|
CHAPTER XXII and Appendix I SCB-101 (1 February to 15 June 1970) |
|
USS Midway (CVA-41) underway on 20 June 1963, with F-3 Demon, F-4B Phantom II and F-8 Crusader jet fighters on her flight deck. The two Crusaders parked furthest forward are from Fighter Squadron 24 (VF-24). Photographed by PH1 J.D. Osborne. Official U.S. Navy Photograph, from the collections of the Naval Historical Center (# NH 97632). NS024123. NHC. |
|
A Sailors tale of his Tour of duty in the U.S. Navy (August 1977 to February 1983) Operation Evening Light and Eagle Claw - 24 April 1980
Book - ISBN NO. 978-1-4276-0454-5 EBook - ISBN NO. 978-1-329-15473-5
Operations Evening Light and Eagle Claw (24 April 1980) Iran and Air Arm History (1941 to 1980)
Book ISBN NO. xxxxxxxxxxxxx EBook ISBN NO. 978-1-329-19945-3
U. S. AIRCRAFT CARRIER SHIP HISTORY (1920 to 2019)
Book - ISBN NO. 978-1-4276-0465-1 EBook - ISBN NO. 978-1-365-25019-4 Library of Congress Control Number: 2008901616 (Book Version)
U. S. AIRCRAFT CARRIERS REDESIGNATED AND OR RECLASSIFIED (1953 to 2016)
BOOK - ISBN NO. 978-1-4276-0452-1 EBook - ISBN NO. 978-1-365-25041-5 Library of Congress (Book Version) 2008901619
ENERGY QUEST AND U. S. AIRCRAFT CARRIER DEPLOYMENT HISTORY INVESTMENT CAPITAL REQUIRED TO PUBLISH 55 EIGHTH HUNNDRED PAGE BOOKS, EBOOKS & CD’s (48 Navy Books)
Book - ISBN NO. To Be Announced EBook - ISBN No. 978-1-365-26038-4
USS Abraham Lincoln (CVN-72) History Vol. I of III (27 December 1982 to 6 May 2003)
Book Vol. I of IV ISBN: TBA EBook Vol. I of IV ISBN: 978-1-365-73794-7
USS Abraham Lincoln (CVN-72) History Vol. II of III (7 May 2003 to 13 January 2010)
Book - ISBN NO. To Be Announced EBook - ISBN NO. 978-1-365-74027-5
USS Abraham Lincoln (CVN-72) History Vol. III of III (14 January 2010 to 31 December 2012)
Book - ISBN NO. To Be Announced EBook - ISBN No. 978-1-365-74145-6
USS Coral Sea CV-42 CVB-43 CVA-43 and CV-43 History and Those Aircraft Carriers Operating with Coral Sea During Her Tour of Service CONSTRUCTION to LAUNCHING and EARLY JET AIRCRAFT DEVELOPMENT (10 July 1944—2 April 1946) and a Tour of Duty in the U. S. Navy (August 1977 to February 1983)
ISBN: 9781434382917
|
|
USS Midway (CVA-41) SCB-101, the most extensive modernization ever completed on a naval vessel that fitted with an enlarged flight deck, steam catapults, and new elevators and arresting gear to handle heavier aircraft (11 February 1966 to 31 January 1970), placed in Pacific Fleet Reserve, in commission special and decomissioned a second time 15 February 1966; recommissioned a second time at 1100U on 31 January 1970 at Hunters Point Naval Shipyard, San Francisco Bay and underwent her final renovation from 1 February to 15 June 1970, and on 15 June 1970, Commandant of the Twelfth Naval District accepts delivery of Midway from Hunters Point Naval Shipyard, reporting to Commander in Chief, U. S. Pacific Fleet for duty in-the Naval Air Force, Pacific Fleet with the completion of the Fitting Out Period, before returning to her former home port of Naval Air Station, Alameda, California for summer training in advance of her new forward deployed home becoming home to Carrier Air Wing Five (CVW-5), stationed out of Yokosuka, Japan (NAF Atsugi, Japan) (1 February to 15 June 1970). (11 February 1966 to 15 June 1970). CHAPTER XXII
“USS Midway (CVA-41) departed Naval Air Station, Alameda, California and entered San Francisco Bay Naval Shipyard on 11 February 1966 for extensive modernization 1966” (Ref. 1180A, 1180B, 1181N, 1183 & USS MIDWAY Command History for Calendar Year 1970).
“The Midway (CV-41), former CVB-41, the 41st aircraft carrier of the United States Navy by Hull No. and in order of commission, the 35th, commissioning on 10 September 1945, commenced SCB-101, the most extensive modernization ever completed on a naval vessel that fitted with an enlarged flight deck, steam catapults, and new elevators and arresting gear to handle heavier aircraft on 11 February 1966 at Hunters Point Naval Shipyard, San Francisco Bay.
USS Midway (CVA-41) entered the Hunters Point Naval Shipyard, San Francisco Bay to under go SCB-101, the most extensive modernization ever on 11 February 1966, for which she was placed in Pacific Fleet Reserve, in commission special and decomissioned a second time 15 February 1966 completed on a naval vessel that fitted with an enlarged flight deck, steam catapults, and new elevators and arresting gear to handle heavier aircraft” (Ref. 1180A, 1180B, 1181N, 1183 & USS MIDWAY Command History for Calendar Year 1970).
“Captain James Michael O'Brien, USNA '43, 24th Commanding Officer of USS Midway (CVA-41), serving from 19 December 1964 to 15 February 1966, assumed command during a change of command ceremony aboard Midway on 19 December 1964, relieving CAPT Whitney Wright, NAVCAD, 23rd Commanding Officer, serving from 25 January to 19 December 1964.
Captain Eugene James Carroll, Jr., NAVCAD, assumed command during a change of command ceremony aboard USS Midway (CVA-41) on 31 January 1970, 25th Commanding Officer” (Ref. 1178-G & USS MIDWAY Command History for Calendar Year 1970).
