Subject: SMML VOL 1520 Date: Thu, 07 Feb 2002 00:25:22 +1100 SMML is proudly sponsored by SANDLE http://sandlehobbies.com -------------------------------------------------------------------------------- MODELLERS INDEX 1: Re: AO-64 Last one 2: Re: AO 64 3: USN Underway Refueling/Replenishing Practice 4: Re: UNREP 5: Anchor and Chain 6: AO-64 Again 7: Re: AO 64 8: Cutty Sark -------------------------------------------------------------------------------- Model club & SMMLcon Infomation 1: MiniCon - Spring has Sprung -------------------------------------------------------------------------------- MODELLERS -------------------------------------------------------------------------------- 1) From: NAVYDAZE@aol.com Subject: Re: AO-64 Last one I found my old reports - I was the Deck Department Yeoman so I had to log these UNREPS and this is just a sample Feb. 13 USS Camden (AOE-2) - 180 minutes total Feb. 14 USS Pictor (AF-59) - 102 minutes Feb. 15 USS Hassayampa (AO-145) - 94 minutes Feb. 16 USS Mount Baker (AE -4) - 144 minutes Feb. 18 USS Hawwayampa (AO-145) - 109 minutes Feb. 19 USS Wrangell (AE-12) - 263 minutes and so on for the whole tour. But it does appear they were not as long as I said they were except for breakdowns. But you do notice that we would burn up our fuel oil in about 2 days. We also had to take care of some of the DD, DDG and DLGs - also those on the gunfire line would come out to us to get fuel. Mike Donegan NAVYDAZE - Naval & Aviation Artist http://www.navydaze.com -------------------------------------------------------------------------------- 2) From: Fkbrown90@aol.com Subject: Re: AO 64 In reading all those interesting experiences about replenishing at sea, I am prompted to inquire about being concerned with enemy attacks, either by airplanes or by submarines, when the ships are so vulnerable. Any comments? Franklyn -------------------------------------------------------------------------------- 3) From: Joel Labow Subject: USN Underway Refueling/Replenishing Practice The following is the UNREP procedure that was followed in the med in the late 60s...I don't believe there have been any significant changes since then. The supplying vessel would steady on course and speed (replenishment speed was almost always 12 knots) and hoist the Romeo flag (if in daylight) on the side available for unrep. The supplying vessel was the guide, i.e. was responsible for steering a steady course at a constant speed. The receiving vessel would signal the commencement of it's approach by flying Romeo at the dip. Normally the approach was at 20 knots. The conning officer's rule of thumb (at least for DDs) was that the guide should be 3 degrees off centerline at 500 yards astern and 6 degrees off centerline at 100 yards astern. Speed was reduced when the receiving ship's bullnose was abeam of the supplying ships fantail (for an AO). If enough ships were available another ship would follow the supplying ship at standard distance (500 yards) to be in position to recover any who might fall overboard. The standard alongside distance for refueling was 80-100 feet for small combatants and 100-120 feet for larger ships. A messenger line would be passed where it could be seen from both bridge wings which had a sound-powered phone for bridge-to-bridge communications and prominent distance markers every 20 feet. When the fueling hoses were secured and the receiving ship was receiving fuel it would close up Romeo. Ships with Romeo closed up had absolute right of way over all others. Often a vertical replenishment (VERTREP) via helo would be taking place at the same time. At the completion of the UNREP when the last line was cast off the receiving ship would haul down Romeo and increase speed to 20 knots and execute a gentle turn away from the AO after drawing ahead. 'Showboating' by cranking speed up too fast or turning too soon invited a collision. In the med in the 60s all ships were required to stay topped up to 90% of fuel capacity at all times...this necessitated an UNREP every two or three days. UNREPs were normally done at night to reduce vulnerability and conserve daylight hours for other exercises. After doing this routine for 2-3 months we were GOOD at it...it was far easier to UNREP at sea that to take fuel from the pier in Naples (everything was more difficult in Naples...except contracting VD!). The ability to refuel and replenish at sea as a matter of routine conferred a huge advantage to the USN in WWII which continues to this day. Joel Labow -------------------------------------------------------------------------------- 4) From: Don Myers Subject: Re: UNREP As vivid as the memory is of the many ships resupplied by the AF I served on, I cannot tell you what the correct or attained distance between ships was. I do know that cruisers, carriers, and oilers stationed along side port, and all others to starboard. An amusing story - probably not to the bridge crew of a DD - was the best GM shotline artist we had tossed one right into the deck house. Ask anyone who was highlined over in a bos'n chair what the distance was and the answer would probably be not close enough! The operation is done man power, both