Fire Scout? We don't need no stinkin' Fire Scout . . .

Every now and then CDR Salamander has been known to refer to some of my posts. Turnabout being fair play, let's look at his recent post on the proposed cancellation of the rotary winged MQ-8 Fire Scout drone "wonder copter" as set out in "Because after awhile, people tire of being made the fool"

The whole helo-drone program was a good experiment, but as with many experiments as of late - it was . . . oversold . . .

Some of you may recall that prototype of unmanned aerial vehicles, the Drone Anti-Submarine Helicopter (DASH), which has graced these pages before. A program that wandered through the fleet and other places for something like 44 years ending in this final flight (long video - 46 minutes- flying stuff begins about 33:50):



During its day, DASH was used for ASW, gun spotting and as the butt of a zillion sea stories: "It went out and then disappeared over the horizon." In its evolution out of the fleet, some spotted a conspiracy:

The frequently asked question of "Why is it that an aircraft that was so ahead-of-its-time, then in the 1960s, is not used by our Navy/military, today" from our public and military visitors alike needs to be answered and here at the Gyrodyne Helicopter Historical Foundation (GHHF), we felt that the NAVY should answer that question.
Accordingly, here is an internal Navy memo, since declassified, written by Lieutenant Commander Ira B. Anderson USN in 1970 to the Chief of Naval Operations (CNO) which offers a glimpse of the internal struggle waged by the Naval Aviators which were frightened at the possibility of being replaced by Drones and the Drone supporters who were convinced that being freed of concern over the loss of human life, true expansion of the military applications of Drones/UAVs could be attained furthering our nations offensive and defensive capabilities.
In that struggle for control, the Navy failed to support its' state-of-the-art UAV program (the first of its kind in the world) and therefore failed DASH.

On the other hand, one of the highlights of the Navy League's Sea, Air and Space Exposition was a report on a software and hardware package that would allow any helicopter to be converted to an unmanned aircraft, as set out here:

A package of sensors and software that is claimed to be able to turn any helicopter into an unmanned craft has passed two demonstration flights.

"In the demonstration tests at Quantico, a Marine with no prior experience with the technology was given a handheld device and 15 minutes of training," said a press release from the Office of Naval Research. "The Marine was able to quickly and easily program in the supplies needed and the destination, and the helicopters arrived quickly-even autonomously selecting an alternative landing site based on last-second no-fly-zone information added in from the Marine.

The Autonomous Aerial Cargo/Utility System AACUS consists of a sensor and software package that can be fitted to manned helicopters to avoid obstacles in low visibility conditions. The same package also enables a helicopter to become an unmanned aircraft.

"A self-flying robot with laser beams. It doesn't get much cooler than that."

Okay. It's being used for cargo helicopters. How about if you put one of those packages on - say- a Super Cobra? A relatively low-cost anti-surface weapon system launched from an LCS? Or any ship with a flight deck?

We already own the aircraft - and they don't need to be state of the art to do that sort of mission. Just saying . . .

Office of Naval Research AACUS info here.

So, the basic question is whether the expense of Fire Scout can be re-directed to making AACUS available for non-cargo use? If so, why pay to develop Fire Scout?

Easter

Saturday is Heinlein Quote Day #4

From The Rolling Stones:

Everything is theoretically impossible, until it is done. One could write a history of science in reverse by assembling the solemn pronouncements of highest authority about what could not be done and could never happen. - Robert A. Heinlein

Friday Fun Film: "Your Ship in Action" (1944)

From construction to operation - U.S. Navy cruisers for the fleet:

Disaster Prep Wednesday: Watching the Weather

With the arrival of Spring it is a good idea to keep an eye on the weather - tornadoes, severe thunderstorms, flooding, hurricanes and all. A great site to get the weather picture is NOAA's Daily Hazards Briefing. Here's a screen capture of most of the front page of this site:

Most everything you will need is there - lake and river levesl, severe weather info, links to earthquake and volcanic activity and ash reports.

Go check it out.

"Innovation and Supporting the Warfighter"

On the purpose of innovation: "I never, ever want to see a Sailor, Marine or Coast Guardsman in a fair fight ever . . ." Rear Admiral Matthew L. Klunder, Chief of Naval Research

From the recent Navy League Sea Air and Space Exposition, an interesting panel discussing "Innovation and Supporting the Warfighter" -




Thanks to DVIDS.

Spinning the Sexual Revolution or Everything Old is New Again

The year was 1967. A young grad student was teaching an English class at the University of North Carolina, Chapel Hill. One of the assignments he handed out was to read and do paper on Andrew Marvell's "To His Coy Mistress." This short poem, for those of you who may not recall it is as follows:

Had we but world enough and time,
This coyness, lady, were no crime.
We would sit down, and think which way
To walk, and pass our long love’s day.
Thou by the Indian Ganges’ side
Shouldst rubies find; I by the tide
Of Humber would complain. I would
Love you ten years before the flood,
And you should, if you please, refuse
Till the conversion of the Jews.
My vegetable love should grow
Vaster than empires and more slow;
An hundred years should go to praise
Thine eyes, and on thy forehead gaze;
Two hundred to adore each breast,
But thirty thousand to the rest;
An age at least to every part,
And the last age should show your heart.
For, lady, you deserve this state,
Nor would I love at lower rate.
But at my back I always hear
Time’s wingèd chariot hurrying near;
And yonder all before us lie
Deserts of vast eternity.
Thy beauty shall no more be found;
Nor, in thy marble vault, shall sound
My echoing song; then worms shall try
That long-preserved virginity,
And your quaint honour turn to dust,
And into ashes all my lust;
The grave’s a fine and private place,
But none, I think, do there embrace.
Now therefore, while the youthful hue
Sits on thy skin like morning dew,
And while thy willing soul transpires
At every pore with instant fires,
Now let us sport us while we may,
And now, like amorous birds of prey,
Rather at once our time devour
Than languish in his slow-chapped power.
Let us roll all our strength and all
Our sweetness up into one ball,
And tear our pleasures with rough strife
Thorough the iron gates of life:
Thus, though we cannot make our sun
Stand still, yet we will make him run.

Okay. At the time - some 47 years ago - this poem created a scandal - an academic freedom and free speech scandal- one of the agents of which was a man named Jesse Helms, then a local Raleigh television editorialist.