Aerial view of the San Francisco Naval Shipyard at Hunters Point, sometime between April and July 1968. USS Coral Sea (CVA-43) and USS Hancock (CVA-19) are easily identifiable. Also visible in this photo are Midway (CVA-41), undergoing her SCB-101.66 modernization in the drydock just aft of Coral Sea, and USS Oriskany (CVA-34), undergoing an 8-month overhaul in the background. NS024345. Submitted by: Robert M. Cieri. http://www.navsource.org/archives/02/024345.jpg
VADM Allen M. Shinn, COMAIRPAC, speaking at the Re-Commissioning Ceremonies of USS Midway (CVA-41) at Hunters Point Naval Shipyard, 31 January 1970. NS0241ar. Submitted by: Darryl Baker. http://www.navsource.org/archives/02/0241ar.jpg
“The Midway (CV-41), former CVB-41, the 41st aircraft carrier of the United States Navy by Hull No. and in order of commission, the 35th, commissioning on 10 September 1945, completed SCB-101 and recommissioned a second time at 1100U on 31 January 1970 at Hunters Point Naval Shipyard, San Francisco Bay (11 February 1966 to 31 January 1970), placed in Pacific Fleet Reserve, in commission special and decomissioned a second time 15 February 1966. The recommissioning ceremony took place at piers 15 and 16 at the Hunters Point Naval Shipyard, San Francisco, California on a chilly but clear and sunny day. The ceremony was conducted on the hangar deck and was attended by an overflow crowd. Captain Eugene J. CARROLL, Jr. assumed command of Midway and reported for duty to Commander Carrier Division Seven, Rear Admiral Ray ISAMAN. Midway was placed in commission by Rear Admiral Leo MC CUDDIN, Commandant of the Twelfth Naval District. The principal speaker at the commissioning was Vice Admiral Allen SHINN, Commander Naval Air Force, U, S. Pacific Fleet. Also in attendance were several former USS Midway Commanding Officers. Following the ceremony Captain CARROLL cut the 300 pound commissioning cake and served the first piece to the youngest sailor aboard, 17 year old Fireman James HEWITT, of Livermore, California. The next piece of cake was served by Admiral SHINN to the senior enlisted man aboard, AFCM Donald ZENTZ, a 27 year man. The ship was open the remainder of the day and 1 February for tours, sight seeing and light refreshments. In all approximately 18,000 visitors toured the ship on these two days. Also on 1 February the first religious service, Catholic Mass, was celebrated on Midway. With Midway now a commissioned ship, the completion of unfinished work took on a greater urgency and was undertaken with renewed vigor by ship’s force and shipyard personnel. A reassuring routine event occurred amidst the hectic construction activity when the ship's Dental Department commenced routine patient treatment on 2 February 1970. Midway was at once one of the oldest and newest carriers in the fleet accomplishing, the most extensive modernization ever completed on a naval vessel from 11 February 1966 to 31 January 1970, decommissioning on 15 February 1966. For nearly four (4) years Midway was cut, torn, cannibalized, soldered, insulated, ventilated, welded, enlarged, strengthened, scaffolded, painted, reamed, extruded, ridiculed, cursed, praised, studied, and was the ugly duckling of the Hunters Point Shipyard. She became many things to many people; a monumental undertaking for the shipyard commander, a source of employment for thousands of shipyard personnel, a source of income for civilian contractors, a source of concern for appropriation committees, an unsurpassed challenge for ship design specialists, background scenery in the movie "Bullitt" and an uncharted navigational reference point for commercial airline pilots flying into bay area airports. Her increased capabilities included the enlargement of her flight deck from 2.82 acres to 4.02 acres plus the addition of three new deck-edge elevators and the new catapults on the bow and three arresting gear engines and one barricade were installed and re-arranged to accommodate a change of 12 degrees to the angle deck. The smaller waist catapult was removed since it was ineffective in launching the now heavier aircraft. Modern electronic systems were installed, central chilled water air conditioning system replaced hundreds of individual units, and Midway became the first ship to have the aviation fueling system completely converted from aviation gas to JP-5. Midway also sorted the largest, most complex avionics shop in the fleet, the computerized Naval Tactical Data System and many improvements to habitability. During modernization Midway’s flight deck was increased by about 1.25 acres, the waist catapult was removed and two high performance C-13 catapults were installed on the bow, the Navy Tactical Data System was installed, 3 new heavy duty deck edge elevators were added, aircraft maintenance facilities improved, air-conditioning was installed throughout most of the ship, crew living spaces were improved and nearly every system on board was re-done. The basic hull design and the engineering plant are about all that now remain of the "pre-modernization" Midway. The year 1970 was one of transition, training and preparation for Midway and her 2500 man crew. There was much to be learned and much to improve upon to home man and machine into an effective fighting unit, capable of assuming her place as an integral part of the Pacific Fleet. The effort having encountered delays and massive cost overruns. In addition, the modifications significantly reduced the ship’s sea-keeping capabilities and ability to conduct air operations in rough seas. Additional modifications partially corrected these problems. Midway’s cost overruns and delays caused cancellation of a similar modernization for USS Coral Sea (CV-43)” (Ref. 1178-G, 1180A, 1180B, 1181N, 1183 & USS MIDWAY Command History for Calendar Year 1970).
“USS Midway (CVA-41) delays caused partially by the simultaneous construction of USS Horne (DLG/CG-30), modernization of USS Chicago (CA-29), and unscheduled repairs to the fire-damaged USS Oriskany (CVA-34) drove the initial modernization estimate of 87 million dollars to 202 million dollars” (Ref. 1181N).
“USS Midway (CV-41) ship's force conducted Dock Trials at Hunters Point Naval Shipyard, San Francisco Bay from 14 to 15 February 1970. The trials were very successful in that relatively inexperienced Engineering and Deck Departments exercised at near underway conditions. The training accomplished greatly increased ship's force ability to meet the upcoming Fast Cruise and Builders Trials requirements.
USS Midway (CV-41) conducted Fast Cruise at Hunters Point Naval Shipyard, San Francisco Bay from 27 February to 1 March 1970. The results of the Fast Cruise were positive in many ways but many discrepancies were discovered in systems which were exercised extensively for the first time. Incomplete installations and testing of systems, particularly in the Air, Weapons, and Deck Departments hampered training in these areas and necessitated simulating associated training activities.
USS Midway (CV-41) conducted a second Fast Cruise at Hunters Point Naval Shipyard, San Francisco Bay on 14 March 1970.
