' ' ,_ .• • • . ' U.S.S. BOXER {CV-21) CV21/02-ces ORIGINAl: •c/o Fleet Post Office A4-3 San Francisco, Californi~ Ser 0136 LtSJIIlJoRfvf.ATION DOWNGRADED 1\T 3 YEAR INTERVAlS: DEC DfCLASSffJEO AFTER 12 YEARS DOD DIR 5200.10 19 M.t\Y ·t952 From: Commanding Officer To: Chief of Naval Operations Via: (1) Commander Task Force SEVENTY-SEVEN ( 2) Commander SEVENTH Fleet"' (3) Commander Naval Forces, Far East (4) Commander in Chief, U.S. Pacific Fleet Subj: Action Report for the period 10 March through 2 May 1952 Ref: {a} OPNAV INSTRUCTION 34BOa4 dtd 1 July 1951 (b) CINCPACFLT INSTRUCTION 3480.1 of 1 September 1951 Encl: ( 1) CVG-2 conf ltr ser 04 dtd 2 May 1952; Action Report- of Carrier .~. ir Group T::.TO ( lO March 1952 - 2 May 1952) 1. In compliance with roferences {a) and (b), the Action Report for the period 10 rJiarch through 2 May 1952 is hereby submitted. PART I Composition of ..QY.m Forces and J~ission a. Composition

(1) In accordance with Commander Fleet Air Hawaii fidential dispatch C'~­ 290C.08Z of February, the U~S.S. BOXER (CV-. ); with Carrier Air Group TWO embarked, departed 1 March Pear: Harbor, T.n., 1952. Staff, Commander Gar-r:i.er Division THREE was em­ barked as passengers. ·The ship proceeded to Yokosuka, Japan, arriving 10 March 1952, and reported to Commander SEVENTY--SEVEN. Task Force The period 10 March to 29 March 1952 was devoted to operational training and to such repair and replenishment as were practicable while anchored in Truman Bay~ Yokosuka. The ship was granted an upkeep period from the 10 to 14 ~~rch. During period 14 March to 28 March the BOXER was the ready carrier. Operational training was conducted in the vicinity of Honshu from 16 to 18 March and 24 to 25 March. (2) In compliance with Commander Task SEVEN confidential Force SEVENTY­ dispatch 250532Z of March the U.S.S. BOX~ (CV-21), with Carrier Air Group TWO embarked, got underway the morning of on 29 March 1952 and proceeded from Yokosuka, J~pan, to the operating area and rendezvoused with Task Force SEVEN in the SEV&~TY­ Sea of_ Japan on the morning of 31 ~~rch 1952. Task Force SEVENTY -SEV:sN ..,.. ~:; c,:-~posed of the U.S. 45), the S. VALLEY FORGE ( CV- U.S.S. ~l-=~~~:PPI:,~: 0G. (CV-47), and various heavy sup­ port and screen in~; sill ps.

I ORIGINAL / l • ' . DEC LASS\ FlED • ...... •

( 3 ) The OTC :was RADM F. W. :~1cMAHON, USN, Commander Carrier Division FIVE and CTF-77 embarked FORGE in the U.~.s. VALLEY (CV-45). RADM A. SOUCEK, ~SN, Commander Carrier Division THREE was second in Command and embarked in the U.S.S. PINE SEA (CV-47). PHILIP­ be Mission

(1) The Task Force was operating in accordance with CTF-77's Operation Order 22-51. (2) The mission of Task Force SEVENTY-SEVEN follows: was as

(a) Conduct air operations from an operating area off the coast of Kore~ to provide close air troop support of friendly operations, interdiction of enemy route of movement and supply, and armed reconnaissance of enemy installations lines of communicstions. and

(b) ~rovide ~ir cover for replenishment ships and other friendly naval surface forces when necr.:ssary. (c) Protect the force against air, surface attacks. surface Rnd sub­ (d) Provide eir spot to bombardment directed. forces when

(e) Conduct photo and visual reconnaissance quired. as re-

(f) Coordinate air operations with the Fifth Air Force through Joe, Korea.

(g) Exch~nge intelligence information with friendly naval forces engaged in surface interdiction operations east coast of Korea. on the

PART II Chronological Order •f Events 1 March 1952 -

Enroute Pearl Harbor, T. H., to Yokosuka, Japan. 10 Marah 1952 - Moored at buoy in Truman Bay, Yokosuka, performing necessary upkeep ~nd repair.

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16 March - lS March 1952 - Underway operational training. 19 March • 23 March 1952 - Moored at buoy in Truman sary upkeep, Bay as Ready Carrier. Neces­ rapair and replenishment was effected. 24 March - 26 March 1952 - Underway oper~tional training period. Flight curtailed by adverse weather. operations 27 March • 28 March 1952 - · Moored at buoy, Truman Bay, Yokosuka, for necessary upkeep t repairs and replenishment. , 29 March 195'2 - At 0600 the BOXER dGparted Task Force Yokosuka, Japan, to join SEVENTY-SEVEN in the Sea of Japan. At 0755 the BOXER rendezvoused (DD-870). with the U.S.S. FECHTELER

30 Iv'f.arch 1952 - Air defense and anti-aircraft ducted during firing exercise were con­ the afternoon. A total of 65 ing flights were launched. operational train­ 31 March 1952 - At 1057, the U.S.S. BOXER (CV-21), in FECHTELER (DD-870), rendezvoused company with U.S.S. At 1400 with Task Force SEVENTY-SEVEN~ the first combat sorties were launched. thirty-two (32) sorties ~ total of were flown to familiarize the with recco routes, terrain features, pilots niques. and CTF-77 operational tech­ 1 April 1952 - Air operations contined. were launched. A total of sixty-one sorties These missions included Armed terdiction and photo coverage. Recco, rail in­ 2 April 1952 - The Task Force replenished.

