the npsrating mena Since the cqffee mss ?pera%erl24 hmrs n day, breakagc of cups was particularly difficult tq check, Carclcse h,?.nUing -f c2.linamre r,n .the pzrt 3f the stemr'ls was ra4uced tn a rulnim with the use qf "extra instruc- tim details" 4qr tkse nr?t heeding rtdvice tn USC cautim in their wqrk.

kii-n - me lqss -f beC.clqthinc, especially blankets, is wtpectcd t.? bc at a dnimwhcn trmsicnts and air prmp pers?micl leave the shfp thrwgh the use qf linen cust?dy chits. Detached qf- ficers mst return their linens and blmkcts to the head rmm stewarc! prir,r tr, bcing rekkmrsd fclr thoir ness share, Regulntbns cwering this vx?.ngenent arc incluir-cd in the ship's ?rganixati?n bmk.

22 f , PurchasL qf Prqvisims frm Privite Supplicrs - AdvmtaEes in purchasing sme nezts ?n.! vcgatables fmn Japanese su?plicrs zre re24ily apparcnt qn exaninTti?n qf thcir price list.s, Plircbasc by simnp1.e is n7-t always tq bc relic?. upqn when 4eiling with these rerchants, It wnuld bc a gwd pl?n t- check kith mss cztcrcrs 3n Tthcr vzsscls befire plncinp an qrder with any -no r.crchmt. 7. Ship!s ,$tore The sb-p:s scyrisc ab-ard tbe U.S.S. -'JTTIETX4, during the perid 9f ?pcrT';%ms !-n the f-nrzrd 2x3, hns net n3 mjor prqb lens, PerswncL ass-:gncd tq Ship Scmicc Serves Yqu have real ncznixqy t? thc qfficem 2nd crowo

Priw tq dep.T&i*turcfrm, the wntincntal linits If thc United States, nppripriate actim was initiated tq increase 7ur nqnetary inventxy lin.itqtim, Our ?cak invcnt-my figure was reached in Seyter:bor, the mnbh qf wr dc>rrrturo, when Me had nerck.ndise vn2tml qt '?16-t,000,90, The invontqry has shmn iz dofinite cfecline each mnth. It is bclieved that the nvml linitatim will be rmchcil by the en8 qf ?larch. 8.

T"rc 1-gistic sv.ppxt fqr Ship's Service mrchandise hss bccn excc7Xl.crito The persmnel assigned the Supp2-y acti-rities in this ctrca hwc bccn cYcxr?ely helpful 3-13 TC~UG-yrqcurerrcnt 7f ncrchan- disc. The CenttA r'urchasing Office in ToQm hns ~.240it pqssible fqr thc crew i3 in;-:clhase the best nitxve p~3s?.t 2 roas-nable prfcc. Our exporiaice in n?tive gw11s revc+. that the ncn desire t.! mrcbase thr-qii thcir ship s-hrcs r.crchnrd-?-se;\;hich is nqt rozdtly %vailab'ic i:? the vfiinary Zapmose streot sh?p,

The f4l?w.3-11g nark-up policy hzs been adapted Tnd has ywed tr, be s?Ltisficl-rg:

23 CECLASSt 1ED During perGds -f actualF mrht qperatim nany 3f the 3fficers and crew c~uldn?t be spired frm their duty stat hns during the daytine, therefwe the hours ?f ?per?.tims f7r the ship's stmes znd fvntains were changed s3 thcy c?dd be qpcn slternxtely zit ni&t. Thrwgh a habcut appintnent mqcedure, the qff-jqb tize f?r haircuts has been re;luced to actual haircutting tine, The spp-.intr?ent prqcedure he,s clirin?ted miting lines mil aided grcxtly increased efficiency thrwgh re- ductim qf wste tine,

The Cmisssry Scctim h2s qined nuch %n?w h3w" thrwgh experience acquired 4uring the shipfs six nmth Tpernting pcrl~dat the f9rw.rd area. Many pr.rcekres ?f inpr?Ving 2nd qneritiryt the general ness were suqgestefl. and tried, and the best suggestims were rebiincd md incwpvated intq the 7peratim ?f the mss.

"be integrqtim ?f the ncil hwrs with the tine qf flicht qperatiqns wq-s me qf the first pr-blerzs which c-nfrmted c7mdss.wy soctim, Since it was iEperztive thit persqnnel directly cmnccted with mveyent If plines 7n the hingar deck 2nd flight deck, be servhd at the head qf the chqw line s3 they cquld be back 3n the jqb as quickly as pwsible, it was arranged thit a11 Air Dcpartmnt persmnel be served me hwr bofqre re.gul.ar rtealti-.e. One serving line was reserved fvthe Air Demrtnent. The syster? mmed very successful 2nd h?s been incqrpratecl intq the Ship's Organizatim Bmk. The f-dlwing is a sche3d.e for the neal hwrs Tn Rcplenish- Rent Day md Flight Oporatim Day:

REPLFL"ISHMFXT DAY F'LIWt' OA?J3XATIaTJUY 0500-0530 - Early Breakfast Ofj00-0600-Breakfrrst fqr Air Dep$ 0615-0745 - Remar Breakfast 0545-0615Eirly Breakfast 0615-0715-Rc~~ularBrcakfast 1030-1100 - Early Dinner 1000-1100-Dinner f7r Air Dept, 11004245 - Regular Dinner 1030-llOo-E~rly Dinner 1100-l215-ReLmlnr Dinner 1530-1600 Eirly Supper 1530-1600-Early Supper 1630-1730 - Re-dnr Supper 1600-1700-Supper fw Air Dept . 1630-173eRegular Supper

24 The case with which the ship has replcnishec? fresh 2nd and Jry prqvisims ,'it sen is ?ne -f the rec-wds nf which the ship is proud. In fxt, the ?_hTTX?3T_IMbroke a rccw? fqr thc hcific Are2 m 5 firch 1952, by trynsferrinc 120 tms Tf prwisims at the rate Tf 95 t?ns per hwr. On 9 Mwch 1952, the persmnel -f the -YJTI"TAM br2ke its ~wnrccvd by taking abar? 70 tms qf pr7visims nt the rste ?f 102 t?ns pcr hwro Apprmiratoly 200 nen are used to rcccive mr? stow prwIsims 3n renlcnishn,cnt day. This nuqber vzrics with th nurbcr ?f t?ns Tf nr-visiqns exycctcd, A l?c?inc plan is qn Pile in the Supply Office as tn the exact .-rrqcerlurc t- f311qw 3n provisiving JAY. It is ivporative that the utn-st cmperatiqn be qbtaincd frm all 3ep.zrtnents in thc cclrryfng wt ?f a sv-th rcTlcnishmnt day,

Duo t? the cmstznt qkeep and vintenlnco 7f plmes, it is necessmy that a certain ar.?unt -if w-rk be iccmplisher? ?t niqht. As a result, a full h-t nczl is serve? t? ap- pmxiTztely 200 persmnel every ni-ht while in the f9mr3 wca. This nertl is serve3 frm 2330 till 2400 at "3 serving line, The 3etaj.l~RS t? h-w these r?i.lnigbt ratims we ?b- t2ine-I and served 9s .utlinci! in 8 Supply Bcpvtrent Meno- randm which is 7n file in the Supply Office. In aq4iti?n t? the full hqt Teal at r?idni$t, swp, crzckers, rind cqffee is serve3 tq watch standers frw 2330 till 2400.

During tho extrendy c-A2 weather in the Tporating area, h?t swp was served twice a 4zy Xt1330 md 1900 t3 pcrsmnel w7rking in places emwe4 t- the weither. The serving qf this smp is a great b?wt t? the mrde qf these r?en 91s" keeps the nen wh? are ten-ling the planes alert Lt all tines,

The supplying qf ness gear t? the gcneral moss presented 3 re-qccuring m-bler?, expecially cups, bqwls, an? spmns. Thwgh every effTrt was rm-lo tq keep the 17sscs d?wn t? b fininn, the usage rate was abnqrmlly high. J3y careful planning qf 311 rleals, an3 the utilizatiqn ?f a11 usable left -ver fvds it is pssiblc to prepre and serve a11 the f7Dd thrtt a Fan can ertt in the mst pl-7.table rnnner.

NQ mjqr difficulties were enmuntered 5uring this pcri.sd. H?wevor cmtinue? qpercrtim hw increase3 the require3 rzintenance. At present the bqilers are the nmt critical 3f the Fain pr?pulsi?n equipent. The cmplete rebricking qf five b?ilers is highly desirable vlrl mt be accmplishd befwe anqther f?mrd area t-ur is undertzken. Cms.t;ELnt pressure pmp gwernqrs hmc been anqther smrce if trwble. Stem cut bndies have m.?e repair qf sqze pvernqrs inpwsible. Replncement ?f these and salvazo ?f their usable psrts is nnw underway.

The mqst critical mtlyinfr auxiliaries are the deck winches and the bmb elevatvs. iZll pcirts qf the deck winches are badly wwn and a cmplete qverhaul is necessary. These are vital replenishyent, nnd their reliability is csscntial, The bmb elevatvs are nls? cssentld and greatly wer worked Sy cqnparison with W-rld War1.31 ?peration. Frequent brake nnd electrical a". justnents are required to mintain cmtinued qmxttims, Statistics

Miles stemeft frm 2/18/52 tq 3/21/52 12,l4.l.9 dlos Fuel used fr9n I1 I1 11 11 1,907,672. gnllms Fuel received frm 1) I1 It 11 1,804,497 gallms Fuel delf-verec-i frm '1 It I! fl 160,851 gallqns Gallms fuel used per engine dies during periqd: 157.1 gall-ms E. PERSON!TEL Fersmne3 perfxnance has been unifsrmly excellent and nqrsle has remind 7n a high level. Temwqrk 2nd. c9opcrntim was evi3entthrwgh- qut as evidenced by excellencc 7 f perfvrwnce fluring replenishcnt peri9ds . In the transfer of supplies, a tms per hwr recqrd f?r GV class carriers in this area ms set during 3nc replenishqmt periid Tnd ms br7kcn the next.