While there are a couple of different versions of how Mr. Helms (later U.S. Senator Helms) got involved - see a UNC oral history here (which incidentally gets Marvell's first name wrong) -

What happened was that Michael Paull who was this young graduate student, assigned his class to write a theme on Marvell's poem, "To His Coy Mistress" which is, you know, like twenty-five lines long or something. Well, I can't remember what it said, but there was a misinterpretation and one of the freshman coeds told her mother that she had to write a poem on "my first seduction" which was not true. At least that's what the mother reported at a dinner party to Jesse Helms who was then a radio commentator in Raleigh, now our Senator. And the mother told Jesse Helms that her daughter had told her that she had to write on "my first seduction" and the assignment was given by a young male graduate student.
***
.... So Jesse Helms called the University and asked what was going on. "Are your young male graduate students trying to seduce the freshmen coeds this way?" And they didn't know anything about it, you know, and they said they'd call back. But in any event, Jesse went on the air.
***
During his editorial and complained that the University was assigning…. That the freshmen coeds had to write about their love affairs to the young graduate students who naturally were trying to seek out what was doing around. So that was the thing. And as soon as Jesse…. And he said, "What are they doing about it?" Well, immediately Carlysle Sitterson, the Chancellor, removed Paull from his teaching assignment to a research assignment, so he was no longer a TA, a teaching assistant, he was an RA, a research assistant.
***
All twenty-two of Mr. Paull's students signed petitions requesting his return to teaching duties. Between two hundred and three hundred students and faculty members organized into the Committee for Free Inquiry and asked that Mr. Paull be reinstated and that a review board be set up in the English department. Some newspapers expressed concern. The Greensboro Daily News declared, ‘The spectacle of a great University reassigning its instructors at the behest of a bullying television station is hardly believable.’ The Daily Tarheel campus newspaper headed its editorial, ‘Who's afraid of Jesse Helms? The University, that's who."’ So it went. They did appoint a committee in the English department to review the whole situation. There are five members; five tenured senior members of the faculty were appointed to look into it and this was a fig leaf. You can't just put him back and acknowledge you were wrong. So you have a committee and the committee…. Another report here is nineteen pages long and there were distinguished people on the committee and they recommended that he be reinstated, that it had all been an misunderstanding. And he was reinstated.

You should get the idea - a right wing assault on the academic freedom to teach great poetry because of sexual innuendo.

So now, we circle back - again to Chapel Hill, and this time not in a classroom supported by state funds. No, this time to a bar - a shortage of which there is not in Chapel Hill and which you are free to walk in and out of if the ambiance is not to your liking - and to this UNC Student Gets DJ Fired for Playing 'Blurred Lines,' Because Rape Culture :

On Saturday night, University of North Carolina student Liz Hawryluk asked the DJ at a local haunt, Fitzgerald's Irish Pub, to stop playing Robin's Thicke "Blurred Lines," because it "triggers" victims of sexual assault. After Hawryluk spoke out about the incident on social media, Fitzgerald's fired the DJ.

Hawryluk told Jenny Surane at The Daily Tarheel that after she complained to the DJ about the song, she was asked by management to leave the bar. "Fundamentally, all I was aiming to do is to create a safe space in the Carolina community," she explains. "In a lot of ways, violent or graphic images that allude to sexual violence are triggers."

Okay, apparently the most offensive lines in the offending song are:

And that's why I'm gon' take a good girl
I know you want it
I know you want it
I know you want it
You're a good girl
Can't let it get past me
You're far from plastic
Talk about getting blasted
I hate these blurred lines
I know you want it
I know you want it
I know you want it
But you're a good girl
The way you grab me
Must wanna get nasty
Go ahead, get at me
[Pharrell:] Everybody get up

Oh, mercy.

How different are the concepts in Marvell's work and that of Thicke's work? How tender are our youth?

Everything old is new again.

My advice to those who are distraught by our culture and seek "trigger" labels on everything comes from Shakespeare - the only safe thing to do is to "get thee to a nunnery."

Otherwise, there is no safe haven.

In fact, I'm pretty sure a study of Shakespeare's Titus Andronicus would need major trigger warnings - especially Act 2 Scene 4, when Lavinia is returned from being raped and mutilated.

What next? Banning the Bard? All that war and murder and stuff.

Better get after those Greek playwrights, too, I mean Sophocles - murder and incest?

You know, there are cultures which use rape as a means of warfare. Like for as long as humankind has roamed the earth.

Grow up, it's a tough world out there.

Saturday is Heinlein Quote Day #3

There is no worse tyranny than to force a man to pay for what he does not want merely because you think it would be good for him.-- Robert A. Heinlein, The Moon Is a Harsh Mistress

On Midrats 13 April 14- Episode 223: "12 Carriers and 3 Hubs with Bryan McGrath"

Please join us for Midrats Episode 223: 12 Carriers and 3 Hubs with Bryan McGrath on Sunday 13 April 2014 at 5pm (EDT).

"Where are the carriers?" Regardless of the writing, talking, and pontificating about "Why the carriers?" - when there is a real world crisis - leaders still ask, "Where are the carriers."

Since we waived the requirement for a floor of 11, we have drifted to the new normal of 10 CVNs without dedicated additional funding, even 10 isn't an accurate number. With one undergoing nuclear refueling - you really have 9. Knowing what it takes to deploy, train, maintain and all other preparations - in normal times we require 9 carriers to make three available now - if you are lucky. If you have an emergency that requires multiple carriers on station - you can run out of options very fast, and the calendar gets very short.

Surge? If, as Rear Admiral Thomas Moore said last year, “We’re an 11-carrier Navy in a 15-carrier world.” - what risk are we taking with 9 carriers that can get underway?

Our guest for the full hour to discuss this and more will be Bryan McGrath, CDR, USN (Ret.), Managing Director of The FerryBridge Group. We will use as a basis for our discussion the article he co-authored with the American Enterprise Institute's Mackenzie Eaglen, America's Navy needs 12 carriers and 3 hubs.

Join us live at 5pm on the 13th or pick the show up later by clicking here.

If you are feeling daring, you can even join us in the chat room.

Friday Fun Film: "Hook Down, Wheels Down"

A short hour long history of Navy pilots and aircraft carriers:

Allowing the future to prevail . . .

Out with the old . . .

There is a great deal of discussion in Navy circles about both "new technologies" (see e.g. fuel from seawater and railguns at sea and lasers get deployed on a 40-year old+ ship), and new thinking - "disruptive thinking", "additive manufacturing" and much more.

The Littoral Combat Ship sorta leads the way in demanding new technology to make it work right - UAVs, UUVs and perhaps USVs being essential to its missions. The LCS experiment with specialized command modules for ASW, AAW and ASuW clearly fall into this category.

