USCGC Adak

USCGC "Adak" (WPB-1333) is a United States Coast cutter that received her name from Adak Island in the Aleutian Islands of Alaska. "Adak" was placed in commission on 18 August 1989, at Bollinger Shipyard in Lockport, Louisiana.
Island-class patrol boat overview.
The 110-foot Island-class patrol boat is a U.S. Coast Guard modification of the British shipbuilder, Vosper Thornycroft patrol boat design. The Island–class design is a semi-displacement type mono-hull made of high-strength steel, while the main deck and superstructure are aluminum. They employ an active fin stabilization system to improve their sea-keeping abilities. With a top speed in excess of and a cruising speed of , the ship is capable of enduring unsupported operations for six days and accommodates three officers and nineteen enlisted personnel. With excellent range and sea-keeping capabilities, the Island-class, all named after U.S. islands, replaced the older 95-foot s. These cutters are equipped with advanced electronics and navigation equipment and are used in the Coast Guard's maritime homeland security, migrant interdiction, fisheries enforcement, and search-and-rescue missions.
Stateside Service- Prior to Deployment to Patrol Forces Southwest Asia.
"Adak" was originally stationed in Sandy Hook, New Jersey. Before "Adak"s commissioning ceremony in August 1989, in New Jersey, however, "Adak" had already completed six maritime rescues.
After stopping F/V "Hunter" off the coast of New York in 1991, "Adak"s boarding team found of cocaine worth over $861 million at the time. This was the third largest cocaine bust up to that date.
On the evening of 18 September 1992, "Adak" rescued a missing diver off the coast of Shinnecock, Long Island. During her search for the missing diver from dive boat "Captain Midnight", the crew saw a dim light, which upon investigation turned out to be the flashlight of the missing diver. The diver had been lost for five hours at that point.
In August 1994, "Adak" took part in Operation Able Vigil, an effort made up of over 50 U.S. Coast Guard cutters and Navy ships, and many other varied assets, making up the largest Coast Guard led naval operation since World War II. From 19 August to 23 September 1994, Operation Able Vigil forces rescued over 29,000 Cuban migrants from unsafe rafts and makeshift craft. For her part in the operation "Adak" earned the Coast Guard Unit Commendation.
In April 1996, while on patrol off Puerto Rico, "Adak" rescued 118 Dominican Republic migrants from two dangerously overloaded and unseaworthy boats.
"Adak" was witness to the crash of TWA Flight 800 off the coast of Long Island, New York, on 17 July 1996. The cutter was only away when the crash occurred and immediately headed to the scene.
 "Adak" served as the On-Scene Commander for almost 100 rescue craft for the first eight hours of the search and recovery effort. For her actions responding to the TWA Flight 800 crash "Adak" received the Coast Guard Unit Commendation.
During "Adak"s stateside service she conducted many successful fisheries patrols, enforcing maritime laws and treaties, and ensuring the safety of fishermen. In August 1999, she received the Coast Guard Meritorious Unit Commendation for her work from June 1997 to June 1999, doing living marine resources patrols. During this time "Adak" issued eleven Magnuson Fishery Conservation Act violations, five of those resulting in catch seizures that, together, totalled over $160,000.
After the attacks on the World Trade Center towers on 11 September 2001, the Coast Guard tug , homeported in Bayonne, New Jersey, was the first on scene in New York harbor and acted as On-Scene Commander. "Adak" arrived on scene an hour later and took over On-Scene Commander responsibilities. For hours "Adak" coordinated the evacuation of civilians, transport of firefighters and rescue personnel, and the establishment of security zones to protect other high valued assets from further attack. For her part in the response to the attacks of September 11, "Adak" received the Secretary of Transportation Outstanding Unit Award.
Initial actions during Operation Iraqi Freedom.
The maritime conditions of Iraq and the Northern Persian Gulf can greatly limit the operations of large naval vessels and warships. Due to this and the Navy's lack of in-shore patrol craft, a large part of the US Navy's request for Coast Guard assistance in Operation Iraqi Freedom (OIF) centered on the service's shallow-draft patrol boats. Cutters of the 110-foot Island class, also known as WPBs, would serve as the mainstay of shallow-water operations. The deployment of the 110-foot patrol boat "Adak" serves as a snapshot of WPB operations in OIF. Deployment of the WPBs overseas would represent the first combat deployment of Coast Guard patrol boats since the Vietnam War, even though other Coast Guard assets had served in operations Desert Shield and Desert Storm in the 1990s.
In early February 2003, the Coast Guard’s Atlantic Area Command deployed to the Persian Gulf the WPBs "Adak", , , and . The 110s arrived in Bahrain, at the beginning of March, having ridden on board for thirty-five days. On March 5, a heavy-lift crane off-loaded the WPBs taking only six hours to set all four in the water. "Adak" ran through sea trials for two days and on 9 March, "Adak" and sister ship "Aquidneck" deployed to the Persian Gulf followed by "Baranof" and "Wrangell" on 12 March.
In the days leading up to combat operations, "Adak" focused on maritime interdiction operations. Coalition vessels had restricted passage of local watercraft out of the Khawr Abd Allah (KAA) Waterway, thinking that these vessels might carry mines or escaping Iraqi officials. By mid-March, local watercraft had attempted several breakouts with fleets of dhows and small boats and, on 17 March, a large breakout consisting of sixty Iraqi watercraft attempted to evade Coalition units. With the vessels scattering in all directions, "Adak", "Wrangell", and their small boats, aided by other Coalition units, managed to corral all of the Iraqi watercraft and board them. None of the vessels carried escaping Iraqi leaders and all had discharged any illegal cargoes typical of small smuggling vessels. After boarding teams had thoroughly searched the dhows, "Adak" and the other patrol vessels allowed the watercraft to proceed along a specific route into the northern area of the Persian Gulf.