on the high line and on the shuttle line. Caveat, I was not a bos'n. Don -------------------------------------------------------------------------------- 5) From: IAAFru2@aol.com Subject: Anchor and Chain Does, any one make anchors and chain in 1:350 scale, I want to add them to my USS Missouri, and New Jersey. I would prefer the Anchor be in white metal, or a good resin one. The chain of course real. -------------------------------------------------------------------------------- 6) From: "R Sidford" Subject: AO-64 Again All these sea stories bring up memories - things I hadn't thought of for over 30 years. Everyone remembers incidents which stand out as dramatic, funny, harrowing, or absurd. It is great to hear others' reminiscences - so many different perspectives on common experiences. If I remember correctly, we used to UNREP at 15 knots, rather than 10 - 12. Ships (particularly DDs) respond to the rudder better at higher speeds, so that may have something to do with it. Again, if memory serves, we used to complete our refueling in 1/2 hour or so. The AOs could really pump it out. Particularly one (nameless) AO which didn't stop despite our frantic signals to secure pumping. The eruption from the forward trunk was something to see. The last words from the AO's skipper as we pulled away: "God, you're a mess." I suppose I'd better get back to modeling, though. Richard Sidford LT (USN) '63-67; LEUT (RANR) (Ret.) '83-01 (Just thought I'd throw that in for interest) -------------------------------------------------------------------------------- 7) From: "Jeremiah O. Coughlin" Subject: Re: AO 64 >> I have not read all the notes, but here are my memories. In regards to speed I think we UNREPed at 13 Knots, it could have been 11. For LST's etc we would steam at 11 knots, maybe 9. The receiving ship always came up to and held station on the sending ship. It was interesting in bad weather. Not a big deal in good weather. I have a few photos of this on my web site for the USS REGULUS AF-57. It is at www.regulus.8m.com Take a look. > ---- << Dear Sam, A brand new LST wide open might get close to 11 knots, LST meant Large -slow-target. We escorted a lot of them. We took some from Norfolk Va. to Gibraltar BCC, 3,412 KM. We went on our cruising turbines, (on the HP shafts) 7-7.5 knots all the way. Took over two weeks. We never had to refuel until we hit port. I was told that when all 7 burners were in on all 4 boilers if we went wide open we had enough fuel for 28 hours. Cans get thirsty when over hull speed, that's why we refueled almost daily. We did some NATO Ops with British CV's, they loved turning as sharply as they could, (some thought they backed down on inboard screws) our twin 40 tubs along side the bridge would be dragging in the H2O but we stuck with them. Chased subs in the Artic, mid-50's, couldn't have been Russian because they would wait until we were up to 35 kts before pulling away from us underwater. No need to ping them at that speed, no one ever surfaced when we would threaten them with Depth Charges. After they pulled away, 8-12 hours later, we would have to crawl back for some more fuel. We always pretended that is was the Nautilus teasing us. Long ago, far away. Semper, jeremiah.... -------------------------------------------------------------------------------- 8) From: "ian and sharyn" Subject: Cutty Sark A 'proxy' message from George via the http://apma.org.au web site..... Does anyone know difference between Revell model of Cutty Sark 1/96 vs 1/70 kit? Any comparisons would be helpful. Thanks Ian -------------------------------------------------------------------------------- Model club & SMMLcon Infomation -------------------------------------------------------------------------------- 1) From: Boatbldr Subject: MiniCon - Spring has Sprung Well for us on the Northwest North American coast anyway, with pineapple expresses breezing through, yup, you best believe it, blossoms have been sighted in downtown Vancouver!!!! But then again, Mother Nature has been known to change her mind before! Anyway folks, I was just looking at: http://www.smmlonline.com/members/shows/vancouverminismmlcon2001/vancouverminicon.html and it brought back happy memories. So I figured - hey lets do it again shall we? So then, does anyone want to do the Norwesters MiniCon again? Any suggestions ??? One of the suggestions last time was to have it over on the island maybe.....hmmm.... anyone have any connections for us over at Esquimalt? Or maybe some can arrange something in Bellingham or Everett? What will it take to get Loren to row the two miles over to Victoria? Or Victor to hand deliver his spring MSJ issue? ;-) Could be fun folks - the last one sure was - let me know what the level of interest is.... regards Boatbldr -------------------------------------------------------------------------------- Check out the SMML site for the List Rules, Backissues, Member's models & reference pictures at: http://smmlonline.com Check out the APMA site for an index of ship articles in the Reference section at: http://apma.org.au/ -------------------------------------------------------------------------------- End of Volume