Having just finished reading Buell'sThe Quiet Warrior: A Biography of Admiral Raymond A. Spruance and now reading Potter's Nimitz, I was struck by how rapidly these relative "old fogies" adapted to the concept that the "battleship' era was over and the age of "aircraft carriers and submarines" had begun. I guess it is fair to say that both Nimitz and Spruance had done some serious thinking and study of such matters before the war, but still - in a world of "battleship admirals" these two leaders adapted quickly because they were ready for the future when it became the present.

Perhaps this is not clearly stated enough - but as I am also reading the revised version of Gilder's Wealth and Poverty, there is something in this section that caught my attention:

.... creative destruction is always the essence of growth.

UCAV

From this fact arises the central question about any system of political economy, any platform of a political party, any inspiring scheme of leadership: will it allow the future to prevail? Will it favor the promise of the unknown against the comforts and passions of the threatened past? Little else matters. As at every other point in the harrowing course of human history, current technologies and productivities are inadequate to a rapidly growing and, above all, increasingly demanding world population. As at every other historical epoch, faithless and shortsighted men attempt to halt the increase of knowledge and the advance of technology; they dream of “stationary states,” “economic equilibria,” “alternative lifestyles,” “diminishing technological returns,” “ecological stasis,” and “a return to nature,” all the while mumbling of “the threat of scientific progress.” Such fantasies, endlessly refuted and endlessly recurrent, are the prime obstacle to the survival of civilization.
Gilder, George (2012-07-31). Wealth and Poverty: A New Edition for the Twenty-First Century (pp. 321-322). Regnery Publishing. Kindle Edition.

As you might know, "creative destruction" was not Gilder's idea, but came from Joseph Schumpeter, as set out in this nice summary:

3-D "print"

Herein lies the paradox of progress. A society cannot reap the rewards of creative destruction without accepting that some individuals might be worse off, not just in the short term, but perhaps forever. At the same time, attempts to soften the harsher aspects of creative destruction by trying to preserve jobs or protect industries will lead to stagnation and decline, short-circuiting the march of progress.

... in with the new

In the economy, buggy-whip makers and their employees will suffer when buggies get replaced by automobiles even if they apply the "best" of all management practices. In the Navy, "creative destruction" (or perhaps in the case of battleships, actual destruction) will cause "battleship admirals" to have to find new places to work. Gas turbines and efficient diesel replace steam ship power plants, making fuel from seawater replaces long logistics lines . . . Railguns and lasers go to sea. Ships may not need to have magazines for powder and shot . . .

So? My least favorite justification for proceeding in a certain fashion has always been, "We've always done it this way."

It seems that now is a great time for the Navy to embrace change and to "allow the future to prevail."

Disaster Prep Wednesday: Don't Use Highway Overpasses as Tornado Shelters

For those who live in tornado country or happen to be passing through it, one issue that pops up repeatedly is how to react to a tornado event while on the road. One common reaction is to take a look at those massive highway overpass bridges and think they are just the ticket to safety.

However, there is an older NOAA study that suggests that might be a really bad idea. See Highway Overpasses as Tornado Shelters: Fallout From the 3 May 1999 Oklahoma/Kansas Violent Tornado Outbreak.

The State of Ohio agrees:

Many people mistakenly think that a highway overpass provides safety from a tornado. The reality is: an overpass may be one of the worst places to seek shelter from a tornado. An overpass as tornado shelter can put people at a greater risk of being killed or seriously injured by flying debris from the powerful tornado winds.

Wind speeds in tornadoes can exceed 200 mph. These destructive winds produce airborne debris that are blown into and channeled under the overpass where people might try to seek shelter. Debris of varying size and types, including dirt, sand and rocks, moving at incredible speeds can easily penetrate clothing and skin, causing serious injuries and possibly death. Very fine debris can also be forced into eyes, causing injury or loss of sight. A person can even be blown out or carried away from the overpass by the fierce tornado winds. If a person is positioned at the top of an overpass, he/she could encounter even higher wind speeds and more missile-like debris. Wind direction will also shift abruptly as the tornado passes, tossing debris from all sides.

The point being do not take shelter in highway overpasses.

Energy Wars: Fuel From the Sea

What's cooler than an "electromagnetic weapon at sea?" How about converting seawater to fuel?

Those wild and crazy Naval Research Lab folks and some Navy Reserve help have found way to convert sea water into hydrocarbon fuel. Proof of concept including fueling a model airplane for a test flight, as set out in "Scale Model WWII Craft Takes Flight With Fuel From the Sea Concept":

Navy researchers at the U.S. Naval Research Laboratory (NRL), Materials Science and Technology Division, demonstrate proof-of-concept of novel NRL technologies developed for the recovery of carbon dioxide (CO2) and hydrogen (H2) from seawater and conversion to a liquid hydrocarbon fuel.


Fueled by a liquid hydrocarbon—a component of NRL's novel gas-to-liquid (GTL) process that uses CO2 and H2 as feedstock—the research team demonstrated sustained flight of a radio-controlled (RC) P-51 replica of the legendary Red Tail Squadron, powered by an off-the-shelf (OTS) and unmodified two-stroke internal combustion engine.

Using an innovative and proprietary NRL electrolytic cation exchange module (E-CEM), both dissolved and bound CO2 are removed from seawater at 92 percent efficiency by re-equilibrating carbonate and bicarbonate to CO2 and simultaneously producing H2. The gases are then converted to liquid hydrocarbons by a metal catalyst in a reactor system.

"In close collaboration with the Office of Naval Research P38 Naval Reserve program, NRL has developed a game changing technology for extracting, simultaneously, CO2 and H2 from seawater," said Dr. Heather Willauer, NRL research chemist. "This is the first time technology of this nature has been demonstrated with the potential for transition, from the laboratory, to full-scale commercial implementation."

CO2 in the air and in seawater is an abundant carbon resource, but the concentration in the ocean (100 milligrams per liter [mg/L]) is about 140 times greater than that in air, and 1/3 the concentration of CO2 from a stack gas (296 mg/L). Two to three percent of the CO2 in seawater is dissolved CO2 gas in the form of carbonic acid, one percent is carbonate, and the remaining 96 to 97 percent is bound in bicarbonate.

NRL has made significant advances in the development of a gas-to-liquids (GTL) synthesis process to convert CO2 and H2 from seawater to a fuel-like fraction of C9-C16 molecules. In the first patented step, an iron-based catalyst has been developed that can achieve CO2 conversion levels up to 60 percent and decrease unwanted methane production in favor of longer-chain unsaturated hydrocarbons (olefins). These value-added hydrocarbons from this process serve as building blocks for the production of industrial chemicals and designer fuels.

In the second step these olefins can be converted to compounds of a higher molecular using controlled polymerization. The resulting liquid contains hydrocarbon molecules in the carbon range, C9-C16, suitable for use a possible renewable replacement for petroleum based jet fuel.