-3- i. r • ' '~ I • ' '' I" ..... • 3 April 1952 - Air operations continued. Commencing at 0445 with Early Morning Hecklers a total of eighty-eight ( 88) sorties were launched.. Four trucks, five ox carts, three warehouses, twelve buildings and five fuel dumps were destroyed, thirty­ seven rail cuts made and other damage inflicted. 4 April 1952 - Air·operations continued. LT.Nicholas REDEYE, VA-65, made the 51,000th landing aboard the BOXER. Two /ills e~d one F4U-4 sustained minor damage due to flak. 5 April 1952 -

A total of ninety-two (92) sorties were launched. The Morning Hecklers aggressively and successfully attacked a freight train in North Korea. CTF-77 dispatched as follows: "PAT ON B1~CK (HIGH UP) TO YOUR MORNING HECKLERS TODAY" Two F9F-2 sustained minor dame..ge due to flak. 6 April 1952 - The Tnsk Force replenished. Air defense and anti-air­ craft firing exercises were conducted in the afternoon. 7 April 1952 - Idr oper3tions continued. Seventy-nine (79) sorties were launched with effective results. One locomotive and tender were destroyed as well as six trucks and several boats. 8 April 1952 -

No air operations due to fog and adverse weather over the force and target area. 9 April 1952 -

No air operations due to fog and inclement weather over force and target area. 10 April 1952 - With f£vorable weather, air operations were resumed. Primary targets for the dg_y were gun positions in the Wonsan area which were successfully attacked.

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11 April 1952 - Air operations were discontinued due to overoast at approximately 1200 and adverse weather. The Task Force retired to the replenishment area. 12 April 1952 - The Task Force replenished. 13 April 1952 - Group strikes wGre launched against Northeast Korea. Chongjin in extreme h total of one hundred thirty-two (132) ties were launched with excellent sor­ and results. One F4U, one F9F one AD sustained minor damage due to flak. 14 April 1952 - Air operc:tion s continued. were Thirty one (31) rail cuts made, two rail bridges dGstroyed and thirty flaged trucks attacked. four camou­ 15 April 1952 - h total of sixty-six (66) offensive and bat sorties were defensive com­ launched. Carrying forty eight tons of ori­ nance, two package targets were seriously cuts made. damaged and 15 rail 16 April 1952 ... The Task Force replenished. 17 April 1952 - Adverse weather delayed air operations until 1500. A total of fifty-four (54) combat sorties were the late afternoon. launched during These effected twenty rail cuts, destruc­ tion of two boxcars and unassessed damage and flak positions. on troops, buildings 18 P.pril 1952 - Air operations commenced at 1845 2150. A total and continued until of eighty eight sorties were launched. An AD, piloted by LCDR W. P. NEEL, VA-65, east crashed twenty miles north­ of Wonsan, when the port wing sheared off apparently as a at the fuselage result of a hit by anti-aircraft fire. LCDR NEEL was not seen to leave the plane locomotives prior to the crash. Three and fifteen boxcars in the Hankymyong Marshalling

-5- ..... f • '' ·,. ,. ', • .'· ..

Yards were destroyed. 19 April 1952 - Air operations were total curtailed by adverse weather. A of fifty four (54) sorties were launched. ed rail cuts, They accomplish·. destruction of four trucks, and damage truction to numerous buildings. or des­ by flak. One F4U was $lightly damaged · 20 April 1952 - One hundred (100) sorties were launched throughout day, terminating with the Night the Three Hecklers who landed at 2145. huhdred (300) feet of rail track were three rail cuts destroyed, fifty made, a package target effectively damaged other damage or destruction inflicted. and 21 April 1952 - The Task Force replenished. 22 I~pril 1952 - A total of ninety-two (92) out the sorties were launched throug:1- day. ENS S. W. HENDERSON, VF-64, piloting shot down by enemy an F4U, was anti-aircraft fire in the vicinity of nam. ENS HENDERSON made a successful Hung­ Bay and water landing in Hungnam w~s picked up by the destroyer, u.s.s. RUPURTUS. pilot was wounded about the face The is and neck but his condition not considered to be serious. It is anticipated pilou will return to flight that this period. status during the next operational · ENS Ralph A. WALLIN of VF-24, piloting an F9F, made the 52,000th landing on the BOXER upon in North Korea. his return from a strike 23 hpril 1952 - Air operations continued. RADM RADM JOHN PERRY relieved F. W. McMJ~HON and assumed command of CTF-77 Carrier Division FIVE. and Commander 24 April 1952 - Air operations continued. four and Morning Hecklers destroyed damaged twenty six boxcars and two trucks.

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,• . . '. • • \ ' ~ c·r. l._.~.SS\ f'E~ ' I ' •

25 April 1952 -

The Task Force replenished~. CTE 92.11 ing dispatch: sent the follow-

ttWISH TO REPORT A WELL DONE BY BOXER REARMING FROM RAINIER X MhiNT1aNED fi.VERi.GE Ri:.TE OF 203 .4 TONS PER HOUR vJHICH 't'f..AY BE NEW RECORD" CTF-77 dispatched the following: ''CTE-92.11 H1~S INFOli.MED ME THAT AVERAGE RATE TRi..NSFER BETt'IEEN RAINIER i;.ND BOXER DURING REAru:liNG TODAY WAS 203.4 TONS P,£R HOUR X INSOFAR i;.S RECORDS ~:~v.~aLiiBLE TO ME ftRE CONCERNED THL:> MAY BE A NEW RECORD X WELL DONE" Anti-aircraft firing was conducted during the afternoon. 26 April 1952 -

Air operations continued. Inclement weP.ther delayed morning operations until 1130 hours. A total (71) of seventy-one offensive and defensive sorties were launched during the remainder of the day and evening.