In the early morning hours of 20 March, Coalition forces initiated combat operations with air attacks against key military targets in Baghdad. The "Adak" and "Aquidneck" enforced a security zone while the USS "Higgins" launched Tomahawk Land Attack Missiles into Iraq. In addition, Coalition forces had to secure Iraq's Khor al-Amaya Oil Terminal and Mina al Bakr Oil Terminal to prevent environmental attack by the Iraqi regime. On the evening of 20 March, SEAL teams supported by Polish Special Forces personnel, stormed the oil facilities. During the operation, "Adak", along with "Baranof", maintained security around the terminals to prevent reinforcement or escape by Iraqi military forces. After the SEALs cleared the terminals of Iraqi personnel, weapons and explosives, Coast Guard personnel from Port Security Units 311 and 313 arrived to secure the facilities.
Next "Adak" received orders to patrol the KAA Waterway, so by the early morning hours of 21 March, "Adak" had steamed up the KAA to serve as a guard ship. In fact, of the 146 Coalition naval units in the Persian Gulf, "Adak" stationed itself deepest in enemy territory and served as the "tip of the spear" for Coalition naval forces. During its early morning patrol, "Adak" and navy patrol surprised and stopped two down-bound Iraqi tugboats, including one towing a barge, and ordered them to anchor. At first, the vessels raised no suspicions for they ordinarily serviced tankers and smaller watercraft that plied local waters. But the two patrol vessels continued guarding the tugs and a special boarding team composed of Australian and American explosives experts searched the tugs and barge and found concealed within them a total of seventy contact and acoustic mines. Had they been released, the mines could have sunk or heavily damaged Coalition naval vessels operating in the Persian Gulf. The team secured the tugs and "Chinook" transported the tug crews back to a Coalition naval vessel for processing. The captain of one of the mine-laying tugs admitted that the sight of the "white patrol boat" had prevented him from deploying his deadly cargo.
Throughout 21 March, the captain and crew of "Adak" experienced a great deal of excitement. At 06:00, Australian and British frigates began naval fire support operations in what became known as "Five-Inch Friday". The warships poured nearly 200 rounds of and shells into the Iraqi defenses while "Adak" screened the vessels to ensure that no unauthorized watercraft approached. During this time, Mackenzie and his men felt buffeting from the explosions of hundreds of bombs and shells lobbed on shore. British Royal Marines, supported by US Navy and Royal Navy hovercraft, commenced the amphibious assault on the Al-Faw Peninsula; the largest amphibious operation carried out since the Korean War.
During the landings, an Iraqi PB-90 patrol boat had been cruising upstream on the KAA Waterway and positioned itself where it could threaten low-flying Coalition helicopters and provide early warning reports to land-based Iraqi forces on the Al Faw Peninsula. To engage the PB-90, the Coalition command center vectored in an AC-130 gunship, which destroyed the Iraqi vessel. Afterward, a Coalition helicopter spotted three surviving crewmembers floating down the KAA and notified "Adak" of their location. "Adak" conducted Combat Search and Rescue (CSAR) operations, recovered three hypothermic Iraqis at 8:30, and transferred the prisoners to an Australian naval vessel for processing. Coalition experts later identified the men as warrant officers from Iraq's Republican Guard.
After Coalition forces wrapped up the initial phase of combat operations, Coalition planners focused on opening the KAA Waterway to vessel traffic. Wrecks from the Iran–Iraq War and the First Gulf War still littered the KAA and its shores, but mines proved a greater concern. Some mines still remained in the waterway from Operation Desert Storm. Minesweeping operations began on 22 March, with navy Sea Dragon helicopters towing minesweeping sleds along the waterway. Mackenzie received orders for "Adak" to join sister ship "Wrangell", and navy patrol craft "Chinook" and "Firebolt" to escort US Navy and Royal Navy minesweepers up the KAA. The process proved slow as the minesweepers proceeded at a rate of up the channel to the Iraqi port of Umm Qasr. The patrol boats had to stand off from the minesweeping vessels and they often had to station themselves upriver from the minesweepers. On several occasions, the minesweepers located mines in waters previously navigated by the WPBs and, on one occasion, "Adak"s crew listened as the patrol boat contacted a mine that came to the surface and failed to detonate.
It took about a week to complete mine-clearing operations on the KAA and with Umm Qasr in Coalition hands, cargo vessels could begin steaming into the Iraqi port. Naval combat operations concluded near the end of March, but "Adak" joined the other WPBs to continue their force protection role and served as escorts while the navy salvage vessel and the tugboat removed obstructions in the waterway. On 28 March, Coalition forces sent the first shipload of humanitarian aid into Umm Qasr on board the shallow draft Royal Fleet Auxiliary "Sir Galahad" under the escort of "Adak", "Wrangell", a minesweeper and patrol craft . "Adak" and its crew continued escort duties along the KAA into early April. On 11 April, "Adak" escorted Iraq's first commercial shipment on board , which carried 700 tons of Red Crescent Society aid of food, water, medical supplies and transport vehicles. Meanwhile, "Adak" received orders to return to base and, on 12 April, "Adak" redeployed to Bahrain after completing a thirty-five-day non-stop deployment to the NAG.
On 9 April, organized resistance had ceased in Baghdad, followed in mid-April by a cessation of resistance in most other Iraqi cities. On 1 May, President George Bush announced the end of combat operations in Iraq and the Coalition’s offensive operations came to a close. During OIF, "Adak", its sister ships and their crews brought many vital capabilities to the theater of operations. The patrol boats operated for many hours without maintenance in waters too shallow for most naval vessels and served as the fleet's workhorses in boarding, escort duty, force protection and maritime interdiction operations. The characteristic white hulls of the WPBs also provided a less antagonizing presence in a highly volatile region. As in past Coast Guard combat missions, such as Vietnam, Coast Guard patrol boats and personnel exceeded all expectations in shallow-water and in-shore maritime operations. Given the frequency that hostilities erupt in the world's littoral regions, shallow-draft Coast Guard units and their specialized personnel will continue to play an important part in future naval operations.
Operations Enduring Freedom and Inherent Resolve.
In a historical twist, the "Adak", "Aquidneck", and "Higgins" found themselves working together again. During the 2018 missile strike against Syria, the "Higgins" launched 23 TLAMs into Syria while "Adak" and "Aquidneck" enforced a security zone for her.
Commanding officers.
July 2003 to Current: OCONUS:
Prior to 2003: CONUS:


USCGC Northland

There have been several USCGC (United States Coast Guard Cutter) named Northland:


Spokane Trophy

The Spokane Trophy is awarded by Commander United States Pacific Fleet on a cycle basis to the surface combatant ship considered to be the most proficient in overall combat systems readiness and warfare operations. The nomination will be submitted by the type commander based on the recommendations of the ISIC (Immediate Superior In Charge). Because the award is to recognize demonstrated ability to fully conduct, on a sustained basis, simultaneous and coordinated air warfare, surface warfare, and undersea warfare operations with all installed equipment, no check-off list of particular criteria is appropriate nor can a ship explicitly work for nomination for the award other than by routinely striving for the highest levels of combat systems training and material excellence. The actual Spokane Trophy is made of 400 ounces of silver and is valued at $4 million.
The award was established in 1908 by President Theodore Roosevelt to recognize naval warfighting proficiency. The trophy was originally donated by the Spokane, Washington, Navy League and is now kept on display at Naval Surface Forces headquarters in San Diego. The trophy depicts areas of Spokane, Washington, and the silver mining community. The trophy also bears the names of the last 96 ships that have won it, including USS "Arizona" (BB-39) and USS "West Virginia" (BB-48). It is normally kept under armed guard and is viewed only once per year for the presentation ceremony.
Unlike the Battenberg Cup for the Atlantic Fleet, this award honors surface ships only, while the Battenberg honors both surface and submarine combatants.
History.
In 1907, the Spokane Chamber of Commerce in conjunction with the city's United Spanish War Veterans wanted to honor Spokane sailors, its “Sons in the Navy,” by offering a silver cup as an annual award to the U.S. Atlantic Fleet for marksmanship. Donated by the city and citizens of Spokane, the Spokane Trophy would become the most sought after award in the U.S. Navy, though many, for a time, would forget it existed.
The city was desirous to honor its sailors and President Theodore Roosevelt's “man behind the gun.” With the memory of Spokane's own John Robert Monaghan, a sailor who sacrificed his own life to save a fellow officer in a “skirmish with the natives” in Samoa in 1899, Spokane was proud of our country's navy and wanted to honor “the men who wear the blue.” Originally intended to be awarded to the best ship in the Atlantic Fleet for excellence in great-gun marksmanship in the annual target practice, Secretary of the NavyVictor H. Metcalf, suggested instead that the trophy be awarded to the battleship or armored cruiser of either fleet who exhibited the highest final record of merit with all her turret guns. Metcalf pointed out that “President [Roosevelt] interested himself personally in the question of trophies for excellence in great-gun marksmanship, and directed that the vessels of the Navy be divided into four classes, namely battleships, cruisers, gunboats, and torpedo craft and that a trophy be assigned to each.”
The Spokane Trophy was designed to embody the spirit of Spokane and its pride in the navy. In bas-relief on the trophy are eight memorial panels or scenes depicting President Theodore Roosevelt, the Secretary of the Navy Victor H. Metcalf, the Spokane Falls, Mount Spokane, the newly built Spokane Federal Building (old Post Office), the last of the great chiefs, Chief Garry of the Spokanes, Fort George Wright, and a replica of the monument to Ensign John Monaghan, Spokane's own naval hero. Standing approximately 28-inches high and 16-inches wide at the handles, made of 400-ounces of sterling silver and lined with gold, the Spokane Trophy was crafted by Leo M. Dornberg & Co., a local jeweler, at the request of the Spokane Chamber of Commerce for $1,500 in 1907. Mounted on a rosewood base, the trophy is flanked by two miniature solid silver navy gunners training 10-inch long silver guns mounted on gold wheels. A feminine figure on the trophy represents Spokane presenting a laurel wreath to the navy gunners whose hands are outstretched to receive it. An American eagle clutches a naval target on the opposite side of the trophy and the handles represent weighed anchors.
In 1908, the became the first winner of the trophy. The trophy was formally presented to the officers and sailors of the ship in the Puget Sound Naval Shipyard, Washington on August 12, 1908. Spokane Chamber of Commerce vice-president David T. Ham spoke, as did representatives on behalf of the Spanish War Veterans. According to an account at the time, the trophy was received positively:
The cup was covered with the Admiral’s colors as it was borne from the captain’s cabin to a raised platform on the main deck, where Captain [Bradley A.] Fiske, in his speech of acceptance, referred in eloquent terms motive which prompted the giving of the Spokane Trophy cup and of the great benefit that would ultimately result in the future efficiency of naval gunnery, and said that was a standing cause for wonder and surprise to the entire Navy that the inland city of Spokane should be the first to do honor to the men behind the gun and thus create that pride in individual effort and in the efficiency of general service that must and would build a greater Navy…
The pomp and ceremony that followed the trophy through its first award presentation, resulted in some playful animosity from the officers and crew of the , of which the commanding officer, Austin M. Knight, was present:
Captain Austin M. Knight, of the cruiser Washington, invited the Spokane party to visit his ship and accept some hospitality in deference to the grand state for which the ship was named. Captain Knight and his officers were greatly chagrined that the cruiser Washington did not win the Spokane Trophy, and said that Spokane will be honored by the Washington winning the cup the next year if they have to blow up every turret and gun in the ship.
The trophy was awarded annually to ships in the Pacific and Atlantic Fleet until it was retired in 1941, prior to World War II, and placed on display for many years at the Naval Museum in Washington D.C. before being moved to the Naval Historical Center in the Washington Navy Yard in 1977. In 1984, the Spokane Trophy was reactivated and sent to the U.S. Pacific Force Headquarters in San Diego. In keeping with historic tradition, the trophy, now worth nearly $4 million, is annually awarded to the United States Pacific Fleet surface ship that demonstrates overall excellence in combat systems and warfare readiness. The trophy has been awarded forty-two times to thirty-one different ships. In 2007 the trophy was awarded to the , an "Arleigh Burke"-class Aegis destroyer homeported in Hawaii. was the 2008 Spokane Awardee, and is also homeported in Pearl Harbor, Hawaii. The officers and crew of guided-missile destroyer , forward-deployed to Commander Fleet Activities Yokosuka, learned their command was announced as the 2009 Spokane Trophy recipient on April 15, 2010. In 2011 , homeported in San Diego, won the trophy. In 2013 it was , also homeported in San Diego, that won it. The trophy was awarded in 2014 to the , homeported in San Diego, CA. In 2016 it was awarded to the , the second time the ship had received "this prestigious award".
The crew of the "Arleigh Burke"-class guided-missile destroyer assembled on the forecastle to receive the prestigious Spokane Trophy during a ceremony, May 7, 2015.
The crew of the guided-missile cruiser received the 2017 Spokane Trophy during a ceremony on board the ship, October 19, 2018.
The crew of the guided-missile destroyer received the 2018 Spokane Trophy during a ceremony aboard the ship, September 26, 2019.
The Spokane Trophy, with the help of the Spokane Council of the Navy League of the United States and Navy Operational Support Center (NOSC) Spokane, returned home to Spokane, Washington, in the spring of 2008 for its 100th anniversary.