The predicted cost of jet fuel using these technologies is in the range of $3-$6 per gallon, and with sufficient funding and partnerships, this approach could be commercially viable within the next seven to ten years. Pursuing remote land-based options would be the first step towards a future sea-based solution.

The minimum modular carbon capture and fuel synthesis unit is envisioned to be scaled-up by the addition individual E-CEM modules and reactor tubes to meet fuel demands.

NRL operates a lab-scale fixed-bed catalytic reactor system and the outputs of this prototype unit have confirmed the presence of the required C9-C16 molecules in the liquid. This lab-scale system is the first step towards transitioning the NRL technology into commercial modular reactor units that may be scaled-up by increasing the length and number of reactors.

The process efficiencies and the capability to simultaneously produce large quantities of H2, and process the seawater without the need for additional chemicals or pollutants, has made these technologies far superior to previously developed and tested membrane and ion exchange technologies for recovery of CO2 from seawater or air.
- See more at: http://www.nrl.navy.mil/media/news-releases/2014/scale-model-wwii-craft-takes-flight-with-fuel-from-the-sea-concept#sthash.2gphEDJC.dpuf

So, let's see - with a large enough ship with a large enough plant on it, you could fuel the gas turbine powered fleet and its aircraft for . . .

Ashore? Making fuel from seawater? Why that's enough to help everyone with ocean access toward energy independence . . . I assume a small nuclear power plant could provide the energy to drive this process . . .

More from Physics.org. Might help with countering ocean acidification, too.

And about this from India's Economic Times "game changer" :

The development of a liquid hydrocarbon fuel is being hailed as "a game-changer" because it would signficantly shorten the supply chain, a weak link that makes any force easier to attack.

The US has a fleet of 15 military oil tankers, and only aircraft carriers and some submarines are equipped with nuclear propulsion.

All other vessels must frequently abandon their mission for a few hours to navigate in parallel with the tanker, a delicate operation, especially in bad weather.
***
Dr Heather Willauer, an research chemist who has spent nearly a decade on the project, can hardly hide her enthusiasm.

"For the first time we've been able to develop a technology to get CO2 and hydrogen from seawater simultaneously, that's a big breakthrough," she said, adding that the fuel "doesn't look or smell very different."

Now that they have demonstrated it can work, the next step is to produce it in industrial quantities. But before that, in partnership with several universities, the experts want to improve the amount of CO2 and hydrogen they can capture.

"We've demonstrated the feasibility, we want to improve the process efficiency," explained Willauer.

Way, way cool.

U.S. Navy to Test Electromagnetic Railgun Aboard Joint High Speed Vessel

Trial runs can be fun, but this test - Navy to Deploy Electromagnetic Railgun Aboard JHSV - ought to be a doozy:

The U.S. Navy plans to install and test a prototype electromagnetic railgun aboard a joint high speed vessel in fiscal year 2016, the service announced today.

This test will mark the first time an electromagnetic railgun (EM railgun) has been demonstrated at sea, symbolizing a significant advance in naval combat.

EM railgun technology uses an electromagnetic force - known as the Lorenz Force - to rapidly accelerate and launch a projectile between two conductive rails. This guided projectile is launched at such high velocities that it can achieve greater ranges than conventional guns. It maintains enough kinetic energy that it doesn't require any kind of high explosive payload when
it reaches its target.

High-energy EM railguns are expected to be lethal and effective against multiple threats, including enemy warships, small boats, aircraft, missiles and land-based targets.

"The electromagnetic railgun represents an incredible new offensive capability for the U.S. Navy," said Rear Adm. Bryant Fuller, the Navy's chief engineer. "This capability will allow us to effectively counter a wide-range of threats at a relatively low cost, while keeping our ships and sailors safer by removing the need to carry as many high-explosive weapons."

EM railgun technology will complement current kinetic weapons currently onboard surface combatants and offer a few specific advantages. Against specific threats, the cost per engagement is orders of magnitude less expensive than comparable missile engagements. The projectile itself is being designed to be common with some current powder guns, enabling the conservation of expensive missiles for use against more complex threats.

"Energetic weapons, such as EM railguns, are the future of naval combat," said Rear Adm. Matt Klunder, the chief of naval research. "The U.S. Navy is at the forefront of this game-changing technology."

This demonstration is the latest in a series of technical maturation efforts designed to provide an
operational railgun to the fleet. Since 2005, the Navy and its partners in industry and academia have been testing railgun technology at the Naval Surface Warfare Center in Dahlgren, Va., and the Naval Research Lab where the service has a number of prototype systems.

USN artist conception

The final operational system will be capable of launching guided, multi-mission projectiles to a range of 110 nautical miles against a wide range of threats. The series of tests are designed to capture lessons for incorporation into a future tactical design and will allow the Navy to best understand needed ship modifications before fully integrating the technology.

The Navy is using JHSV as a vessel of opportunity because of its available cargo and topside space and schedule flexibility. Because JHSVs are non-combatants, there is no plan to permanently install a railgun on any ship of the class. A final decision has not been made on which ship classes will receive a fully operational railgun.

Dear Navy,
Can I go along for the test ride?

Saturday is Heinlein Quote Day #2

From Time Enough for Love

“Progress isn't made by early risers. It's made by lazy men trying to find easier ways to do something.”

- Robert A. Heinlein

Robomow

On Midrats 6 Apr 14 -Episode 222: USS PONCE (AFSB(I)-15) Lessons with CAPT Jon N. Rodgers, USN

Please join us on Sunday at 5pm (EDT) for Midrats Episode 222: USS PONCE (AFSB(I)-15) Lessons with CAPT Jon N. Rodgers, USN

As with most concepts and good ideas, you really don't know what you need and how you need to do it until you put Sailors to task and head to sea.

The idea of an Afloat Forward Staging Base has, in a variety of forms, been a regular part of naval operations arguably for centuries under different names and with different equipment.

What about the 21st Century? More than just a story about the use and utility of the AFSB concept, the story of the USS PONCE is larger than that - it also has a lot to say about how one can quickly turn an old LPD around for a new mission, and how you can blend together the different but complementary cultures of the US Navy Sailors and the Military Sealift Command civilian mariners.

Our guest for the full hour to discuss this and more will be Captain Jon N. Rodgers, USN, former Commanding Officer of the USS PONCE AFSB(I)-15.

Either join us live or pick the show up later by clicking here.

Friday Fun Film: Night and Day Carrier Landings - Split Screen

A short video of a pair of carrier landings from the cockpit view. Carl Vause posted this spliced video taken during carrier qualifications being conducted with USS Abraham Lincoln.