ENS Herman RADTKE, VF~24, in an F9F, piloted the 12,00ah plane to be catapulted from the BOXER. This cat-shot from the port was made cat.?-pult ~d established a new fleet re~rd. 27 April 1952 - Air operations consisted of ninety-five photo strike, recco, and defensive missions. Twenty-two rail cnrs were destroy­ ed and five hundred feet of rail track northwest of thoroughly cut. tv on san was 28 April 1952 -

Inclement weather, fog and rain over the Task Force and target area forced cancellation of air operations at approxi­ mately 1300. During the afternoon the Task Force replenished aviation .e:asoline and fuel oil supplies. 29 April 1952 -

Air operations continued. LTJG F. A. RICE, VF-63, bailed out over Wonsan Harbor when a cockpit in fire developed his corsair (F4U). LTJG RICE was pick~d up by belicopter

-7- t • I. • I ·: ~\t rL~.SS. \F\ ED ' . . . . . •

from LST 1077 and taken aboard the destroyer u.s.s. CUNNINGHAM. His injuries were confined to burns about the hands and face. 30 April. 1952 -

The Task Force replenished~ The u.s.s. PRINCETON (CV-37) joined the Task Force. ·At 1321 the BOXER in company with the u.s.s. BUCK (DD-761), the u.s.s. LOFBERG (DD-759J and u.s.s. J. W. THOMA­ SON (DD-760), departed from the Task Force enroute to Yokosuka via Van Dieman Straits for a period of repair, upkeep and rest and recreation. The BOXER and the accompanying destroyers comprised TE-77.04, OTC being ComDesDiv•7 aboard the U.s.s. LOFBERG (Do-· 759). 1 May 1952 - BOXER enroute to Yokosuka. Anti-aircraft firing and air defense drills were conducted during the afternoon. 2 May 1952 -

I~t 15 56 the BOXER moored at Piedmont Pier, Truman Har­ bor, Yokosuka, Japan, for a period of in-port availability and rest and recreation.

-8- v·· '"'"'' ~· . ., Df.\;Lh SSI, IFl. E0 ' \ ~ . SU!IHARY OF SOR'lHES ~IL.J.952 DATE RE!tARKS OFFE!~SM-·~ DEF'l$SIVE 1.0:00 TOTAL Fmsr usr LAUNCH RECOV. DllY !'-TIGHT DAY NIGHT PROP JET PROP PROP JET PROP PROP JET 29 Har. EN ROUTE . - -- 30 Har 1200- 1630 ------16 -- (Training --.. ------49 65 -- enroute: 31 !tl.r 1400- 1000 24 8 I-- ~2 - - -- I 1 Apr 1000 - 1730 40 lB - I -- 60 2 Apr REPLEiTISH! $NT · .. - 21- - I - 1 ------3 Apr OM-5 - 1830 40 16 2 # 16 2 - eo 4 Apr I 0430 - 1830 46 12 6 6 16 3 - 89 .~· I - -- Apr 0430 - 1630 47 22 6 6 s 2 - -- 91 t) Apr REPI.EHI.Sln1EI·TT ------I - - I -- ": Apr 0900 - 1C:OO 37 30 12 -- \ 79 ~ Apr - - - ·I -- ! --.. ------j -- I-- -- 9 Apr ------I --· l ~. 1 Apr 0900- 2100 48- --24 5 2 s 2 I ' --89 I - ~-- ··:;_Apr 0900 - J.a)O 14 s 2 i ' 2J. -- -- ' -- -- ! -~Apr REPIENISHH1'!1TT - i ... I ------I ------~ Apr 0430 - 1600 f!l• 28 - 18 - -~1= i 132 . Apr 0430 - 1630 .. 22 6 -8· 2 I 53 5 I I' - -- 96 ·Apr 0730- 1630 36 18 I - 6 6 - -- -- 1 66 . Apr REP LEN ISHJ.!ENT - I - --I ------I -- I -- .1 Apr 1500 - 1930 32 - 4 12 -- I - - I 54 18 Apr 0845- 2150 48 ~I 4 6 12 2 - - I 88 19 Apr 0845 - 2115 34 3 4 12 2 -- 55 I - 20 Apr 0845 - 2150 50 i6 I 5 8 16 3 I 98 -- - I 21 Apr REPTFlTISHI.~JT - -- -- 22 Apr ~ ------0415 - 1745 46 116I 5 4 17 2 2 - 92 23 Apr 0415 - 1745 L~5 16 5 4 16 2 3 I 91 iI - I 24 Apr 0415 - 1745 I 45 12 2 4 20 2 3 88 25 Apr R.EPLENISir!EtJT i - -.,_,.., ------26 Apr 1130 - 2200 ..;r 14 5 6 12 3 -- -- 77 27 Apr 0830- 2200 50 16 4 6 16 3 - -- 95 28 Apr 0830 - 1300 lB 6 4 34 -:. I - - -- 29 Apr 0830 - 1900 I 42 i 41 --- 7 16 - - - 85 30 Apr R.EPLEN IstHEFT _.,. ------1--, __ -- 1 Hay ENR. YOKOSUKA ------I - - -- 2 ?Jay E!1R. YOKOSUK\ --. .. --·· -- i -- -- I ------TarAt-- 916 .344 57 121 217 .30 59 16 1760

-,FFEKSIVE. SORTIE$: DEf'm:SIVE'SORTIZS UISC ~ · SORTTIS ·-,rop~ ~ ~ • : • ~ •• ~ 97"6 Prop •• ~~~~~ •• ;~151 Prop ••• ~~ ~ ~ ~59 Jet ••••••••••• .344 Jet •••••••• •••~2l7 Jet ••••••••• l6 Total •••• 1320 Total•••• 368 Total. •• 75