USS Midway (CV-41) departed Hunters Point Naval Shipyard, San Francisco Bay at 0700 on 17 March 1970, conducting Builders Trials off the coast of northern California in COMWESTERN SEA FRONTIER OP-AREA W-260 from 17 to 20 March 1970. Midway’s first underway pperiiod in more than four (4) years. On 16 March 1970, three helos from Helicopter Composite Squadron One (HC-1) Detachment Seven (DET-7) landed on borrad Midway while she was alongside the pier at Hunters Point Naval Shipyard. This marked the first aircraft landings on Midway since recommissioning. During Builders Trials favorable performance was obtained from the Main Propulsion Plant as it handled the full power run, crash back full astern and crash ahead full with no major problems. Steering during the full power ahead and astern was entirely satisfactory. Previously known discrepancies were confirmed during the trials, particularly discrepancies in the area of weapons systems, various radars, auxiliary systems and the JP-5 system. It was great to see number 41 underway again but it was apparent that much work was still required in order for the ship to be ready for INSURV. Midway returned to Hunters Point Naval Shipyard, San Francisco Bay on 20 March 1970,
On 29 March 1970, a combined Easter service was held onboard as the men and families of' USS Midway (CV-41), the USS Providence (CL-82) and the Hunters Point Naval Shipyard joined in prayer and song with music provided by "The Covenant Four."
USS Midway (CV-41) departed and returned to Hunters Point Naval Shipyard, San Francisco Bay on 23 April 1970, conducting Preliminary acceptance trials off the coast of northern California in COMWESTERN SEA FRONTIER OP-AREA W-260 from 23 to 24 April 1970.
USS Midway (CV-41) departed Hunters Point Naval Shipyard, San Francisco Bay on 27 April 1970, conducting Underway Trials. Rear Admiral Bulkely, the President of the Board of Inspection and Survey (INSURV) inspected, discussed, measured, evaluated and in general subjected Midway to the type scrutiny that can only be done by an INSURV Board from 27 to 30 April 1970. When it was over RADM Bulkkeley reported that Midway was considered to be one of the finest carriers his board had inspected in recent years. Although there were still required tests that were unaccomplished and some discrepancies existed, accomplishment of every event on the rigorous trial agenda without a significant engineering casualty attested to the basic quality of the for Underway Trials, with the President of the Board of Inspection and Survey (INSURV) Rear Admiral Bulkely and his many board members embarked. Midway returned to Hunters Point Naval Shipyard, San Francisco Bay on 30 April 1970. The magnitude of the corrective action required as result of INSURV made it clear that not all work could be accomplished prior to Midway’s scheduled departure from the shipyard in June. The emphasis was placed upon the satisfactory completion of tests and corrective actions which, if not accomplished would degrade Midway’s summer Shakedown Period. Midway returned to Hunters Point Naval Shipyard, San Francisco Bay on 30 April 1970.
“USS Midway (CVA-41) gained 13,000 tons to her weight as compared to her original full load figure and SCB-101 had been concluded with the exception of her final renovation from 1 February to 15 June 1970” (Ref. 1176A, 1176G, 1176I, 1181N & USS MIDWAY Command History for Calendar Year 1970).
“USS Midway (CV-41) underwent her final renovation before going to her new forward deployed home from 1 February to 15 June 1970, conducting SCB-101 at Hunters Point Naval Shipyard, San Francisco Bay from 11 February 1966 to 31 January 1970 and recommissioned a second time on 31 January 1970, with Captain Eugene J. Carroll Jr. assuming command at Hunters Point Naval Shipyard. Midway departed Naval Air Station, Alameda, California and entered San Francisco Bay Naval Shipyard on 11 February 1966 for extensive modernization” (Ref. 1180A, 1180B, 1181N, 1181O, 1183 & USS MIDWAY Command History for Calendar Year 1970).
“USS Midway (CV-41) departed Hunters Point Naval Shipyard, San Francisco Bay for homeport, Naval Air Station, Alameda, California on 15 June 1970 and the same day, Commandant of the Twelfth Naval District accepts delivery of Midway from Hunters Point Naval Shipyard, reporting to Commander in Chief, U. S. Pacific Fleet for duty in-the Naval Air Force, Pacific Fleet with the completion of the Fitting Out Period and prepared for a summer of training. Since Midway’s departure from NAS Alameda, California on 11 February 1966, SCB-101 at Hunters Point Naval Shipyard, San Francisco Bay was conducted from 11 February 1966 to 31 January 1970 and Midway was recommissioned a second time on 31 January 1970, with Captain Eugene J. Carroll Jr. assuming command at Hunters Point Naval Shipyard. Midway departed for Naval Air Station, Alameda, California and entered San Francisco Bay Naval Shipyard on 11 February 1966 for extensive modernization where she was decommisioned on 15 October 1966. Midway underwent her final renovation before going to her new forward deployed home, conducting Dock Trials at Hunters Point Naval Shipyard from 14 to 15 February 1970; Fast Cruise conducted at Hunters Point Naval Shipyard from 27 February to 1 March 1970; Second Fast Cruise Conducted at Hunters Point Naval Shipyard on 14 March 1970; Midway underway for the first time in more than four (4) years, Builders Trials conducted off the coast of northern California in COMWESTERN SEA FRONTIER OP-AREA W-260 from 17 to 20 March 1970; conducted Preliminary acceptance trials off the coast of northern California in COMWESTERN SEA FRONTIER OP-AREA W-260 from 23 to 24 April 1970. Midway conducted Underway Trials. Midway is presented to the President of the Board of Inspection and Survey, RADM Bulkkeley from 27 to 30 April 1970, returning to Hunters Point Naval Shipyard where she remained until departure” (Ref. 1178-G, 1180A, 1180B, 1181N, 1183 & USS MIDWAY Command History for Calendar Year 1970).
USS Midway (CVA-41) SCB-101, the most extensive modernization ever completed on a naval vessel that fitted with an enlarged flight deck, steam catapults, and new elevators and arresting gear to handle heavier aircraft (11 February 1966 to 31 January 1970) at Hunters Point Naval Shipyard, San Francisco Bay, recommissioning a second time the same day at the shipyard. (24 November 1965 to 31 January 1970) CHAPTER XXII Appendix I
SCB 110, SCB 110A, SCB 101 Modernization
Midway class – Ref. 1131
“The Midway class aircraft carrier was one of the longest lived carrier designs in history. First commissioned in late 1945, the lead ship of the class, USS Midway was not decommissioned until 1992, shortly after seeing service in the Gulf War.