You should probably note that the pilot has a whole lot more going on than is visible in this video- flight instruments, radio conversations, and the like.

Still. Some people get paid to have this kind of fun.

International Trade Whither it goest?

What are the trend lines we follow to see where the world economy is going? As long noted on this blog, one trend line is the "Baltic Dry Index." As set out in 2009:

As to why the Baltic Dry Index (BDI) works as an indicator, see here:

The BDI is one of the purest leading indicators of economic activity. It measures the demand to move raw materials and precursors to production, as well as the supply of ships available to move this cargo. Consumer spending and other economic indicators are backward looking, meaning they examine what has already occurred. The BDI offers a real time glimpse at global raw material and infrastructure demand. Unlike stock and commodities markets, the Baltic Dry Index is totally devoid of speculative players. The trading is limited only to the member companies, and the only relevant parties securing contracts are those who have actual cargo to move and those who have the ships to move it.

As noted here,

The BDI factors in the four different sizes of oceangoing dry bulk transport vessels:

Just last month, the Marketplace radio folks said Economic eyes again turn to the Baltic Dry Index, but there may be more to a decline in current days than declining markets -

And there's another reason for thinking that the big drop in the Baltic Dry Index may not be as menacing as it seems. The cost of shipping reflects not only the demand for raw materials, but also the supply of ships. Amir Alizandeh of the Cass Business School has been studying the accuracy of the Index as an economic predictor.

"If you have too many ships around, then this will result in a drop in the index," he says. "And that's the situation at the moment: We have too many ships chasing not enough cargoes."

The economic boom that preceded the collapse of Lehman Brothers had triggered a ship-building frenzy. All those extra ships have now been delivered, and the world has 60 percent more bulk carrying vessels than it needs.

So, when you seen a chart like the one below on Bloomberg, it may be too many hulls (in this case, Panamax hulls) chasing too few cargoes.

Which allows you to understand headlines like Baltic Dry Index weighed down by Panamax.

Just a reminder to know the background of any index you might plan to use to foresee the future.

Energy News: Why you will pay more the gas pump soon

The U.S. Energy Information Administration report on causes at Rail congestion, cold weather raise ethanol spot prices:

Extremely cold temperatures this winter led to rail congestion in and out of midwestern terminals that delayed shipments to other regions and resulted in significant ethanol stock draws. Railcar dwell time, the time that loaded railcars spend in a terminal awaiting movement, at Burlington Northern Santa Fe Corporation’s Galesburg, Illinois terminal, which handles many ethanol cars from Iowa, nearly doubled in early 2014 to reach a peak of 60 hours in February and remain above year-ago levels.

While more than 70% of ethanol producers are equipped to load unit trains (trains running a single product), only about 35% of gasoline blending terminals are equipped to receive them. The average speed of manifest trains (trains running multiple products), which are often used to deliver ethanol to gasoline blending terminals that are not equipped to handle unit trains, decreased by 23%, from 22 miles per hour (mph) to 17 mph over the past 12 months.

Ethanol stocks were drawn down nationwide by nearly 2 million barrels (bbl) from mid-February to mid-March, partially recovering to 15.9 million bbl on March 28. This is more than 4 million bbl below typical March levels, which averaged more than 20 million bbl from 2011 through 2013. East Coast inventories were especially hard hit and on March 14 reached their lowest level (4.5 million bbl) since EIA began recording data in June 2010.

Ethanol, the gift that keeps on giving.

The EIA has a nice graph, though: 

Source: U.S. Energy Information Administration based on Oil Price Information Service (ethanol prices) and Thomson Reuters (RBOB prices).
Note: RBOB is reformulated blendstock for oxygenate blending gasoline, a motor gasoline blending component intended for blending oxygenates to produce finished reformulated gasoline.

UPDATE: Oh, "Illusion of Climate Fixing?" (that a label below) see "Downsides of ethanol spur Obama to urge reduced usage" from 2013:

The Obama administration on Friday proposed to reduce the amount of ethanol in the nation’s fuel supply for the first time, acknowledging that the biofuel law championed by both parties in 2007 is not working as well as expected.

I hope to shout. Pay more, get less. What a country.

Disaster Prep Wednesday: Preparing for Earthquakes

The thing about earthquakes is that they are both inevitable and unpredictable. Recent quakes in Chile, California and other spots have raised current awareness levels - though there are assurances that the level of quake activity has not risen dramatically though the ability to locate them has improved and earthquake years have "averages":

According to long-term records (since about 1900), we expect about 17 major earthquakes (7.0 - 7.9) and one great earthquake (8.0 or above) in any given year.

If you live in the United States, there are regions that are more prone to earthquakes that others - California, Alaska, and the West Coast come to mind, but it's not just those areas. Here's a useful map from the U.S. Geological Survey (USGS):

Worldwide? Well, this USGS page lists daily activity of earthquakes over 2.5 on the Richter scale. At the time of this writing, that list shows 63 such quakes. This map shows the daily activity:

USGS is working on developing "early warning" for quakes - as set out here:

Earthquake Early Warning (EEW) uses existing seismic networks to detect moderate to large earthquakes very rapidly so that a warning can be sent before destructive seismic waves arrive to locations outside the area where the earthquake begins. These warnings allow people to take protective action and can also triggering automatic responses to safeguard critical infrastructure.

You might note that the idea is to warn people outside the immediate quake area. For those at or near the epicenter, I guess you'll know when the quake arrives - when the quake arrives. Areas of greater or lesser earthquake risk are known, but where and when - not so much.

National seismic hazard map for the United States. Colors indicate peak horizontal ground acceleration (in % g) with a 10% probability of exceedance in 50 years. The earthquake early warning system is initially being developed in the western United States (California and Washington) where the seismic hazards are greatest and the density of seismic instruments approaches what is necessary to produce a useful warning.

The caption of the "Seismic Hazard Map" of the U.S. does a nice job of explaining risks. You might note the risks of the "New Madrid" (right center of map) and South Carolina zones. The USGS provides a poster of "20 Cool Facts about the New Madrid Seismic Zone" which include:

***In 1811, the population of what is now the central United States was very sparse. Still considered to be the western frontier, there were only about 5,700 people in the St. Louis area at the time. Most historical reports (journals, letters, and newspapers) describing the earthquake shaking and its effects were written by people who were located east of the Mississippi River. Today, about 11–12 million people live in the St. Louis–Memphis region.

I hope you get the idea that there are a few locations in the U.S. that are historically safe from earthquakes, but there are also vast regions that have, as they say, a "history."

All of which gets to the point of this post, which is what to do to prepare yourself and your loved ones for a serious earthquake. Naturally, the American Red Cross has some ideas at Earthquake Preparedness and Safety:

• Become aware of fire evacuation and earthquake safety plans for all of the buildings you occupy regularly.