TOT~L SORT!ES ••••• l,763

(*) Indicates Y:rEf~THER RECCO. ., ,. '' . ' ~ , ~' . . •

PART III Performance of Ordnance Material and EquiEment See enclosure (1). PART IV Battle Damage No battle damage was sustained (l) for by the ship. See enclosure damage inflicted on the enemy and for by BOXER air craft •. that suffered PliliT V Personnel

e~. Ce.sualties: (1) There were no combat by Ship's personnel casualties suffered Company personnel as a result of enemy Group casualties are action. Air reported in enclosure (1) of this report. b. Performance:

(1) Personnel performance and morale lent during the period have been excel­ of this report. During this period the average on-board count of personnel was 1965, satisfactory. The which number was total losses of various reasons were eighty• one (81); this w~s offset by 16$ gains. ( 2) The critical shortage of petty officers in the EM, IC, BT, J.ViM, continue'S HM, Q.M, ana SK rates. Every effort is being made to prosecute a vigorous on-board to train personnel training program of lower rr.tings to qualify for .performil:l,g duty assignments in higher ratings. (3) The recent inauguration doctrination of an orientation and in­ progre~ for non-rated personnel newly received aboard the BOXER has proved to be beneficial as well as to the to this command men concerned. Each department has had opportunity to explain to the an bilities men its functions and responsi­ abonrd ship. Upon completion of the personnel officer has program, the interviewed each man and assigned him his permanent billet, taking into preferences consideration his personal and the overall needs of the ship. c. Recreation:

(1) The following activities welfare were initiated for the and recreation of officers and enlisted period of this report: men during the

-10- (a) Issue of daily news sheet. (b) Daily newscast over P.A. system. (c) Radio broadcasts and recordings. (d)·Hobby Shop opened for issue of material one hour on Mondays, Wednesdays and Fridays. (e) Exercise room for physical conditioning officers. of

(f) Divine Services were held Mass as follows: Catholic daily; Protestant Worship every Sunday; Latter Day Saints services every week; Ch:ristian Sci.&nce services every week; Jewish services every week. (g) Ship's Library was open at regular all hands. hours for

(h) Sightseeing tours were conducted in Japan. (i) Glee Club formed by members of Ship's and embarked Air Group. Compe~y

(2} Movies wore shown daily. During the operation, eighty-five (85) different programs were hundred sho~1 a total of two eighty-seven (287) times. A l:tte night program was shown in the Training Room for personnel unable lar showings. to attend regu­

(3) The Hobby·Shop was well patronized. Craft supplies were leather, plastic, models and paints. The space by the shop occupied is quite small and no work is actu~lly done there. The space is used only for the sale of materials. mated It is esti­ that approximately ten (10) percent of the crew were en­ gaged in hobby craft work. PAnT VI Comments a. Operetions ( 1) ere

(a) Although task ~orce operations were n9W to a large percentage of assigned personnel, the was degree of training such that no difficulties were experienced upon our joining Task Force SEVENTY-SEVEN. On 16 April, fourteen were (14) seamen rated as Radarmen Third Class. The on-board count of both

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#

rated and non~rated personnel is ances; still below authorized allow­ the pers6nnel problem is serious but not critical. (b) All functionsof CIC exception were. performed with the of·radar countermeasures. Due to present antennae installation, the only signal which cen of our be intercepted is that own SPS-6B radar. Since the SPS"6B is in continuous operation, no RADCM is possible .. I (c) The SX radar was the most reliable system for air search and air control. The reliable detection jet aircraft was range for thirty-five miles; and for prop aircraft was seventy miles. The system has been in operation and no major discrepancies continuously occurred. Although the SPS-6B pro­ vides a greater detection range for jet aircraft, sector, from the blind 060° relative to 130° relative, greatly reduces its use for air search. A study is now being to base recommendations made upon which for the relocation of the SPS-6B an­ tennae to eliminate this blind sector. {2) Photo Interpretation

(a) The BOXETI Photo Interpretation Officer reported aboard at Pearl Harbor. After visits to other forward area while carriers in the in Yokosuka, the extent of the present P.I. work load was realized and enlisted space personnel and temporary were acquired prior to the ship's joing the Task At present the Flag Intelligence Force. Office space is being utilize~ for this W•)rk but arrangements for a permanent must be made space location before the next period of operation as this spr:.ce will be returned to the staff. It is ~ecommended a space suf~~­ cient to lay out mosaics ten fe'et long should assigned to ship's be permanently Photo Interpretation jn addition to the as­ signed ./iir Intelligence spaces. Also to assure assist:m ce 1 the necessary of enlisted personnel tr~.ined in photo interpreta­ tion, it is recommended that two qualified the ship mc-m be assignod to on TAD from VC-61 at the time the Photo Interpretation Officer receives his orders. (3) Air Int€1ligence (a) The transfer of intelligence :Qhotpfiles materials and from the ESSEX (carrier relieved) was insufficient "time made with to properly check classified materials signed for bv the BOXER Intelligence Officer. It the event the is recommended in two carrier~will not be in contact for at least four hours these materials be off loaded and mail status ashore placed in a guard prior to the arrival of the relieving carrier.

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/ ' . ~. ( ; . Dt:CLASSIFlED . ' . . ..

(b) Chart service all to the BOXER was very good at Air Navigation Offices contacted and despite number of 1:50 the large 1000 charts required for rail cien·cies occurred. On the strikes~o defi­ ordinates 1:250,000 charts GEOHEF grid co­ were received in place of UTM on four and a reorder was necessary. chart series covered The initial issue of charts was with frisket paper which has made replacements wear and misuse negligible. due to (c) Within the barter kits received for issue to pilots, the small plastic compass in twenty-five broken open and kits were the ball point pens in all kits were defective. (4) Communications (a) Message Reduction.