The CVB-41 class vessels (then unnamed) were originally conceived in 1940 as a design study to determine the effect of including an armored flight deck on a carrier the size of the Essex class. The resulting calculations showed that the effect would be disastrous for air group size. The resulting ship would have a maximum air group of 45, compared to 90–100 for the standard Essex class fleet carriers. As a result, the concept went to finding a larger carrier which could support both deck armor and a sufficiently large air group. Unlike the Royal Navy's aircraft carriers, for which the armored deck was part of the ship structure, the Midway class retained their "strength deck" at the hangar deck level and the armored flight deck was part of the superstructure. The weight-savings needed to armor the flight deck was acquired by removing a planned cruiser-caliber battery of 8-inch (203 mm) guns and reducing the 5-inch antiaircraft battery from dual to single mounts. They would be the last USN carriers to be so designed; the titanic size of the Forrestal class supercarriers would require the strength deck to be located at flight deck level.
The resulting carriers were very large, with the ability to accommodate more planes than any other carrier in the U.S. fleet (30–40 more aircraft than the Essex class). In their original configuration, the Midway class ships had an air wing of almost 130 aircraft. Unfortunately, it was soon realized that so many planes was beyond the effective command and control ability of one ship. While the resulting ships featured excellent protection and unprecedented air wing size, they also had several undesirable characteristics. Internally, the ships were very cramped and crowded. Freeboard was unusually low for such large carriers. In heavy seas, they shipped large amounts of water (only partially mitigated by the fitting of a hurricane bow during the SCB-110/110A upgrades) and corkscrewed in a manner that hampered landing operations.
None of the class went on war cruises during the Korean War. They were mainly deployed to the Atlantic and Mediterranean. During the 1950s, all three ships underwent the SCB-110 modernization program, which added angled decks, steam catapults, mirror landing systems, and other modifications that allowed them to operate a new breed of large, heavy naval jets” (Ref. 1131).
SCB 110A - Modifications and conversion include installation of three C-11-1 steam driven catapults, which were designed to accommodate the newer and heavier jet aircraft; angled deck, enclosed hurricane bow, Mk-7-Mod 2 arresting gear identical to that installed in the Forrestal-class carriers, relocation of the elevators and three new deck-edge elevators and new weapons elevators. In addition, electronics package was installed (Midway Class Carriers).
Midway class large fleet aircraft carriers - Ref. 1 and 1A and 1134
212,000 shaft horsepower Speed: 30-plus knots Crew: 3,583 (as planned in 1943, was over 4000 by completion) Complement: 2,533 ship's company; 2,239 in air wing
Concept/Program: These ships were a new, much larger design intended to correct certain problems in the Essex class design. They had armored flight decks, requiring a much larger hull and lower freeboard, to reduce top weight. They also carried a very heavy AA battery of 5/54 weapons. The armor requirement was originally meant to counter 8" cruiser gunfire, but by the time the ships were laid down the focus had shifted to defending against aircraft attack. The ships entered service soon after WWII. In their early years they were the only ships capable of operating nuclear strike aircraft.
Design: An all-new design. These ships were very wet, very crowded and quite complex; these problems were never solved. The design made them difficult and expensive to modernize or upgrade. In later years these ships were limited by low freeboard, severe crowding of crew and equipment, low hangar clearances, poor sea keeping and extreme age; they were unable to operate the latest and largest aircraft. Overall they must be considered to be a less than satisfactory design, but they had long service lives because of the urgent need for large carriers. Variations: Configurations varied as completed; only Midway was completed to the original design. Roosevelt and especially Coral Sea carried fewer guns at completion. There were major differences following the 1950's reconstructions.
Modifications: All ships had their gun batteries gradually reduced over time. All ships were upgraded in 1947-48 with strengthened flight decks, 10 dual 3/50 AA fitted in place of 40 mm guns, facilities for nuclear weapons, and other improvements. Continual updating of electronics outfit.
Modernization: Underwent major reconstructions during the 1950's, but no two ships were reconstructed to the same standard. These rebuilds were the equivalent of the SCB 27C/125 reconstructions in the Essex class.
SCB 110: (Midway & Roosevelt) First reconstruction applied to this class, generally equivalent to the SCB 27C/125 combination. Additions included an angled deck, new catapults and arresting gear and a new electronics outfit; the gun battery was reduced and general improvements were carried out. Displacement was approximately 63,500 tons.
SCB 110A: (Coral Sea) A more extensive version of the SCB 110 applied to the other ships of the class. Aviation features and electronics were further improved, and gun battery was further reduced.
SCB 101: (Midway) A second reconstruction meant to be applied to all ships, to upgrade them beyond the SCB 110/110A configuration. This reconstruction included a longer flight deck, new catapults, and general all-around improvements. Due to the cost of this work, only one ship was upgraded under this program.
After SCB 110A Coral Sea was the most capable of the ships, but Midway surpassed her with the SCB 101 reconstruction. In addition to the SCB reconstructions, each ship received at least one major overhaul/upgrade, the details of which varied.
Classification: Initially classified as CV, but changed to CVB prior to completion, and CVA postwar. Returned to CV classification in 1975 when modified to operate ASW aircraft.
Operational: Saw extensive service as tactical and strategic platforms. Operational lives continually extended due to force level build-ups and lack of replacements.
Prior to decommission:
Armament: Sea Sparrow missiles; 3 Phalanx CIWS 20mm mounts Combat Systems: SPS-48C 3-D Air Search Radar; SPS-49 Air Search Radar and SPS-65 Navigation Radar: 2 Mk115 Fire Control; WLR- 1 ESMWLR-10; and ESMWLR-11 ESM
Departure from Service/Disposal: Roosevelt was in poor condition when she was discarded in 1977 (Others remained in service long pasts their intended retirement dates. Coral Sea replaced and retired in 1990; Midway retired without replacement in 1992, due to force reductions.).