• Pick safe places in each room of your home, workplace and/or school. A safe place could be under a piece of furniture or against an interior wall away from windows, bookcases or tall furniture that could fall on you.

• Practice “drop, cover and hold on” in each safe place. If you do not have sturdy furniture to hold on to, sit on the floor next to an interior wall and cover your head and neck with your arms.

• Keep a flashlight and sturdy shoes by each person’s bed in case the earthquake strikes in the middle of the night.

• Make sure your home is securely anchored to its foundation.

• Bolt and brace water heaters and gas appliances to wall studs.

• Bolt bookcases, china cabinets and other tall furniture to wall studs.

• Hang heavy items, such as pictures and mirrors, away from beds, couches and anywhere people sleep or sit.

• Brace overhead light fixtures.

• Install strong latches or bolts on cabinets. Large or heavy items should be closest to the floor.

• Learn how to shut off the gas valves in your home and keep a wrench handy for that purpose.

• Learn about your area’s seismic building standards and land use codes before you begin new construction.

• Keep and maintain an emergency supplies kit in an easy-to-access location.

Ah, yes, emergency supplies. The Red Cross has a list. You know, water, food and the like. Kept in a place unlikely to have your house drop on top of it. If you want to forgo doing your own kit assembly, there are kits you can buy. Including a commercially available kit from iPrepare that covers 5 people for a few days and runs about $160.

For people living in earthquake country, I would add some things - things I have also recommended for people living in hurricane country, including tools to move stuff out of the way to get to your emergency kit -like a "come-along" and a serious pry-bar.

The radio? Hand-cranked with some walkie talkies to allow communications if you send out scouts.

Some people suggest having some sort of "protection" from looters and those other varmints who, having failed to prepare for disasters, come looking to you for "assistance." I have previously suggested something like the Taurus Judge, chambered for .45 and .410. I still like the choice especially with more .410 than .45 rounds. Less chance of shooting a neighbor by accident is my thinking. But . . . you may have different views, including deciding that a weapon is just too much to worry about. Up to you.

I would offer the idea that the best protection may come in encouraging your neighbors to get their own emergency kits and discussing neighbor assistance programs, perhaps including Community Emergency Response Teams (CERT). Always a good idea to know your neighbors, anyway.

It is to laugh: "China says Manila provoking trouble in seas ahead of legal case"

Best unintentional humor item of the day from the bully of the South China Sea: "China says Manila provoking trouble in seas ahead of legal case":

China accused the Philippines on Monday of deliberately provoking trouble in the South China Sea by delivering supplies to a contested military outpost at the same time as seeking international arbitration in the dispute.

A Philippine vessel delivered food, water and fresh troops to Second Thomas Shoal over the weekend, evading two Chinese coastguard ships trying to block its path.

 Right, this is all Manila's fault for not bending to China's will. 

Some background at South China Sea: China Keep Raising Heat Over Disputed Island Claims.

Oh, those plucky Filipinos - outrageously taking food and water and replacements to a beached LST that represents their outpost on islands China wants because . . . oil and gas.

And maritime dominance of the South China Sea.

Reuters report of resupply adventure here:

Things were going smoothly for the Philippine ship until it was spotted by a Chinese coastguard ship about an hour away from the Second Thomas Shoal. The Chinese boat picked up speed to come near the left of the white Philippine ship, honking its horn at least three times.

The Chinese ship slowed down after a few minutes, but then a bigger coastguard vessel emerged, moving fast to cut the path of the Philippine boat.

The Chinese sent a radio message to the Filipinos, saying they were entering Chinese territory.

"We order you to stop immediately, stop all illegal activities and leave," said the radio message, delivered in English. Gato replied that his mission was to deliver provisions to Philippine troops stationed in the area.

Philippine troops wearing civilian clothes and journalists then flashed "V" for the peace sign at the Chinese.
***
Instead of stopping or reversing, the Philippine vessel picked up speed and eventually maneuvered away from the Chinese, entering waters that were too shallow for the bigger coastguard ships.

A U.S. navy plane, a Philippine military aircraft and a Chinese plane, all visible from their markings, flew above the ships at different intervals.

I guess we need to look at the Philippines Exclusive Economic Zone.

See here for more on the ROP view and the source of the above image.

Littoral Combat Ship: War Gaming Success?

Like a lot of people, I have done my share of bashing the Littoral Combat Ship.

As offset to that, here's an interesting blog post from Aviation Week's Michael Fabey concerning a recent U.S. Naval War College war game: "LCS Got Game":

Rowden [Rear Adm. Thomas Rowden, director of surface warfare], who has been locked away in for the wargames in the frigid New England wintry spring weather, took time to chat exclusively to Aviation Week about LCS’ performance thus far in the mid-2020s scenarios.

Stated simply, he says, the LCS give enemy fits.

“They are aware of where the carriers and amphibs are,” he says. “They had no of where the LCS was. They can give the enemy a helluva hard time.”

The LCS, he says, could swing out from the group, nearly unobserved, and deliver a sneak attack with missiles that can hit a target 120 to 130 nautical miles away. There are missiles now, he says, available or in development, that the Navy is confident will work with the ships.

LCS concept of operations, or conops, really open up, he says, when they are paired with other ships, like guided-missile DDG destroyers or Joint High Speed Vessels.

The LCS-DDG mating was particularly devastating, he says, for antisubmarine warfare (ASW). “The whole is significantly greater than its parts,” he says, combining three helicopters and an unmanned vertical lift aircraft.

Also, he says, LCS could be tasked to do some destroyer-type missions to free up the DDGs for other jobs.

Essentially, he says, when used the correct way – the way the ships were envisioned -- they can take a punch and deliver one.

“Are they lethal and survivable? Absolutely.”

Read the whole thing.

Your opinion may vary.

Old Days and Familiar Fights: Admiral Zumwalt: Z- Gram-57

One of the topics we discussed during our discussion Episode 221: Officer Retention with VADM Bill Moran and CDR Guy Snodgrass had to do with certain "quality of life" issues - a familiar path down which the U.S. Navy has trod before.