This command haa had good results in.reducing outgoing traffic by using tho letter space on smooth "R" in the appropriate write-up copies, to denote the Releasing cer of each outgoing disp2.tch. Offi­ It is recommended daily bomb-line that the originator of the message (JOC Kc-re<-~) use a plaindress heading. This would eliminate about one message. hundred groups of each such

(b) Jot Homing It is recommended that an automatic homing sib­ nal device (Trout) for jets be installed. of the Trout keeps Present manual keyin; one man continuously on watch. An automatic device would free this men for other duties. {c) UHF RATT

Considerable difficulty prevailed with communications, voice and RATT, primarily UHF I difficulties. caused by material ,

(d) Personnel Shortage

While not critical during this period, of qu.alified Radiomen end Quartermasters the loss next three (Signalmen) during the (3) months will reduce the rated personnel a point that efficient operations to such Intensive will be extremely difficult. training of strikers is being conducted sults, but a striker with good re­ of two to six months experience will not likely fill the billet of a First or with any degree Second Class Petty Officer of success. By 1 August, unless replacements

-13- ... ., f· ... .. : lJECLASSIFtEn e . ' • . are received, this·command will hnve seven rated Radiomen of twenty-one allowed, ~nd two rated Quartermasters (Signalmen) of twelve allowed. (5) Photographic Laboratory

(a) The BOXER, operating with CTF-77 for the third time, still lacks sufficient space to carry out, efficiently, all phases of operational photography:required by present oper­ ations. It was necess!?..ry to place a new Matte Dryer in dead storage in order to make space available for a copy camera. Also, although the allowance of AlO-A film dryers is three, this ship has only one because of lack of space to install the dryers. Consequently the film and paper drying process has been down considerably. slowed

(b) K-17 Reconnaissance Photography K-17 Reconnaissance Photography still compris-s the main work load in operational photography, and there is need for a more rapid method of annotating the negatives. The· present method of annotation requires a minimum for of three hours each roll cf film of two hundred exposures. This is the · largest factor in the total time required to deliver complete­ ly annotated sortie photographs. The first flash print is de­ livered, unannotatcd, to the Photo Interpretation approximately Office in one hour and forty five minutes after the photo · plane has been recovered. The ~emaining prints for distribution, as directed, are ready for mailing· at the beginning of regular working hours on the following day, unless a particular sortie is required sooner for op·erational planning. {c) Allocation of Funds for Photography.

It is recommended that an allowP~ce lished be estab­ for the purpose of r~plenishment of photo supplies as needed during any operating period.. The present policy is to make application to ComAirPac requesting additional funds to cover cost of major replenishments, and not to make allowances for fluctuation in the type of photography most in demand at that time. By establishing an operating allowance for Photo Laboratories, it would eliminate the draining of the regular operations allotment, which is insufficient to support a Photo Lab operating at peak production during cruises area. in an operating

From 1 January 1951 to 31 March 1952 the Ph~to­ graphic Laboratory expenditures for both NSA and APA supplies

-14- . ' ( I, . • I ' .' .

totaled $119,965.89. Total expenditures been for NSA alone has· $80,556.61 or an average quarterly expenditure of $16,111. 32. The quarterly allotment for the entire Operations Depart­ ment is 1,500 dollars. (6) Aerolog.;y

(a) Although the prevailing wind direction was southerly, suggesting the establishment of the the Korean summer monsoon, weather during the operating. period was largely of a transitional nature between winter and Cyclonic summer conditions. storm centers for the most part passed well to the north, with their associnted frontal zones no causing little or adverse weather in the operating area. Waves forming to the south on the p6lar front usually remained stable, and passed south of the Jap~nese mainland. Notable occurred exceptions when a low that formed on the Arctic Front to the north coincided with a developing wave on the the polar front to south and casued warm moiet·i.Maritime Tropical air to be transported over the relatively colder Japan. water of the Sea of This unique combination caused the operating area to be blanketed with fog and forced suspension of flight operations on ~he 8th and 9th of April. hS previously fo·rmed stated, waves that to the south of the area usually remained stable and moved rapinly up the Pol~r Front south of Japan. 11 and However, on 17 April, lows thnt haJ formed on the Polar Front in the East China Sea moved across Korea an:l made pend it necessary to sus­ operations. In both cases, however, sky conditions and visibility improved rapidly after frontal passages and oper~tions flight were suspended just half a d~y. One more half day was lost due to weather when an active polar with trough associated a ieep low to the north passed through the operating area on 28 April. This too passed rapidly and was ing followed by clear­ skies. In ~11 only three nnd one half days were lost dur­ ing the month due to inclement weather. (b) Maximum wind velocity of from ·thirty-four knot3 the west northwest was encountered on 18 April when a rapidly moving high pressure ridge, following tem, a deep low sys­ caused a tight pressure gradient over the operating area. Flight operations were not adversely affGcted.