U.S. AIRCRAFT CARRIERS MODIFIED WITH ANGLED FLIGHT DECK, ENCLOSED HURRICANE BOW AND STEAM DRIVEN CATAPULTS
SCB-27 Modernization – Ref. 1027
“SCB-27, or "27-Charlie" was the United States Navy designation for a series of upgrades to the Essex class aircraft carriers (both the short-hull and long-hull (Ticonderoga) versions), conducted between 1947 and 1955. These upgrades were intended to allow the World War II-era carriers to operate jet aircraft” (Ref. 1027).
SCB-27 modernization of Essex/Ticonderoga class aircraft carriers, (CV 9-12, 14-16, 18-20, 31, 33-34, 38-39) (work completed between 1950 and 1955) – Ref. 1028
“Between 1947 and 1955, fifteen Essex and Ticonderoga class aircraft carriers were thoroughly modernized. The impending arrival of high-performance jet aircraft and nuclear-armed heavy attack bombers had rendered these still rather new ships almost incapable of executing their most vital missions, while the post-World War II financial climate precluded building replacements. Accordingly, a reconstruction program began in Fiscal Year 1948, with the incomplete Oriskany as the prototype. Two more ships were converted the next year, three in FY 1950 and then, with the the Cold War in full bloom, nine more Fiscal Years 1951 to 1953.
Designated SCB-27, the modernization was very extensive, requiring some two years for each carrier. To handle much heavier, faster aircraft, flight deck structure was massively reinforced. Stronger elevators, much more powerful catapults, and new arresting gear was installed. The original four twin 5"/38 gun mounts were removed. The new five-inch gun battery consisted of eight weapons, two on each quarter beside the flight deck. Twin 3"/50 gun mounts replaced the 40mm guns, offering much greater effectiveness through the use of proximity-fuzzed ammunition.
A distinctive new feature was a taller, shorter island. To better protect aircrews, ready rooms were moved to below the armored hangar deck, with a large escalator on the starboard side amidships to move airmen up to the flight deck. Internally, aviation gasoline storage was increased by nearly half and its pumping capacity enhanced. Also improved were electrical generating power, fire protection, and weapons stowage and handling facilities. All this added considerable weight: displacement increased by some twenty percent. Blisters were fitted to the hull sides to compensate, widening waterline beam by eight to ten feet. The ships also sat lower in the water, and maximum speed was slightly diminished.
The modernized ships came in two flavors, the first nine (SCB-27A) having a pair of H 8 hydraulic catapults, the most powerful available in the late '40s. The final six received the SCB-27C update, with much more potent steam catapults, one of two early 1950s British developments that greatly improved aircraft carrier potential. These six were somewhat heavier, and wider, than their sisters.
While still in the shipyards, three of the SCB-27Cs were further modified under the SCB-125 project, receiving the second British concept, the angled flight deck, plus an enclosed "hurricane bow" and other improvements. These features were so valuable that they were soon back-fitted to all but one (Lake Champlain) of the other SCB-27 ships. The fourteen fully modernized units were the "journeymen" aviation ships of the late 1950s and 1960s, providing the Navy with much of its attack aircraft carrier (CVA) force and, ultimately, all its anti-submarine warfare support aircraft carriers (CVS)” (Ref. 1028).
“The SCB-27 modernization was very extensive, requiring some two years for each carrier. To handle the much heavier, faster aircraft of the early jet-era, the flight deck structure was significantly reinforced, able to support aircraft weighing up to 52,000 pounds (23,587 kg), namely the North American AJ Savage. Stronger elevators, much more powerful catapults, and new Mk 5 arresting gear was installed. The aft elevator was relocated from the center of the flight deck to the port deck edge. The original four twin 5"/38 gun mounts were removed, clearing the flight deck of guns. The new five-inch gun battery consisted of eight weapons, two on each quarter beside the flight deck. Twin 3"/50 gun mounts replaced the 40mm guns, offering much greater effectiveness through the use of proximity fuzed ammunition” (Ref. 1027).
“The island was completely redesigned, made taller, but shorter in overall length with the removal of its gun mounts. In addition, the boiler uptakes were rebuilt and angled aft to accommodate a single radar and communications mast atop the island. To better protect aircrews, ready rooms were moved from the gallery deck to below the armored hangar deck, with a large escalator on the starboard side amidships to move flight crews up to the flight deck. Internally, aviation fuel capacity was increased to 300,000 US gallons (1,135,624 L) (a 50% increase) and its pumping capacity enhanced to 50 US gallons (189.3 L) per minute” (Ref. 1126 & 1027).
“Fire fighting capabilities were enhanced through the addition of two emergency fire and splinter bulkheads to the hangar deck, a fog/foam firefighting system, improved water curtains and a cupronickel fire main. Also improved were electrical generating power, and weapons stowage and handling facilities. All this added considerable weight: displacement increased by some twenty percent. Blisters were fitted to the hull sides to compensate, widening waterline beam by eight to ten feet. The ships also sat lower in the water, and maximum speed was slightly reduced, to 31 knots” (Ref. 1027).
Essex/Ticonderoga class characteristics, as modified under project SCB-27A: - Ref. 1028
· Displacement: 40,600 tons (full load) · Dimensions: 898' (length overall); 101' 4" (hull); 151' 11" (over flight deck and projections) · Propulsion: 150,000 horsepower, steam turbines, four propellers, 31.7 knot maximum speed · Aircraft ("ultimate" planned 1958 complement): 72 planes, including 24 15,000 pound interceptors, 24 30,000 pound escort fighters and 24 30,000 pound attack bombers. The actual aircraft complement carried was quite different. · Gun Armament: eight 5"/38 guns in single mountings plus fourteen twin 3"/50 gun mounts. From the mid-1950s onward, gun armament was rapidly reduced.