RCMP vessel Nadon

RCMP "Nadon" is a Commissioner-class high-speed patrol vessel previously operated by the Royal Canadian Mounted Police's Marine Division. The vessel, designed by Robert Allan Ltd. and built by Shore Boat Builders, is an aluminium-hulled planing catamaran, capable of speeds of up to .
"Nadon", named after Maurice Nadon, the RCMP Commissioner between 1974-1977, was stationed at Nanaimo, British Columbia, and responsible for patrolling the of coastline between the United States border and the Mid Coast, north of Vancouver Island.
In 2000 "Nadon" was temporarily renamed "St. Roch II" in order to recreate the 1950 voyage of the RCMP schooner "St. Roch" around the North American continent. The voyage began at Vancouver on 1 July 2000, and involved navigating the Northwest Passage around the northern coast of Canada as far as Halifax. She was accompanied by the Coast Guard ship , as a support vessel.
"St. Roch II" also carried out a search for a reported wreck from Sir John Franklin's expedition of 1845. Using a Kongsberg/Simrad SM2000 forward-looking sonar she completed a survey west of Grant Point on the Adelaide Peninsula. An area of of previously uncharted sea floor was searched, but found nothing, and a survey by shore parties of the unnamed island southwest of Grant Point, and the northwestern point of Grant Point itself found nothing definitive.
The "St. Roch II" then continued down the eastern seaboard of the U.S., across the Caribbean to transit the Panama Canal before returning to Vancouver in December. The voyage was a joint project of the RCMP and the Vancouver Marine Museum to raise funds to help maintain and preserve the original "St. Roch".
Having reverted to her original name "Nadon" continued in service with the RCMP until its recent decommissioning.


Salamanca order of battle

The following units and commanders fought at the Battle of Salamanca on July 22, 1812 during the Peninsular War.
Allied Army.
Commander-in-Chief of the Allied Army: Lt Gen the Earl of Wellington (local General)
Commander-in-Chief of the Portuguese Army: Marshal William C. Beresford (w)
Lt Col William H. De Lancey, Deputy Quartermaster-General (acting as Quartermaster-General)
Lt Col Sir John May, Adjutant-General (Royal Artillery) (w)
Lt Col R. Lawrence Dundas
Lt Col Henry Sturgeon
Lt Col John Waters
Maj George Scovell
Mr. John Bisset, Commissary-General
Dr. James McGrigor, Surgeon-General
Brig Gen Don Miguel R. de Álava y Esquivel, Spanish Liaison officer
Brig Gen Don Joseph O'Lawlor, Spanish Liaison officer
French Army.
Marshal Auguste de Marmont, Commander-in-Chief (w)
GD Jean Pierre François Bonet (w)
GD Bertrand Clausel (w)
Chief of Artillery: GB Louis Tirlet


4th Army (Yugoslav Partisans)

The 4th Army of the Yugoslav Partisans was a Partisan army that operated in Yugoslavia during the last months of the Second World War.
The Army was created on 1 March 1945, when Chief Commander Marshal Josip Broz Tito converted the underground National Liberation Army and Partisan Detachments of Yugoslavia in the more regular Yugoslav Army.
History.
As commander was named General lieutenant Petar Drapšin, as Political Commissioner Colonel Boško Šiljegović, and as Chief of staff, Colonel Pavle Jakšić. The Army was formed from the divisions of the 7th Corps (14th and 18th), 8th Corps (9th, 19th, 20th and 26th Dalmatian), 11th Corps (13th, 35th and 43rd) and later also the 9th Corps (30th and 31st). In addition the 4th Army had an Artillery, 1st Tank, Engineer and Replacement Brigade, a Motorized Artillery Battalion and a liaison regiment.
Three major operations were carried out in the Liberation of Yugoslavia: the Lika-Primorje operation (March 20 – 15 April 1945), the Rijeka operation (April 16 – 7 May) and the Trieste operation (April 29 – 3 May). They destroyed the German XV Mountain Corps, surrounded the LXXXXVII Army Corps and liberated Lika, Hrvatsko Primorje, Gorski Kotar, Istria, part of the Slovenian littoral and Trieste with its surroundings.<br>
Her motorized units even advanced into central Carinthia. The 29th Division also participated in the liberation of the area between Postojna and Ljubljana.
Composition.
According to Vladimir Dedijer IV Army in its composition have 40,500 Croats, 31,500 Serbs and 18,000 Slovenes.