One of the points made by CDR Snodgrass in his study "Keep a Weather Eye on the Horizon: A Navy Officer Retention Study" as to do with the administrative overhead

facing fleet units and the effort to slim those down:

6. Refocus Efforts to Remove Administrative Distractions for Commands

Admiral Jonathan Greenert, Chief of Naval Operations, wrote in a May 21, 2013 memo to Admiral John Richardson, “I have been made aware, from the chain of command and from direct feedback from the fleet, that we are spending too much time performing administrative tasks, or perhaps completing duplicative or competing requirements … which keep all of us from being effective — that prevent us from keeping ‘warfighting first’.” This memo instructed Admiral Richardson to stand up a task force dedicated to the reduction of administrative distractions so sailors and commands could place greater emphasis on warfighting. The effort was then handed to Rear Admiral Herman Shelanski, who later stated “our goal is to give back to our warfighters, and includes everyone from the CO to the deckplate leaders, more time to focus on the things they need to do.”

Funny, some of that reminded me of the famous Z-Grams from the early 1970s, including Admiral Zumwalt: Z- Gram-57 (emphasis added):

Z-gram # 57 (Elimination of Demeaning or Abrasive Regulations), 10 November 1970

FROM: CNO {Z-57}
TO: NAVOP
UNCLAS //NO1100//
102157Z NOV 70

DEMEANING OR ABRASIVE REGULATIONS, ELIMINATION OF

1. THOSE DEMEANING OR ABRASIVE REGULATIONS GENERALLY REFERRED TO IN THE FLEET AS "MICKEY MOUSE" OR "CHICKEN" REGS HAVE, IN MY JUDGMENT DONE ALMOST AS MUCH TO CAUSE DISSATISFACTION AMONG OUR PERSONNEL AS HAVE EXTENDED FAMILY SEPARATION AND LOW PAY SCALES. FOR THIS REASON, SHORTLY AFTER TAKING COMMAND I REQUESTED A COMPREHENSIVE REVIEW OF CURRENT NAVAL POLICIES AND REGULATIONS. I DESIRE TO ELIMINATE MANY OF THE MOST ABRASIVE POLICIES, STANDARDIZE OTHERS WHICH ARE INCONSISTENTLY ENFORCED, AND PROVIDE SOME GENERAL GUIDANCE WHICH REFLECTS MY CONVICTION THAT IF WE ARE TO PLACE THE IMPORTANCE AND RESPONSIBILITY OF "THE PERSON" IN PROPER PERSPECTIVE IN THE MORE EFFICIENT NAVY WE ARE SEEKING, THE WORTH AND PERSONAL DIGNITY OF THE INDIVIDUAL MUST BE FORCEFULLY REAFFIRMED. THE POLICY CHANGES BELOW ARE EFFECTIVE IMMEDIATELY AND WILL BE AMPLIFIED BY MORE DETAILED IMPLEMENTING DIRECTIVES TO BE ISSUED SEPARATELY.

A. IT APPEARS THAT MY PREDECESSOR'S GUIDANCE IN MAY ON THE SUBJECT OF HAIRCUTS, BEARDS AND SIDEBURNS IS INSUFFICIENTLY UNDERSTOOD AND, FOR THIS REASON, I WANT TO RESTATE WHAT I BELIEVED TO BE EXPLICIT: IN THE CASE OF HAIRCUTS, SIDEBURNS, AND CONTEMPORARY CLOTHING STYLES, MY VIEW IS THAT WE MUST LEARN TO ADAPT TO CHANGING FASHIONS. I WILL NOT COUNTENANCE THE RIGHTS OR PRIVILEGES OF ANY OFFICERS OR ENLISTED MEN BEING ABROGATED IN ANY WAY BECAUSE THEY CHOOSE TO GROW SIDEBURNS OR NEATLY TRIMMED BEARDS OR MOUSTACHES OR BECAUSE PREFERENCES IN NEAT CLOTHING STYLES ARE AT VARIANCE WITH THE TASTE OF THEIR SENIORS NOR WILL I COUNTENANCE ANY PERSONNEL BEING IN ANY WAY PENALIZED DURING THE TIME THEY ARE GROWING BEARDS, MOUSTACHES, OR SIDEBURNS

B. I VIEW THE PROHIBITION AGAINST THE WEARING OF CLEAN, NEAT WORKING UNIFORMS OR DUNGAREES TO AND FROM WORK AS UNWARRANTED AND I NOW DIRECT THAT IT BE SUSPENDED FOR THE CONVENIENCE OF ALL CONCERNED.

C. TO STANDARDIZE CURRENT PRACTICES, WORKING UNIFORMS, DUNGAREES, AND FLIGHT SUITS ARE AUTHORIZED IN ALL NAVAL COMMISSARIES. EXCHANGES, SNACK BARS, DISPENSARIES, DISBURSING OFFICES, AND OTHER SERVICE TYPE FACILITIES, AND NO ONE WILL BE DENIED ENTRANCE FOR BEING IN THE "IMPROPER" UNIFORM, ASSUMING THOSE WORN ARE CLEAN, NEAT, AND IN GOOD CONDITION. BASE COMMANDERS WILL REVIEW SIMILAR RESTRICTIONS APPLICABLE TO DEPENDENTS AND ADOPT REGULATIONS CONSISTENT WITH CURRENT FASHIONS.

D. THE REQUIREMENT FOR OFFICERS AND MEN TO SHIFT INTO THE UNIFORM OF THE DAY FOR THE EVENING MEAL WILL BE DISCONTINUED, EXCEPT FOR CEREMONIAL OR OTHER SPECIAL OCCASIONS OR BY DECISION OF THE GROUP OF PERSONNEL INVOLVED.

E. AT LEAST ONE ROOM OF EVERY NAVAL OFFICER, CPO, AND ENLISTED CLUB SHALL PERMIT THE WEARING OF INFORMAL AND CASUAL CLOTHES {SPORT SHIRT} AND NAS CLUBS SHALL SIMILARLY PERMIT FLIGHT SUITS IN AT LEAST ONE ROOM OF EACH CLUB.

F. WHERE OPTIONAL UNIFORMS ARE SPECIFIED BY THE AREA COMMANDER, THIS WILL MEAN OPTIONAL TO THE INDIVIDUAL AND NOT TO THE LOCAL COMMANDS, EXCEPT FOR SPECIAL OCCASIONS, SUCH AS INSPECTIONS, WHERE UNIFORMITY IS REQUIRED.

G. WHEN VISITING FLEET UNITS, I NOT ONLY DO NOT WISH TO SEE FRESH, PAINT APPLIED STRICTLY BECAUSE OF MY VISIT BUT CONSIDER THAT RUSTED SURFACES HASTILY PAINTED OVER ARE A REFLECTION OF POOR COMMAND DISCRETION. THIS TYPE OF PREPARATION FOR ANY SENIOR OFFICER VISIT SHALL BE PROHIBITED.