“SCB-27A - The first Essex class modernization program was carried out on Essex (CV-9), Yorktown (CV-10), Hornet (CV-12), Randolph (CV-15), Wasp (CV-18), Bennington (CV-20), Kearsarge (CV-33) and Lake Champlain (CV-39) between 1948 and 1953. Oriskany (CV-34) was completed to SCB-27A standard in 1950. The principal features of SCB-27A included:
1. Removal of the side belt armor and replacing it with a hull blister which increased the beam at the waterline to 101 feet. 2. Removal of the island twin 5-inch turrets and relocation of the new open 5-inch mounts to the starboard side along the edge of the flight deck. 3. Modifications to the Island which replaced the tripod mast with a single pole mast and redesigned smokestack. 4. Strengthening the flight deck in the landing area. 5. Installation of larger and more powerful elevators. 6. Replacement of the H-4-1 Hydraulic catapults with H-8 Hydraulic catapults capable of launching aircraft up to 40,000 pounds gross weight. 7. More powerful bomb and ammunition elevators. 8. Equipment for the handling of Jet aircraft, including jet blast deflectors behind the catapults. 9. Increased aviation fuel capacity. 10. Installation of higher capacity aircraft cranes. 11. Three ready rooms relocated below the hanger deck. 12. Installation of an escalator along the starboard side of the island for aircrew to reach the flight deck. 13. Division of the hanger deck space by two fireproof steel doors” (Ref. 1135).
SCB-27C Modernization
“The SCB-27C program was a further refinement of the SCB-27A program. The SCB-27C ships fall into two groups:
1. A revised hull blister which increased the waterline beam to 103 feet. 2. Installation of two C-11 steam catapults. Strengthening the flight deck. 3. Replacement of the number three elevator with a starboard side deck edge unit (this required moving the starboard side open 5-inch guns further aft to a position opposite the port side guns) 4. Installation of a stronger arresting gear system” (Ref. 1135).
Modification sub-types
“The two sub-types of SCB-27 modifications were primarily a result of changes in catapult technology in the early-1950s. SCB-27A vessels utilized a pair of H 8 slotted-tube hydraulic catapults, while the later SCB-27C vessels were fitted with a pair of C 11 steam catapults, a British innovation. To accommodate the catapult machinery, the SCB-27C vessels were slightly wider abeam and heavier than their SCB-27A sisters. Additionally, the SBC-27C carriers were equipped with jet blast deflectors, deck cooling, fuel blending facilities, emergency recovery barrier and storage and handling for nuclear weapons, which was not included in all of the SCB-27A carriers. On SCB-27C the new port deck edge elevator was located further aft than on SCB-27A ships” (Ref. 1126 & 1027).
“USS Oriskany (CV-34), laid-up incomplete at the conclusion of World War II, served as the prototype and was re-ordered to the SCB-27A standard. All of the SCB-27 modernized Essex carriers, save USS Lake Champlain (CV-39), were further modified, under the SCB-125 modernization program” (Ref. 1027).
Essex/Ticonderoga class Aircraft Carriers that underwent SCB-27A and SCB-27C:
·Oriskany (CV-34). Built by the New York Naval Shipyard. Reordered to the SCB-27A design. ·Essex (CV-9). Reconstructed to SCB-27A design by the Puget Sound Naval Shipyard. ·Wasp (CV-18). Reconstructed to SCB-27A design by the New York Naval Shipyard. ·Kearsarge (CV-33). Reconstructed to SCB-27A design by the Puget Sound Naval Shipyard. ·Lake Champlain (CV-39). Reconstructed to SCB-27A design by the Norfolk Naval Shipyard. ·Bennington (CV-20). Reconstructed to SCB-27A design by the New York Naval Shipyard. ·Yorktown (CV-10). Reconstructed to SCB-27A design by the Puget Sound Naval Shipyard. ·Randolph (CV-15). Reconstructed to SCB-27A design by the Newport News Shipbuilding and Dry Dock Co. ·Hornet (CV-12). Reconstructed to SCB-27A design by the New York Naval Shipyard. ·Hancock (CV-19). Reconstructed to SCB-27C design by the Puget Sound Naval Shipyard. ·Intrepid (CV-11). Reconstructed to SCB-27C design by the Newport News Shipbuilding and Dry Dock Co. ·Ticonderoga (CV-14). Reconstructed to SCB-27C design by the New York Naval Shipyard.
SCB-125A Modernization – Ref. 1029
“SCB-125 was the United States Navy designation for a series of upgrades to the Essex class of aircraft carriers (both short-hull and long-hull (Ticonderoga-sub-class)), conducted between 1954 and 1959. These upgrades included the addition of an angled flight deck and other enhancements aimed at improving flight operations and seakeeping.
The SCB-125 upgrade program was first applied to the final three Essex-class carriers to undergo the SCB-27C modernization while they were still in the midst of their original refit.
Despite the drastic reconstruction of the carriers, the original SCB-27A vessels, which were fitted with a pair of H 8 hydraulic catapults, were not upgraded with the C 11 steam catapults fitted to their SCB-27C sister ships due to machinery space limitations.
USS Oriskany (CV-34), laid-up incomplete at the conclusion of World War II, served as the prototype and was re-ordered to the SCB-27A standard. All of the SCB-27 modernized Essex carriers, save USS Lake Champlain (CV-39), were further modified, under the SCB-125 modernization program” (Ref. 1029).
SCB-125 modernization of Essex/Ticonderoga class aircraft carriers, (CVA/CVS 9-12, 14-16, 18-20, 31, 33-34, & 38) (work completed between 1955 and 1959) – Ref. 1130
“Between 1954 and 1959, fourteen modernized Essex and Ticonderoga class aircraft carriers of the SCB-27 type were further updated under the SCB-125 program. This work, incorporating new features not known or accepted when the earlier scheme was originated in the later 1940s, greatly enhanced sea keeping and high-performance aircraft operations. Perhaps the most significant new attribute was the British-developed "angled flight deck", in which the carrier's aircraft landing area was slanted several degrees off to port, enabling aircraft to easily "go around" in the event of recovery difficulties. The benefits this brought to carrier aviation operating safety can hardly be overemphasized.
Another notable SCB-125 alteration included moving the after aircraft elevator from the centerline to the starboard deck edge, greatly facilitating aircraft handling. In fact, this change had already been made on the last six of the SCB-27s, the steam-catapult SCB-27C type, the final three of which received both modernization schemes in the same shipyard session. Blending the flight deck's forward end into the upper hull form, creating the so-called "hurricane" bow, constituted the final significant change.
This concept, already adopted for the Forrestal class "super carriers" then under construction, improved seakeeping in rough seas. It also provided a covered location for the carriers' secondary conning station, whose portholes, visible across the upper bow plating, were a distinctive feature of the refitted ships.