Carrier Air Wing Ten

Carrier Air Wing Ten (CVW-10) were two separate carrier air wings of the United States Navy that existed during the Cold War. The first CVW-10 was originally known as CVG-10 and was established in 1950 before being disestablished in November 1969. The second and much shorter lived one was established in 1986 but due to budgets after one workups cruise, it was disestablished in 1988 along with all of its squadrons.
History.
Early years (1950–1964).
Carrier Air Group 10 was established on May 1, 1950, but did not see a deployment until 1952 on board the USS "Lake Champlain". Although CVG-10 didn't take part in the Korean War, it still did see more deployments in years to come, taking part in nine more deployments before the decade's end, including on board the U.S. Navy's first super carrier, the USS "Forrestal" during the Lebanon crisis in 1958 before moving to the smaller "Essex" in mid-1959. As part of the Navy-wide renaming scheme, CVG-10 became Carrier Air Wing 10 on December 20, 1963. During that time, the air group was still on deployment on the and returned home from the Mediterranean under the new name.
Vietnam and end of first CVW-10 (1965–1969).
CVW-10 made another deployment on "Shangri-La" in 1965 as well as minor deployment on board USS "Intrepid" (CVS-11) in early 1966 before in April being deployed to the Gulf of Tonkin on board "Intrepid" again to take part in the Vietnam War. After leaving in November of that year, CVW-10 returned to Vietnam two more times in 1967 and 1968 before returning in February 1969 before being decommissioned on November 29.
Second CVW-10 (1986–1988).
As part of Ronald Reagan's plan to build a 600-ship Navy, CVW-13 and CVW-10 were reestablished in the 1980s, with CVW-10 becoming a west coast CVW on November 1, 1986 (CVW-13 took the old tail code of CVW-10 which was AK). Originally VFA-195 flying the F/A-18A Hornet was to join CVW-10 as the VFA (Strike Fighter) squadron based on images with VFA-195 with the NM tail code in 1986. VFA-161 and VFA-195 would, however, switch places at NAS Fallon with photographic evidence showing both squadrons at there. VFA-161 was later removed from CVW-5 and would not return to Japan after transition training was completed on Hornet and would be placed in to inactive status joining CVW-10 while VFA-195 went to NAF Atusgi to join CVW-5.
After not deploying with as planned in 1986, CVW-10 deployed aboard USS "Enterprise CVN-65" from July 24 to August 5, 1987, in the East Pacific. After, this due to the warming relations between the Soviet Union and the United States as well as budget cuts, CVW-10 was decommissioned for the final time on September 30, 1988. All of CVW-10's squadrons also were decommissioned including VS-35, which would be reestablished again for the fourth time in the 1990 under a new nickname.


VQ-6

Fleet Air Reconnaissance Squadron 6 (VQ-6) was a former squadron of the U.S. Navy's Atlantic Fleet. During its short-lived career, it was the second of two squadrons to operate the ES-3A Shadow, an ELINT version of the Lockheed S-3 Viking.
History.
Early Years.
VQ-6 was founded on August 5, 1991 at NAS Cecil Field in Jacksonville, Florida. This was after the only carrier capable ELINT aircraft at the time, the EA-3B Skywarrior, was retired from service by VQ-2. After VQ-5 received the ES-3A in May 1992, VQ-6 became the second to receive the aircraft on August 19, 1992. A year later between April 13, 1993 and May 18, 1993, the squadron participated in workup trials on the USS "America" CV-66.
VQ-6 Detachment A made their first deployment on the USS "Saratoga" CV-60 between January 12 and June 24, 1994 as part of Carrier Air Wing 17 (CVW-17). This would be the only deployment they would make on the carrier. During their thirteen deployments, they participated in Operation Southern Watch as well as NATO operations in Bosnia from the USS "Theodore Roosevelt" CVN-71 and the "America". Other Carriers that VQ-6 deployed onboard included USS Washington CVN-73 (including its maiden cruise in 1994) as part of CVW-7 and CVW-1, USS "Dwight D. Eisenhower" CVN-69 as part of CVW-3, USS "John F. Kennedy" CV-67 with CVW-8 and the USS "John C. Stennis" CVN-74 during a world cruise with CVW-7 in 1998. During that cruise, the Stennis was featured in an episode of the Discovery Channel documentary series Extreme Machines.
Final Years.
During their last deployment, the squadron made their last deployment as Detachment A on the USS "Enterprise" CVN-65 as part of CVW-3, taking part in the strikes conducted in Operation Desert Fox.
On August 10, 1999, the last ES-3A were sent to AMARC at Davis-Monthan AFB in Arizona. After this, on the 26th, a ceremony was held before the squadron was finally decommissioned on September 30, 1999.


Royal Air Force Rugby Union

The Royal Air Force Rugby Union (RAFRU) was formed in 1918 to administer the playing of rugby union in the Royal Air Force. It fields a representative side that competes in the Inter-Services tournament with the Army Rugby Union and the Royal Navy Rugby Union.
History.
The founding of the RAFRU relies much on the shoulders of William Wavell Wakefield. He joined the Royal Navy Air Service but on the formation of the Royal Air Force in April 1918 he transferred to them. He was one of the founders of the RAFRU; and in its early years a driving force:- he was a player, captaining the team; a selector; and the secretary of the RAFRU.
He played in 8 Inter-Service matches for the club, captaining the side in all the matches. His last two matches for RAFRU were particularly noteworthy.
The RAFRU played its first Inter-Service match at Twickenham Stadium on 14 February 1923. This was against the Royal Navy Rugby Union. They beat the Navy 3-0 in the match. Another Inter-Service match was organised against the Army Rugby Union on 10 March 1923, again at Twickenham, and again RAFRU were victorious, winning the match 13-5 and becoming Twickenham's Inter-Service champions at the first time of asking.
The RAF-Army match was Wakefield's last match as a player for RAFRU. That same year he was called up to the England squad.
100th Anniversary year.
2018 became a notable year for the club as they beat both the Army and Navy sides, becoming Inter-Service Champions for the first time since 1994.
Womens side.
The RAFRU run a womens side. They compete for the Molly Rose trophy with the womens navy side.
Veterans side.
The veterans side is known as the Royal Air Force Vultures.
Notable former players.
Scotland internationalists.
The following former RAFRU players have represented Scotland at full international level.
Wales internationalists.
The following former RAFRU players have represented Wales at full international level.
England internationalists.
The following former RAFRU players have represented England at full international level.
Ireland internationalists.
The following former RAFRU players have represented Ireland at full international level.