The average cm-bqard wunt ?f enlisted persmnel (cxcluding the air gmup) during the periXl qf this report was 2029. Tqtaf lqsses an3 g?ins by pay grade were as fqll9ws: E17-E-6 E-l+ E-3 'E-2 Lossos 1 8 23 23 0 0 Gains 0 1 1 2 2 34

The critical shwtagos in petty qfficer ratings cmtinuos tq pme a grave problen and sbrtages in the ratings qf TE, RD, MM, IC, ET, EX, BT, are bwdering tho rinirrun fqr ?per-.timal functiming, An intcnse training nr9gra.n snd utilization qf perswnel mtsi3e their field qf specialty when- ever feasible has enabled dcpirtnents tq function efficiently an3 with safety.

An exchange qf chaplains with other ships at sea was c-nflucted by the hclic?ptcr, Although the General Wwship Scrvice cm-iucted by the Cathqlic chaplain Fad been attended by a pent nunbcr ?f Prqtcstnnt pcrsmnel, it is highly recmrmded exchange nf chapliins be cmtinued shmld it nnt be ains tr, vessels If this typo. DECLASSIFIED

The evenin,: prayer which was inaugurrite?'. durinc -ur first 3ays in the operriting area h~sbeen well received by all hznds. F. The recreati-n pryrm abard the ilntietL? hx net veqr apprccia- tive resmnse an3 is 3 .'.ecided factqr in the cmtinued high mrale ?f the ship's cwmny .In.! air p~uppersnnnel.

The Antietzn bnskctball tem finishod the sezsnn with ?n 8 wm, 2 lqst rewrr?. MajTr victories were wcr the U.S.S. Essex, U.S.S. St, hul and the U.S.S. Wisc-msin. The lqsses were suffered at the hnn4s 3f a Mavy an? Amy sh7re based tcms, By virtue qf the wins ?ver underway teaFs the Antietm clTiis the rythfcal title ?f Far Erst UnCiemy Champions.

An Intrarmral Basketball Tnllmar.cnt was rrganizcd in which 3ivi- simal terns cmpcted fyr the departmnt chanpiwship, TFen f?ll?wec? EL townanent with each depcirtnerrt I s term c-m?eting f7r ship's chmpim. Winners within departncnts were amr?e? a trophy inr! the winner ?f the de- nrlrtnentnl twrnw.ent awar4ed the Cp-ptainfs trophyi The twrmnents were highly successful; interest 2nd enthusiasn ran hiFh,

ilt the present tine plans are being cmp1ete.l f?r ;L vdley ball twmzrlent t- be cqnducte3 alnnp the sme lines, The b-Xing tea? was entered in the A11 Service Tmrnnnent held at Canp Chickamzmga, Kyushu, Janan almg with fifteen rther ters ?nd cme qut secmd place winner+

During the periqd mvcred by this ren?rt 93 mvie. exhibitims were attended by 30,676 persmncl, an avorap qf abut 330 per showinc. This figure is secningly 10% until the restricted areas available fqr shwings are cmsidered.

The hqbby sh9p has becn very successful in its 9Teratim with mny r~~delairplanes, ships, qnd autwqbilcs being acquired by pcrsmnel during this qxrnting poriqd. The ship has becn dqing an avcrage $1,400 business nonthlg, qvcr the last two nmth period,

A cmtest has been wganizei! which deliphts zl1 phrtt9paphic enthusiasts qnd hns resulted in a large nur.ber of ph?tq,:raphs qf varied sub$eots, mny qf which will be use?. in the cruise bmk. Rest md recuperation hqtel reservatims, althouqh lirAte4, have hen hizhly beneficial, Trt qffsct inzilequate hotel rcservntims, wganiaed all-day sizhtseoing twrs by bus have been arrxnp4 acccmdlting 70 Fen a day. hoking qf pr7fessimal shqws qf l~caltalent f-r perfqmince abard

27 4

ship in pwt prqvcd very successful.

The mny wganizerl md diversifierl recroq.tim?l mtivities hs served to divert pent-up cner,7y into honlthful channels znd is cmsidered a mjw fnctqr in the shipfs nqrale cis well as lqw pcrccntap .rf VD infected por sonnel.

copy t4: CNO (2 advance) CinCPacFlt (5) (2 advance) CnmAirPac (10) (2 advance) ComFhirAlamda CinCPacFlt Evaluation Group ComXavFE CmSEVE3lTHFlt (Advance copy) CTF-77 (2 advance) CqmCarDivO3E CnmCarDivT3FEE ComCarDivF'IVE U.S.S. ESSEX (cv-9) U.S.S. BOXER (CV-21) U.S.S. BON HOME RICKYRD (07-31) U. S .S . VALLEX FORGE (CV-45) U.S.S. PHILIPTINE SEA (cv-47) U.S.S. PRINCETON (CV-37) CVG-2 CVG-5 CVG-11 CVG-15 (5) CVG-19 CVG-3.01 CVG-102 ATG-1 ATG-2 Naval War College ComF-iir Jap