Though the SCB-125 program significantly changed the ships' appearance, the scope of the work was much less than that of SCB-27 and generally took seven or eight months' shipyard time, rather than the two years or more that was typical of the earlier modernization. The exception was Oriskany, the SCB-27 prototype and the last to get the SCB-125 treatment. Uniquely, she had her hydraulic catapults replaced with more powerful steam types and received many other improvements in a reconstruction that lasted twenty-eight months in 1957-59.
As quickly as new carriers and steam catapult conversions joined the fleet during the later '50s, the seven SCB-125 hydraulic catapult ships were reassigned to the anti-submarine mission, replacing unmodernized carriers. Four of the seven steam catapult carriers also became ASW ships during the 1960s, though some of these operated very little, if at all, in that role. Most of the ASW ships received SQS-23 long-range sonars in 1960-66.
Nine ships left active service in 1969-71, as major reductions in fleet strength were implemented. Three more decommissioned in 1972-74. Hancock and Oriskany lasted into the middle-'70s, and the veteran Lexington remained operational as training carrier until 1991. All four of the Essex class museum ships are of the modernized SCB-27/SCB-125 configuration” (Ref. 1130).
The SCB-125 program involved the further rebuilding of fourteen ships, as listed below in the order of the completion of this work:
“SCB-125 introduced the angled deck and enclosed "Hurricane" bow to the Essex class. Three groups were covered by SCB-125.
The first (CV-16, CV-31, and CV-38) received both their SCB-27C and SCB-125 modifications in one dockyard period between 1951 and 1955.
The third group (CV-9, CV-10, CV-12, CV-15, CV-18, CV-20, and CV-33) including SCB-27A ships which did not get all the features that the SCB-27C ships did. CV-39 was the only SCB-27A ship that did not get the SCB-125 modernization. CV-34 is covered under the SCB-125A program. Apart from the hurricane bow and angled deck, the principal features of the SCB-125 included:
1. Installation of the improved Mark 7 dual arrestor wire system with half the cross-deck pendants of the previous systems. 2. Introduction of air conditioning in some spaces. Strengthening of the crash barriers. 3. Primary flight control (Prifly) was moved to the aft edge of the island, two decks high. 4. Better soundproofing of the island. 5. Improved deck lighting” (Ref. 1135).
(Antietam's angled deck installation was not considered part of the SCB-125 modernization program.)
Essex/Ticonderoga class characteristics, as modified under project SCB-125 with steam catapults:
·Displacement: 43,060 tons (full load) ·Dimensions: 894' 6" (length overall); 103' (hull); 166' 10" (over flight deck and projections) ·Propulsion: 150,000 horsepower, steam turbines, four propellers, 30.7 knot maximum speed ·Attack Carrier Aircraft: Approximately 70 aircraft, including five squadrons of fighters and attack planes, and small detachments of heavy attack, airborne early warning and reconnaissance planes; ·Anti-submarine Support Carrier Aircraft: Approximately 50 aircraft, including two squadrons of S2F fixed-wing aircraft, one squadron of helicopters and small detachments of airborne early warning and (in the 1960s) fighters. ·Gun Armament: eight 5"/38 guns in single mountings plus a few twin 3"/50 gun mounts. From the mid-1950s onward, gun armament was steadily reduced to compensate for growing weights of topside equipment and embarked aircraft.
Essex/Ticonderoga class Aircraft Carriers that underwent SCB-125:
·Shangri-La (CVA/CVS-38) - Received SCB-125 concurrently with SCB-27C with steam catapults. ·Lexington (CVA/CVS/CVT/AVT-16) - Received SCB-125 concurrently with SCB-27C with steam catapults. ·Bon Homme Richard (CVA-31) - Received SCB-125 concurrently with SCB-27C with steam catapults. ·Bennington (CVA/CVS-20) - Hydraulic catapults. Received SCB-125 refit. ·Yorktown (CVA/CVS-10) - Hydraulic catapults. Received SCB-125 refit. ·Wasp (CVA/CVS-18) - Hydraulic catapults. Received SCB-125 refit. ·Randolph (CVA/CVS-15) - Hydraulic catapults. Received SCB-125 refit. ·Essex (CVA/CVS-9) - Hydraulic catapults. Received SCB-125 refit. ·Hornet (CVA/CVS-12) - Hydraulic catapults. Received SCB-125 refit. ·Hancock (CVA-19) - Steam catapults. Received SCB-125 refit. ·Kearsarge (CVA/CVS-33) - Hydraulic catapults. Received SCB-125 refit. ·Ticonderoga (CVA/CVS-14) - Steam catapults. Received SCB-125 refit. ·Intrepid (CVA/CVS-11) - Steam catapults. Received SCB-125 refit. ·Oriskany (CVA/CV-34) - Received SCB-125A refit, replacing hydraulic with steam catapults.
SCB-125A Modernization
“This SCB-125A modernization was a one-of-a-kind effort that brought the Oriskany (CVA/CV-34) up to full SCB-27C and SCB-125 standard. CV-34 was the last ship to receive the SCB-27C modernization (1959) and many features were improved over the older SCB-27C ships. Besides the angled deck, hurricane bow, C-11 steam catapults, and lengthened centerline elevator, CV-34 had a light metal cladding for the flight deck and an arresting gear system that was stronger then on the older SCB-27C ships” (Ref. 1135).
The SCB-125 upgrade program was first applied to the final three Essex-class carriers to undergo the SCB-27C modernization while they were still in the midst of their original refit. Despite the drastic reconstruction of the carriers, the original SCB-27A vessels, which were fitted with a pair of H 8 hydraulic catapults, were not upgraded with the C 11 steam catapults fitted to their SCB-27C sister ships due to machinery space limitations.
SCB 110, SCB 110A, SCB 101 Modernization
Midway class – Ref. 1131
“The Midway class aircraft carrier was one of the longest lived carrier designs in history. First commissioned in late 1945, the lead ship of the class, USS Midway was not decommissioned until 1992, shortly after seeing service in the Gulf War.