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AEROLOGICAL STATISTICS FOR APRIL 1952 TEMPERATURE SURF .ACE WINDS Average 50.5 Degrees PREVAILING Average Maximum 54.8 Degrees DIRECTION DAYS Average Minimum 46.1 Degrees Absolute Maximum 64 Degrees Absolute Minimum N•••••••••••••••• l 41 Degrees NN~••••••••••••••l NE ••••• ~••••••••• E:NE •••••••••••••• 1 SKY CONDITIONS % TOTAL TIME E •••••••••••••••• 2; ESE••••••••••••••2 Overcast 42.1% Cloudy SE ••••••••••••••• 3 9.3%% ~SE••••••••••••••2 Partly Cloudy 13.8 s .•••••.•.•..•..• 6 Mostly Clear 34.8% s·STN ••••••••••••• • 3 sw .••••••••••••••• 1 Hours of Precipitation . 32 viSW •• • ••••••••••• 2 Average Relative Humidity. 77.5% w•••••••••••••••• J Hours of Fog 52 WNw •••••••••••••• l Nw ••••••••••••••• l NNW••••••••••••••l Average VelocitY•••••••••••••••••••••••••••••••••12.5 Kts. Average Maximum VelocitY•••••••••••••••••••••••••20.5 Kte. Average Minimum VelocitY••••••••••••••••••••••••• 4 Kts. Absolute Maximum Velocity.•••••••••••••••.••••••••• 34 Kts. Absolute Minimum Velocity •••••••••••••••••••••••• Calm CEILINGS TOTAL TIME VISIBILITY %TOTAL TIME Below 1,000 Ft •••••••••• 4.~ Under 1 Mile ••••••••• 4.2% 1;000 - 5,000 Ft •••••••• l8.7% 1 to 3 Miles ••••••••• 3.6% 5, 000 - 10,000 Ft •••••.••12. zi'h 3 to 6 Miles ••••••••• 9.2% Above 10,000 Ft ••••••••• 65.l% Over 6 Miles •••••••• 83.o% FAVORABLE FLYING CONTIONS (Ceiling 1,000 ft., or higher visi­ bility three miles or more) 89.6%

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b. Supply Department (1) Aviation Stores. (a) The consumption of the following structural assemblies, surfaces and propellers has beeh excessive for the period of this report: Elevators (F4U-4)••••••••••••••••• 8 Elevators (46~5) •••••••••••••••• ,. 4 Housing Assembly Tail (F4U-4) ••••• 3 Propellers (hD) ••••••••••••••••••• lO Propellers (F4U-4) •••••••••••••••• 6 Rudders (AD)•••••••••••••••••••••• 9 Stabilizers (F9F)••••••••••••••••• 4 Tip Tank (F9F) •• ~•••••••••••••••••l0 Wings (I~D) •••• • ••••••••••••••• • •• ~ 2 W~ngs (F4U-4)••••••••••••••••••••• 7 (Plus one W~ngs (FkU-5) ••••••••••••••••••••• 2 current AOG) Yoke Assembly Tail Wheel (F4U-4) •• 4 (b) A highly successful "at sea" replenishment of aviation stores and general fleet freight was made with the u.s.s. JUPITER (AVS-8) on 16 hpril. Thirty tons of material we:Pe transferred in the same number of minutes alongside. Man./ items delivered were in the "urgently" required category. ( 2) Ship Store. · · (a) Sales for the month of April were in the amount of $54,774.74. This sales total was the highest for any one month in the history of the u.s.s. BOXER, c. Engipearing Department (1) On g April 1952, failure of a relay in the control panel for #2 lower, 5,500 lb., Bomb Elevator allowed the ele­ vator car to hit the upper stops. As a resultl the hoisting cable drum shaft was badly bent, plAcing the e evator out of commission until repe.irs can be made at the NPval Repair Fac­ ilities, Yokosuka, JapP~.

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(2) Initial cause of the failure leaf was the breaking of a spring in the motor slow-speed contactor, General Electric 50 ampere alternating current contactor, type age of CR51$1-2. Break­ the spring allowed the solenoid to jam in the open pos­ ition permitting the elevator car to hit the up-stop atively high at a rel­ speed, bending the hoisting cable ~rum shaft.

(3) Re~airs were made to th~ contactor screw by placing a in its frame in such a position as to provide a positive stop in case of future spring failure •. d. Gunnery Department ( 1) Fueling at :3ea by Elokomin J.li1ethod: {a) The old method of fueling at sea, also called "Cruiser-Destroyer Method" was used during fueling operations conducted with the u.s.s. KASKASKIA (A0-27) the on 2 April 1952, u.s.s. CiiCAPON (1'.0-52) on 6 April 1952, and also with the U.s.s. Nb.VASOTA (A0-106) on 2$ April amd'.)O operations·wcre April 1952. The at first conducted with some difficulty until a wire pendant was rigged from a pad eye en to the ship's side the hook attached to the hose abnut twelve (12) feet from the discharge end. A quick relea.se pelican hook of the in the center pendant facilitates rapid action in casting off. With the new pendant tending at a 45° angle the strain by the is taken pendant and eliminates the necessity for extensive hold­ down lines formerly used. The Elwood Method fueling-at-sea is the preferred method and is more easily accomplished by ships of this class; however, this ship is prepared method. to fuel by either

(2) Rearming at Sea by Burtoning Method: (a) Methods used for rearming have improved steadi­ ly since returning to the operating area. of mention The two items worthy being the use of the ammunition ship highline as Station #3 in addition #1 and #2 Burtoning whips: (b) The wire used allows heavier loads to be re­ ceived at this station plus eliminating highline on personnel the receiving ship. The ammo ship controlling the inhaul by their power winches •.