LORAN-C transmitter Fallon

LORAN-C transmitter Fallon was the Master station of the U.S. West Coast LORAN-C Chain ( GRI 9940). It used a transmission power of 400 kW.
The Fallon LORAN-C transmitter was situated near Fallon, Nevada at () near Nevada State Route 723 and the Soda Lakes volcano.
Fallon LORAN-C transmitter used a tall mast radiator.
The station was closed on February 8, 2010 as a budget cut. The station, and all of the others, were considered to be obsolete with the general availability of GPS systems.


Benjamin M. Chiswell

Benjamin Maurice Chiswell (March 7, 1875 – July 26, 1942) was a rear admiral in the United States Coast Guard who served as the first vice commandant from 1929 to 1931.
Chiswell was born at Dickerson, Maryland on March 7, 1875 and entered the Revenue Cutter Service School of Instruction as a cadet on April 10, 1894. He was commissioned as a third lieutenant in the U.S. Revenue Cutter Service on April 27, 1896. On August 11, 1897 Chiswell was promoted to second lieutenant. During the Spanish–American War, he served as navigator aboard . Chiswell was promoted to first lieutenant on June 20, 1904 and captain on July 6, 1911. On September 20, 1913 he assumed command of which was homeported at Norfolk, Virginia. While commander, Chiswell discussed the possibility of using aircraft to aid search and rescue missions with junior officers Elmer F. Stone and Norman B. Hall. He later helped Stone attend naval flight training at Pensacola, Florida.
During World War I, Chiswell commanded USS "Algonquin" based at Gibraltar, for which he was subsequently awarded the Navy Cross. Before the end of the war, he also commanded USS "Gresham" along the U.S. Atlantic Coast.
In 1921 when U.S. Coast Guard officer ranks were aligned with U.S. Navy ranks, Chiswell was redesignated a lieutenant commander. He was subsequently promoted to commander on January 12, 1923 and then to captain on July 1, 1926.
After serving as Assistant Commandant from 1929 to 1931, Chiswell was given command of the Norfolk Division of the Coast Guard. In October 1932, he assumed command of the New York Division. In early 1933, Chiswell became head of the newly created Eastern Area comprising the Boston, New York and Norfolk Divisions.
At the time of his retirement in October 1934, Chiswell was promoted to rear admiral based on his wartime service record.


Combat Logistics Battalion 8

Combat Logistics Battalion 8 (CLB-8) is a logistics battalion of the United States Marine Corps. They are part of Combat Logistics Regiment 2 and the 2nd Marine Logistics Group. The unit is based out of the Marine Corps Base Camp Lejeune, North Carolina.
Mission.
Provide logistics support to Regimental Combat Team 8 beyond its organic capabilities in any environment and throughout the spectrum of conflict in order to allow the regiment to continue operations independent of any logistically driven operational pauses.
History.
CLB-8 deployed to Camp Fallujah, Iraq in support of Operation Iraqi Freedom 04-06 from February 2005 to February 2006 and 06-08.2 from September 2007 to March 2008. The battalion deployed to Afghanistan in the spring of 2009 as part of the 2nd Marine Expeditionary Brigade. They will be part of the 17,000 troop increase announced by President Obama in mid-February.


Integrated Personnel and Pay System - Army

Integrated Personnel and Pay System-Army (IPPS-A) is United States Army acquisition program that seeks to integrate human resources and pay for all Army Soldiers. It is provides online tools and replaces older Army human resource systems. It also provides talent management capabilities and is essential to the Army's People Strategy. IPPS-A provides three main capabilities: Total Force Visibility, Talent Management and the ability to successfully complete audits. It has successfully fielded to the Army National Guard and is scheduled to field to the active and reserve components by December 2021.
Organization.
The IPPS-A implementation is a partnership between the Assistant Secretary of the Army for Acquisition, Logistics, and Technology and the Army G-1 with Program Executive Office Enterprise Information Systems and Technology and Business Architecture Integration.


USS Winnetka (YTB-376)

USS "Winnetka" was a harbor tug in service with the United States Navy, built in 1944 at Port Arthur, Texas, by the Gulfport Boiler & Welding Works, Inc. She was placed in service on 28 June 1944. She departed Galveston, Texas on 18 July and proceeded via the Panama Canal to the Pacific. The tug served for some time at Pearl Harbor but, by the beginning of 1945, had moved west to the Marianas Islands for operations principally at Guam and Saipan. She was later reassigned to the naval base at Iwo Jima in the Volcano-Bonins chain and served there until January 1946 when she ran aground on Iwo Jima. Damaged beyond economic repair and not economically salvageable, "Winnetka" was abandoned where she lay. Her name was struck from the Navy list on 19 July 1946.


USCGC Alder

USCGC "Alder" can refer to the following ships of the United States Coast Guard:


Multinational Joint Task Force

The Multinational Joint Task Force (MNJTF) is a combined multinational formation, comprising units, mostly military, from Benin, Cameroon, Chad, Niger, and Nigeria. It is headquartered in N'Djamena and is mandated to bring an end to the Boko Haram insurgency.
History.
The task force was first organised as a solely Nigerian force in 1994, during the administration of Sani Abacha, to "checkmate banditry activities and to facilitate free movement" along its northern border. In 1998 it was expanded to include units from neighbouring Chad and Niger with the purpose of dealing with common cross-border security issues in the Lake Chad region, with its headquarters in the town of Baga, Borno State.
Islamist groups grew and expanded their operations during the 2000s and early 2010s. Boko Haram's insurgency began in 2009, and security forces across the region were increasingly directly challenged by jihadist militant groups. Boko Haram and Ansaru were the most active and well known. In April 2012, the MNJTF's mandate was expanded to encompass counter-terrorism operations.
Brig. Gen. Enitan Ransome-Kuti, son of Beko Ransome-Kuti and nephew of the musician Fela Kuti was a previous commander of the force.
Development.
In January 2015 the MNJTF headquarters in Baga, Nigeria, was overrun by militants of Boko Haram, who then proceeded to massacre local residents and destroy the town, displacing many citizens. At the time, only Nigerian soldiers were present in the HQ. There were reports that they fled the attackers. It was an ignominious moment for the MNJTF, and indeed the contributing nations. The political process of expanding the MNJTF was given new strength and energy which led to swifter progress, including the expansion of troop numbers and mandate, and relocation of the HQ to N'Djamena, Chad.
The most significant structural changes for the MNJTF that emerged from the meetings in 2015 were a rise in numbers, the creation of a new Concept of Operations under the supervision of the Lake Chad Basin Commission, and the move of the HQ to N'Djamena. It was agreed that a Nigerian officer would be the Force Commander for the duration of the mission against "Boko Haram", with a Cameroonian as Deputy Commander and Chadian Chief of Staff. Major-General Tukur Yusuf Buratai (Nigerian) was appointed first Commander of the rejuvenated MNJTF in May 2015. However, his command was short lived as in July 2015 he was appointed Nigeria's Chief of Army Staff and handed command to Major-General Iliya Abbah (Nigerian) on 31 July 2015. Nigerian Major-General Lamidi Adeosun, was appointed MNJTF Commander in January 2016. Adeosun was in turn replaced as commander by Major-General Lucky Irabor in May 2017. In August 2018, Irabor is replaced by Major-General C.O. Ude. Maj Gen I.M.Yusuf took over from Ude, while Current commander Maj Gen J.J Ogunlade took over from yusuf on 19 Mar.
The Force is structured in four national sectors: Sector 1 (Cameroon) headquartered at Mora; Sector 2 (Chad) headquartered at Baga-Sola; Sector 3 (Nigeria) based in Baga; and Sector 4 (Niger), based in the town of Diffa.
There is still considerable skepticism in the international community that the new force can deliver results, and its success or otherwise as a multinational endeavour will be closely monitored. Discontent has been voiced within coalition by Chadian president Idris Deby for shouldering disproportionate burden of fighting armed groups and announced confining its military operations to its boundaries.


Training Center Yorktown

The U.S. Coast Guard Training Center (TRACEN) in Yorktown, Virginia is one of eight major Coast Guard training facilities in the United States. The others are Training Center Petaluma, Training Center Cape May, Aviation Training Center, located in Mobile, Alabama, Leadership Development Center, located in New London, Connecticut, Maritime Law Enforcement Academy, located in Charleston, South Carolina, Special Missions Training Center, Camp LeJeune, North Carolina and the Aviation Technical Training Center, located in Elizabeth City, North Carolina. TRACEN Cape May is the only U.S. Coast Guard Base used for Basic Military Training or "boot camp". TRACEN Yorktown, TRACEN Petaluma, Maritime Law Enforcement Academy, and the Aviation Technical Training Center are locations for Coast Guard's apprentice level "A" and advanced level "C" Schools.
TRACEN Yorktown history.
In 1917, The U.S. Navy purchased 400,000 acres of the Yorktown peninsula to serve as a fuel depot. In 1942 the U.S. Navy housed their Mine Warfare Training School on the land. The U.S. Coast Guard took possession of the school in 1957 and established the Reserve Training Center or RTC. The purpose of the RTC was to become the home of Coast Guard Officer Candidate School RTC was moved to the U.S. Coast Guard Academy in New London, CT in 1998. RTC was formerly a large summer training program for reservists. In 1998 the command was renamed Training Center Yorktown.
Training.
Training at TRACEN Yorktown is extensive. The training is designed to instill a profound understanding of technical and leadership skills in order to perform duties in a leadership role as a Petty Officer. The duration of "A" School training is typically 10 to 19 weeks depending on the course. Permanently assigned personnel include active duty, reserve, and civilian instructional, curriculum design and support staff. Students include Coast Guard active duty, reservists, and auxiliarists. Additionally, TRACEN Yorktown provides training to other U.S. military services and agencies, and foreign military and coast guard personnel.
"A" Schools.
"A" School is an entry level training course in a particular rating.
The U.S. Coast Guard offers seven "A" school courses at TRACEN Yorktown.
International training.
The U.S. Coast Guard offers opportunities for foreign Coast Guard members to experience U.S. military training. This training enhances military skills and advances technical understanding. The international training course is 15 weeks long.
Base services.
The Coast Guard is unique in that all other military branches have large bases with many services. The Coast Guard has many small stations that do not have those services. However, there are a few bases that the Coast Guard operate with all the services that other branches have on their bases. TRACEN Yorktown is one of those bases.
The Training Center has a number of services:
Reporting.
All students reporting to TRACEN Yorktown will receive instruction on base policies during indoctrination and must follow the instructions provided on their official orders. "C" School students will report to Lafayette or Cain Hall, depending on their paygrade, for room assignments.


USCG inland construction tender

An inland construction tender is a type of ship used to build and service shore structures such as piers and buoy trestles. It is also used to maintain buoys and aids to navigation. Less frequently, they may be used for law enforcement, environmental, icebreaking, and search and rescue operations.
The United States Coast Guard currently has three classes of inland construction tenders designated as WLIC.