The CVB-41 class vessels (then unnamed) were originally conceived in 1940 as a design study to determine the effect of including an armored flight deck on a carrier the size of the Essex class. The resulting calculations showed that the effect would be disastrous for air group size. The resulting ship would have a maximum air group of 45, compared to 90–100 for the standard Essex class fleet carriers. As a result, the concept went to finding a larger carrier which could support both deck armor and a sufficiently large air group. Unlike the Royal Navy's aircraft carriers, for which the armored deck was part of the ship structure, the Midway class retained their "strength deck" at the hangar deck level and the armored flight deck was part of the superstructure. The weight-savings needed to armor the flight deck was acquired by removing a planned cruiser-caliber battery of 8-inch (203 mm) guns and reducing the 5-inch antiaircraft battery from dual to single mounts. They would be the last USN carriers to be so designed; the titanic size of the Forrestal class supercarriers would require the strength deck to be located at flight deck level.
The resulting carriers were very large, with the ability to accommodate more planes than any other carrier in the U.S. fleet (30–40 more aircraft than the Essex class). In their original configuration, the Midway class ships had an air wing of almost 130 aircraft. Unfortunately, it was soon realized that so many planes was beyond the effective command and control ability of one ship. While the resulting ships featured excellent protection and unprecedented air wing size, they also had several undesirable characteristics. Internally, the ships were very cramped and crowded. Freeboard was unusually low for such large carriers. In heavy seas, they shipped large amounts of water (only partially mitigated by the fitting of a hurricane bow during the SCB-110/110A upgrades) and corkscrewed in a manner that hampered landing operations. None of the class went on war cruises during the Korean War. They were mainly deployed to the Atlantic and Mediterranean. During the 1950s, all three ships underwent the SCB-110 modernization program, which added angled decks, steam catapults, mirror landing systems, and other modifications that allowed them to operate a new breed of large, heavy naval jets” (Ref. 1131).
SCB 110A - Modifications and conversion include installation of three C-11-1 steam driven catapults, which were designed to accommodate the newer and heavier jet aircraft; angled deck, enclosed hurricane bow, Mk-7-Mod 2 arresting gear identical to that installed in the Forrestal-class carriers, relocation of the elevators and three new deck-edge elevators and new weapons elevators. In addition, electronics package was installed (Midway Class Carriers).
Midway class large fleet aircraft carriers - Ref. 1 and 1A and 1134
Speed: 30-plus knots Crew: 3,583 (as planned in 1943, was over 4000 by completion) Complement: 2,533 ship's company; 2,239 in air wing
Concept/Program: These ships were a new, much larger design intended to correct certain problems in the Essex class design. They had armored flight decks, requiring a much larger hull and lower freeboard, to reduce top weight. They also carried a very heavy AA battery of 5/54 weapons.
The armor requirement was originally meant to counter 8" cruiser gunfire, but by the time the ships were laid down the focus had shifted to defending against aircraft attack. The ships entered service soon after WWII. In their early years they were the only ships capable of operating nuclear strike aircraft.
Design: An all-new design. These ships were very wet, very crowded and quite complex; these problems were never solved. The design made them difficult and expensive to modernize or upgrade. In later years these ships were limited by low freeboard, severe crowding of crew and equipment, low hangar clearances, poor sea keeping and extreme age; they were unable to operate the latest and largest aircraft. Overall they must be considered to be a less than satisfactory design, but they had long service lives because of the urgent need for large carriers.
Variations: Configurations varied as completed; only Midway was completed to the original design. Roosevelt and especially Coral Sea carried fewer guns at completion. There were major differences following the 1950's reconstructions.
Modifications: All ships had their gun batteries gradually reduced over time. All ships were upgraded in 1947-48 with strengthened flight decks, 10 dual 3/50 AA fitted in place of 40 mm guns, facilities for nuclear weapons, and other improvements. Continual updating of electronics outfit.
Modernization: Underwent major reconstructions during the 1950's, but no two ships were reconstructed to the same standard. These rebuilds were the equivalent of the SCB 27C/125 reconstructions in the Essex class.
SCB 110: (Midway & Roosevelt) First reconstruction applied to this class, generally equivalent to the SCB 27C/125 combination. Additions included an angled deck, new catapults and arresting gear and a new electronics outfit; the gun battery was reduced and general improvements were carried out. Displacement was approximately 63,500 tons.
SCB 110A: (Coral Sea) A more extensive version of the SCB 110 applied to the other ships of the class. Aviation features and electronics were further improved, and gun battery was further reduced.
SCB 101: (Midway) A second reconstruction meant to be applied to all ships, to upgrade them beyond the SCB 110/110A configuration. This reconstruction included a longer flight deck, new catapults, and general all-around improvements. Due to the cost of this work, only one ship was upgraded under this program.
After SCB 110A Coral Sea was the most capable of the ships, but Midway surpassed her with the SCB 101 reconstruction. In addition to the SCB reconstructions, each ship received at least one major overhaul/upgrade, the details of which varied. Classification: Initially classified as CV, but changed to CVB prior to completion, and CVA postwar. Returned to CV classification in 1975 when modified to operate ASW aircraft.
Operational: Saw extensive service as tactical and strategic platforms. Operational lives continually extended due to force level build-ups and lack of replacements.
Prior to decommission:
Armament: Sea Sparrow missiles; 3 Phalanx CIWS 20mm mounts Combat Systems: SPS-48C 3-D Air Search Radar; SPS-49 Air Search Radar and SPS-65 Navigation Radar: 2 Mk115 Fire Control; WLR- 1 ESMWLR-10; and ESMWLR-11 ESM
Departure from Service/Disposal: Roosevelt was in poor condition when she was discarded in 1977. Others remained in service long pasts their intended retirement dates. Coral Sea replaced and retired in 1990; Midway retired without replacement in 1992, due to force reductions.
SCB-144 Modernization
ASW Package - Antisubmarine Warfare (ASW) Support Carrier conversion - listed under U.S. Aircraft Carriers Classifications & Duty-Past within this web site:
U.S. AIRCRAFT CARRIERS REDESIGNATED ANTI-SUBMARINE WARFARE (ASW) Carrier (CVS)
“SCB-144 was part of the Navy Fleet Rehabilitation and Modernization (FRAM) II program intended to improve the ASW capability of the SCB-27A CVS carriers. All of the SCB-144 modernizations were completed by 1965. The principal modifications included:
1. Installation of the SQS-23 bow-mounted sonar dome. 2. Installation of a stem hawsepipe and bow anchor. 3. Modifications to the Combat Information Center” (Ref. 1135).
|
|||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