(c) A triple swivel is being used by the ammunition ship on the Burtoning hooks which eliminates the to a great extent twisting of the wire formerly experienced and allows loads to be spotted quickly and accurately. The above improvements

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were used by the U.S.$. RAINIER (AE-5) joined with that when her spirited ·crew o'f the BOXER to set a new unofficial tion loading record of 203.4 ammuni­ tons per hour on 25 April 1952. (3) Anti-aircraft Firing Exercises: (a) During aircraft the period of this report, six firing exercises were conducted. (6) anti• on GEORGE and Emphasis was placed BAKER type runs. A very noticeabla has been observed in the improvement ies accuracy of fire of the 5"/38 in spite of the drastically reduced batter­ the majority of personnel training allowance and ing being previously inexperienced. ammunition expended this period: Train­ 488 rounds. 5"/38 : 122 rounds; 40 MM::. e. Air Department ( 1) Aircrc:.ft Handling {a) During this period the aircraft on sisted of one jet squadron (F9Fs), board·con­ AD squadron two Corsair squadrons, one and the normal number of specially craft. A split spot consisting configured air­ three of two AD types and two F4U types was used for the launching or is considered that this arrangement. It available arrangement of aircraft utilizes flight deck space with the the allows the versatility maximum efficiency and required in scheduling. F9F spotted tailed outboard on both types were in an arrangement the port and starboard sides that allows the deck edge used for handling duds. elevator to be (b) To facilitate immediately rearming of returning aircraft, after each recovery (except the day), the wings the last recovery of of AD type aircraft were spread planes loaded forward while holding and the were then folded a ready deck. AD wings and the planes tightened in the to prepare for the next recovery. forward spot (c) Normally, the forward spot prior recovery consisted of either to the jet craft spotted four F4U or three AD type air­ to starboard allowing for a types to be spotted along single row of F9F the port side during the recovery. (d) A casualty to the deck edgo elovauor, ing from sheared linkage between result"· the movement motors and pumps., hampered of planes between the hangar for a period of and the flight deck seven hours during so};ledulm flight However, operations were conducted operations. on schedule through use of

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the remaining elevators. The repair of required the deck edge elevator the manufacture and installation of new parts. (e) On 14 April an AD aircraft barriers crashed through the and hit·the electrical panels of the LeTourneau crane. ~s a consequence, the crane was out of days commission for seven since spare parts were not available. As an emergency measure, it was planned that in the event of crash, blocks a flight deck and tackle rigged on the seven ton Hyster fork lift would be used to clear the deck. flight Although there were no deck crashes during the t:e riod of time that the crane was out of commission, it is believed that the tem of riggin alternate sys­ noted above is capable of successful crash hand­ ling when time ls not the ma.jqr consideration. crane has not To date, the been completely repaired. However, by using swit­ ches ava5.lable, a temporary control 1 panel has been installed that wiJ . cause all moving parts to function tjlting mechanism. except the boom

(f) For test purposes, under AirPac the authority of Com­ letter serial 70/20332 of 23 November 1951, and BuShips letter serial 533-3036 of 9 November San Francisco, 1951, the Naval Shipyard during thG ship's last availability, applied a mixture of neoprene and cement to a small jet ward of the turn up area for­ barriers as a deck covering. It was used also to fill holes in the landing area that crashes. resulted from flight deck Indications are that the mixture will prove satis­ factory ~s a deck covering. Also it can be used "fix" to fill as a temporary holes in the landing area if four or more days are allowed for setting and drying. It is recommended be made with that a study the view toward annlication of the material ia lieu of marine glue between the flight deck covering planking and as a deck from number one barrier to the two hundred foot mark near the catapults. It is believed that will not a covering of this type only protect and preserve the planking but will provide the necessary traction for stopping aircraft, particularly as they come out of the gear. jetsJ (2) Catapults

(a) On 27 April the 12,000th eatapult shot was re­ corded with a perfect record of "cold shots". [b) Maintenance problems breaking mainly consisted of liners from fair-lead sheaves and temporary hydraulic pump failures. Four towing and one retracting Electrical sheave were replaced. trouble accounted for nump failure on two occasions and a malfunctioning oil gear pump relief valve in a third instance. was responsible

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(c) This ship had catapult change #33 incorporated on the starboard catapult. The pressure available for launch­ ing as a result of this change cannot, however, be utilized for launching loaded jets during low wind conditions since launching oridles·of sufficient capacity to withstand the greater load imposed, are not as yet available in this area. When low wind conditions exist it becomes necessary to reduce the bomb load in the interest of flight safety.

(d) The basie weight of an AD-4 aircraft, including four 20~! guns, armor plating, full ammo, full gasoline and oil and pilot is about 16,350 pounds. BuAer Technical Order 15-S2 of 4 February 1952 limits the maximum cata?ult weight of AD-4 aircraft to 20,500 pounds. Therefore, in effect, an AF>-4 aircraft cannot be catapulted with a load greater 4,150 pounds. than The standard load in this area is 5~000 pounds of bombs. Since space considerations preclude a safe take- off run for hea•rily loaded planes during low wind conditions and AD-4 a:i.r.::raft cannot be catapulted at the weight imposed, a reduct:i orl in load becomes mandate ry and accordingly, maximum effectiveness is lost. (3) Jet Blast Deflectors

{a) The n GW jet blast d eflo cto rs installed by th c San Francisco, Naval Shipyard, have proved to be highly satis­ factory. Since their install~tion the jet blast deflectors have been used fer over BOO jet turn·~ups. No cracking of the vanes has been detected. (4} Arresting Gear. (a) Almost 22~000 engagements have been recorded on the number one arresting gear engine. However, wear is apryarent. no excessive ( 5) Barricade

(a) There have been no complete engagements of the barricade during this period.

(b) Extra bungee is used to hold the straps to the deck in order to prevent prop tailwheels from catching the ny­ lon engaging straps of the barricade during deck launches. {6) Maintenance--~ ...... _ ___. ( c:d The Aircraft. Shops Division acted in support of 1 the eli'car.(e:i squadrons by rendering assistance to the VF squadror1•-l u..sing F4U-h Rircraft in the installation of Ordnance Change ~·432 and by turning out complete engine changes.