H. THE REQUIREMENTS TO CERTIFY THE POSSESSION OF SUFFICIENT FUNDS OR TO ACKNOWLEDGE GEOGRAPHICAL LIMITATIONS FOR LEAVE {EXCEPT FROM VIETNAM WHERE SPECIAL REGULATIONS APPLY} OR LIBERTY PURPOSES, TO PRODUCE PERSONAL PROPERTY PASSES, OR TO SHOW CERTIFIED PERMISSION TO BE AWAY FROM DUTY STATION {WALKING CHITS} PRESUPPOSES A GENERALIZED IRRESPONSIBILITY WHICH I DO NOT ACCEPT, AND THESE REQUIREMENTS WILL BE ELIMINATED.

I. IN VIEW OF THE REQUIREMENT FOR SPECIAL PRECAUTIONS FOR OPERATING MOTORCYCLES, SAFETY REGULATIONS MUST BE STRICTLY ENFORCED; HOWEVER, MOTORCYCLES SHOULD BE PERMITTED ENTRY AND ACCESS TO ALL NAVAL FACILITIES UNDER THE SAME CONDITIONS AS FOR AUTOMOBILES, AND CONVENIENT MOTORCYCLE PARKING AREAS WILL BE PROVIDED. FURTHERMORE, SO LONG AS THE HEAD GEAR MEETS SAFETY STANDARDS, NO MOTORCYCLE OPERATOR SHOULD IN ANY WAY BE PENALIZED OR DENIED ENTRY BECAUSE OF THE COLOR OF HIS HEAD GEAR.

J. OVERNIGHT LIBERTY WILL NOT BE TREATED AS A PRIVILEGE FOR WHICH A SPECIAL REQUEST CHIT MUST BE SUBMITTED, BUT RATHER AS THE NORMAL FORM OF LIBERTY FOR OUR RESPONSIBLE SAILORS. EXCEPTIONS TO THIS POLICY WOULD BE MADE ONLY FOR EXTRAORDINARY CIRCUMSTANCES SUCH AS GOVERNMENT IMPOSED CURFEW OR EXTREMELY UNSATISFACTORY ENVIRONMENT, AND THEN ONLY UPON DETERMINATION OF THE SENIOR OFFICER PRESENT.

K. THE REQUIREMENT FOR LINE HANDLERS, REFUELING PARTIES, TOPSIDE WATCH STANDERS IN INCLEMENT WEATHER, BOAT CREWS IN HEAVY WEATHER, AND OTHERS WHO ARE ENGAGED IN WORK WHICH WOULD UNDULY SOIL OR DAMAGE SUCH UNIFORMS, TO PERFORM THE JOBS IN WHITES OR BLUES IS UNREASONABLE AND IS TO BE DISCONTINUED, EXCEPT FOR MOST UNUSUAL CEREMONIAL OCCASIONS.

L. THE OCCASIONAL PRACTICE OF REFUSING TO FORWARD A REQUEST FROM AN INDIVIDUAL TO HIGHER AUTHORITY WILL BE DISCONTINUED. IF PERSONNEL IN THE CHAIN HAVE GOOD REASON FOR NOT RECOMMENDING APPROVAL OF A REQUEST, THEY SHOULD, OF COURSE, SO STATE, BUT THEY MUST FORWARD IT EXPEDITIOUSLY ONE WAY OR ANOTHER.

M. I. AM NOT SUGGESTING THAT A MORE LENIENT ATTITUDE TOWARD IRRESPONSIBLE BEHAVIOR BE ADOPTED, BUT I DO BELIEVE THAT WE CANNOT PERMIT GENERAL POLICIES TO BE DICTATED BY THE NEED, WHICH I SUPPORT, TO CONSTRAIN THOSE FEW INDIVIDUALS WHO DO NOT RESPOND TO THE TRUST AND CONFIDENCE EXPRESSED IN MORE FLEXIBLE AND LESS RESTRICTIVE REGULATIONS.

E. R. ZUMWALT, JR., ADMIRAL, U.S NAVY,
CHIEF OF NAVAL OPERATIONS.

See CDR "Bus" Snodgrass's 14th point:

14. Reinstitute Uniform Wear Diversity for Commands

Unit esprit de corps is an incredibly powerful tool that can aid the retention of our best, brightest, and most talented. As one commanding officer put it best, “Everyone likes to be a part of a winning team.” Unfortunately, senior leaders lost credibility by making a change that had no discernible effect other than to make cosmetic changes to highly valued uniform components. As one officer put it, “Why make a change to something that is trivial to many, but held very dearly by those it affects most?”

Senior leaders should reconsider relaxing regulations concerning uniform wear, such as the reinstatement of command ball caps for surface warfare commands and the use of colored t- shirts and shoulder patches on flight suits for naval aviation – to include their wear off base. A February 18, 2014 message from Vice Adm David Buss, Commander Naval Air Forces, allows the wear of additional shoulder patches off base and colored t-shirts on base. This is a welcome change that many junior officers have fought to restore over the course of several years. Since the Navy Uniform Board is internal to the Navy, and is chaired by Vice Adm William Moran, Chief of Naval Personnel, the opportunity exists to push this to it’s logical conclusion: Allowing the wear of colored t-shirts off base. This will remove the necessity for a majority of officers to change shirts once they arrive at, and depart from, the squadron.

This is just one specific example among the many available to each warfare community. While broad in nature, this recommendation should not be perceived as decreasing professionalism or relaxing uniform standards. Rather, it is intended to provide commanding officers greater latitude in building a command climate based on excellence and individuality – both traditional hallmarks of successful Navy units.

You want a simple way to send some power back to commanding officers and to their subordinates throughout the fleet? Just go back to allowing them the flexibility to establish and enforce uniform policies in accord with Z-Gram 57 and Bus's 14 (also VADM Buss's msg referenced therein), especially for those who occupy space at the pointy end of the spear and not cubicles in big buildings. How about allowing SWO/SWE coveralls at Exchanges, Medical Facilities? Working sailors should not have to change clothes to go on the beach during working hours or to and from home. If a clean flight suit is permitted in such circumstances, why not a clean set of coveralls?

In short, ship and other afloat commanding officers should be given the power to allow sea-going sailors to wear when ashore such uniform items as ship ball caps and patches that will identify them as proud members of the sea service afloat units and teams. (For current standard, see fn7, Chapter 3 Navy Uniform Regs).

Saturday is Heinlein Quote Day

From Double Star:

Take sides! Always take sides! You will sometimes be wrong — but the man who refuses to take sides must always be wrong.

Robert A. Heinlein

Friday Fun Film: Alaska: A Modern Frontier (Revised edition) (1948)(or maybe 1958 or something)

From 1948, 1959-ish, Alaska in its pre-state newly post territorial status - also pre- oil and shortly after WWII (see, it was revised):