-21- . ' ' ., , . . . . . • trr,lASSIFIE[' • ( 7) Ordnance (a.) A casualty to the number two lo•t~er bomb ele­ vator necessitated the use of emergency equipment ammunition handling for a protracted period. One hundred pound and 250 pound bombs were hoisted through A-321-T 527-M from A-528-M and A- for a perj_od of three weeks without hampering operations. It is doubtful however, that the large volume sc:ry for of bombs neces­ current usage could have been handled had there been 2 further casualty in the remaining lower stage elevators. {b) On seTeral occasions F9F aircraft with Mark 55 bomb racks installed have returned bombs. with hung 250 pound GP In most cases the hung bomb was dropped during landing upon engagement of the tail hook. In one instance bomb with a 250 pound a .01 nose and tail fuse, armed after about 500 feet of travel up the deck. It came to rest aircraft only after striking an near the forward aircraft elevator, but did not explodeQ (c) Excellent napalm was obtained in ambient tures in the tempera­ 40° - 50°F range using 50 pounds of powder and throJ pints of sylenol per 100 gallons of gasoline. (8) Gasoline

( .:::' Casu"1lties to the gasoline :system inc.lude the following: ·.... } The sylph on bellows :md the neoprene in the fo"'·w::1rd diaphragm starbo~rd automatic valve were ruptured by un­ known causes; {2) The eductor discharge 4 inch gate number one gasoline valve in pump room froze in the closed position. How­ ever, these casualties were repaired he.mpered. and operations were not

(b) In accordance with Carrier Division FIVE Stand­ ing Order, the last two rows of aircraft on the flight be degassed prior deck must to night recoveries and in preparation for a night ready deck. Since the degassing valve ueually will of AD type aircraft not prpperly reseat after it has been opened, valves must be replaced if this type aircraft is degassed. F4U type Therefore, aircraft arc spotted in the last two rows for degassing. An RUDM is being submitted by VA-65. (c) The ship was replenished as follows: with aviation gasoline 2 April ... U.S.S. KASKliSKIA - received 57J.S50 gal. 6 April - u.s.s. CACI~PON - received 107,b00 gal. 12 April - U.s.s. MISPILLION - received 9S,OOO gal. 16 April - U.S.S. MISPILLION - received 125,000 gal. 21 April - U.S.S. MANATEE - received 124,000 25 April- gal. U.S.S. NAVASOTA - received 127,000 g~l. 28 April - u.s.s. NAVASOTA- received 42;000 gal. 30 - u.s.s. NAVASOTA - received 69,000 gal.

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(a') The Air Department commenced the period with many new and inexperienced men and few experienced petty offi­ cers. A training program featurning prescribed training exer­ cises and BOXER techniques was vigorously pursued and many of the rough spots have been smoothed out. It is difficult to present a true loading problem to the ordnance +,he crews without expenditure· of much ammunition and many bombs. During the training period, order to avoid wasteful expenditure of heavy bombs, it is recommended that one complete day be devoted to spotting, rearming, respotting and dearming to truly simulate a TF-77 operations·schedule. In order to more accurately late the condition, simu­ the number of planes aboard should approx~-. mate the number and type aboard an operating carrier when some planes are airborne. The planes aboard could be armed forward, respotted aft fer launch, dearmed, taxied forward to simulate a launch and recovery, armed forward, and the process repeated as schedule training events throughout the operating day. (b) When the rotation of certain key Air Department Officers is to be effected, orders should be issued in suffi­ cient_time that the relieving officer can report on board and observe at least two weeks of actual operations on the line prior to the detachment of the relieved officer. If rotatirn is to be effected while the ship is in a ccntinent~l it is u.s. ~ort, considered desirable to send relieving officers to an operating carrier en the line for a period of about twc weeks to observe actual operating conditi-::ms prier to for tho ir· reportinr duty. Among the key officers are the Air Officer, the Air Ordnance 6fficer and the Aircraft Handling Officer. (c) It is believed that valuable information could be exchanged for the improvement of operating procedures visits th~ugh on operating days by key Air Department officers to other carriers on the line.

)(}!)':_ ))__ ~. . .·1Jtl~-=v_'?__~ D. J. SULLIVAN I '\ .. ' t 1 .

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CNO (2 advance) did 6 CINCPACFLT (2 advance) e~, CINCPACFLT EVAL GROUP @r·ef • a ~'"'JiliNAVFE ( 1 advance) 0771 J --~IV!NAVFE EVAL GROUP flTJ'8M!l COMSEVENTHFLT (1 advance) ctrs 15 ;TF-77 (1 advance) evo 11 ~OMAIRPAC ( 5) ·eYCI 1" COMSERVPAC G=WI :tGl COMFAIRALAMEDA a.c l«YQ COMF AIR JAPAN NAVAL WAR COLLEGE CO, FAIRBETUPAC (2} ~ U.S~S. ANTIETJ~ (CV-36) U.S.S. BON·:HOf-1ME RICHARD (CV-31) ~ U.S.S. ESSEX (CV-9) w 35 U.S.S. KEJ\RSARGE (CV-33) U.S.S. LEYTE (CV-32) U.S. S. OHISKANY ( CV-34) U.S.S. PHILIPPINE SEA (CV-47) V.S.S. PRINCETON (CV-37) U.S.S. SHANGRI-LA (CV-38) U.S.S. TJ~AWA (CV-40) U.S.S. Vl~LLEY FORGE (CV-45) U.S. S. ll/ ASP ( CV -18) U.S. S. INTREPID ( CV·-11) U.S.S. TICONDEROGA (CV-14) U.S. S. CORREIGDOR ( CVE-5$) U.S.S. BATAAN (CVL-29) U.S.S. CABOT (CVL-28) U.S. S. SAIP AN ( CVL-1.;.5·) CC;JI.GJRDIV-1 COMCP.RDI V-2 :CMCtillD IV-3 COMCARDIV-4 COMCARDIV-5 COMCARDIV -6 COMCARDIV-14 COMCARDIV-15 COMCARDIV-16 COM CARD IV -17 COMCARDI V-18 ev11 1 CVG-2 ~ ?442 '• e~