United States Coast Guard Training Center Cape May

United States Coast Guard Training Center Cape May (TRACENCM) is the home of the Coast Guard enlisted corps and is the Coast Guard's only enlisted accession point and recruit training center, located on 1 Munro Avenue, Cape May, New Jersey.
History of the training center.
Sewell Point, the area occupied by the Training Center, has a long history of naval presence. During the American Revolutionary War and throughout the nineteenth century, Cape May Sound was used as a harbor of refuge. In 1917, the Navy established a "section base" in Cape May to provide training, vessel support and communication facilities for coastal defense. Initially, the Navy converted an abandoned amusement center, built along the oceanfront, for military use. The old skating rink became the mess hall and sleeping quarters, the stage was made into a galley, the "human roulette wheel" – a scrub table and the "barrel of fun" became a brig. When the old wooden structure burned down in 1918, the Navy built standard military facilities along the harbor front (some of these buildings still stand).
After World War I, the base was adapted to accommodate dirigibles. The largest hangar in the world, 700 feet long and over 100 feet tall, was built to accommodate an airship under construction in Britain. However, the R38 (ZR-2) crashed on its test flight and "lighter-than-air" craft were never fully adopted for Navy use.
In 1924, the U.S. Coast Guard occupied the base and established air facilities for planes used in support of United States Customs Service efforts. During the Prohibition era, several cutters were assigned to Cape May to foil rumrunners operating off the New Jersey coast. After Prohibition, the Coast Guard all but abandoned Cape May leaving a small air/sea rescue contingent. For a short period of time (1929–1934), part of the base was used as a civilian airport. With the advent of World War II, a larger airstrip was constructed and the Navy returned to train aircraft carrier pilots. The over the water approach simulated carrier landings at sea. The Coast Guard also increased its Cape May forces for coastal patrol, anti-submarine warfare, air/sea rescue and buoy service. In 1946, the Navy relinquished the base to the Coast Guard.
In 1948, all entry level training on the east coast was moved to the U.S. Coast Guard Recruit Receiving Station in Cape May. The Coast Guard consolidated all recruit training functions in Cape May in 1982.
It provides seaman apprentices, fireman apprentices, seamen and firemen to the Coast Guard Fleet – generally en route to "A" schools – as well as sending some personnel directly to "A" schools.
Although modern training facilities have replaced most of the original Naval Base buildings, the Coast Guard is respectful of the history of Sewell Point and their host city.
Additional roles.
In addition to its role as the sole accession point for the Coast Guard's enlisted corps, TRACENCM contains the Coast Guard's recruiter and company commander (i.e. "drill instructor") programs.
Personnel from TRACENCM's ceremonial guard are often called upon by various civic and veterans' organizations to provide an active duty, uniformed military presence at numerous functions throughout the year (e.g. Veterans Day, Memorial Day).
The TRACEN maintains its own active duty and reservist staffed military fire and police departments, as well as ambulance service, that are frequently called for mutual aid in the local areas.
TRACENCM is also home for and provides logistical support to over a dozen tenant commands. These tenant commands in turn perform support and operational missions that include: Search and Rescue; Military Readiness; Port & Environmental Safety; Commercial Vessel Safety; Enforcement of Laws and Treaties; Marine Environmental Response; Military Readiness; Recreational Boating Safety; Aids to Navigation; and Waterways Management. Members of the United States Coast Guard Reserve drill at USCG Station Cape May.
Locally, there is a robust United States Coast Guard Auxiliary presence that plays an integral part in many aspects of maritime, navigational and maritime life in the greater Training Center community.
Delaware Military Academy has their Basic Leadership Training at the center.
Coast Guard Community.
Recognizing the enduring relationship between the greater Cape May region, on the evening of Friday, 8 May 2015, the Commandant of the Coast Guard, Admiral Paul F. Zukunft, proclaimed Cape May County a "Coast Guard Community", one of 17 in the nation.
Earlier in the year, state Assemblyman Bob Andrzejczak and Senator Jeff Van Drew drafted a resolution proclaiming the first week of each August as "Coast Guard Week".


Order of battle at the Battle of Trafalgar

The Order of battle at the Battle of Trafalgar is a presentation of data such as is known concerning the commanders and the ships that shaped the Battle of Trafalgar on 21 October 1805. Included are tabular presentations of the fleets that participated in the battle, the order in which they sailed and attacked, and a graph of the percentage of casualties plotted for each ship along the three battle columns.
The Battle of Trafalgar was fought by sailing vessels and therefore cannot be understood in substance except as the manoeuvring of sailing vessels according to the principles of sailing. Without understanding the importance of wind and weather, especially wind direction, the modern can make no sense of the manoeuvring. Once those principles are understood, the plan of battle unfolds in a transparent fashion. The plan is included here as well as its general applicability to real events.
Real battles do not always develop according to plan, or exactly according to plan. Commanding officers usually are empowered to respond to the battlefield situation as it develops. Such concepts as "sailing order" and "battle order" are constructs. In a column of ships sailing anywhere the first ship forward was Number 1, the second, Number 2, etc. The battle order was based on planned order of attack. Ships were assigned places in these orders by the commander, sometimes temporarily or even extemporaneously.
Nelson used the order that was best momentarily. In stormy weather or other adverse conditions the commanders might not be able to control the order. The very term, "Nelson's fleet", was a construct. Ships were continually joining or leaving his fleet for various reasons. The complements of the ships also were variable. The early historians of the battle were not sure of what they were, nor did they know exactly what the casualties were. The roster lists of the ships before sailing were generally used. Afterward there were plenty of reports.
The numbers and orders of this article are based on the figures of modern scholars for the most part. There is general disagreement on the exact order and the exact numbers, but, on the whole, the different estimates are close to each other and can probably be taken as accurate within a few per cent. An effort is made to keep consistency between the tables and the graph.
The plan of battle from a sailor's point of view.
The constraints of sailing and sailing vessels.
The combined French-Spanish fleet left Cadiz Harbour in a loose line and turned to the south along the coast of Andalusia, headed for Naples through the Straits of Gibraltar. They were taking advantage of the north-westerly wind which was blowing on the starboard (right) rear quarter, nearly amidships, pushing them along at a slow rate and causing a swell (waves) perpendicular to the wind direction. It struck the ships from the side, causing them to roll and ruining their stability as gun platforms. The column had a predetermined order, which was necessary for sailing, to prevent some ships from getting between the wind and other ships, "stealing" their wind and running the risk of collision.
The same wind that was moving the French and Spanish south was also bringing the British north. A sail is basically an airfoil. When full it is curved in such a way as to create a sideways "lift," or force perpendicular to its surface, one component of which is actually against the general direction of the wind. A sailing vessel can thus sail "into the wind." A keel prevents the ship from "slipping," or sliding sideways along the wind. The sails "are full;" that is, fully curved, only at certain angles to the wind direction. The angle is adjustable via "sheets," or lines, which generally have to be winched from the deck. The force required is high, giving rise to the idea that one is "hauling" the ship into the wind, and therefore the ship is "close-hauled." When not full, the sails flap uselessly in the wind, or "luff." The sailors must then change the angle, or "trim the sails," until they fill.
A square rigged ship cannot sail within 6 points (67.5 degrees) either side of the wind. If the wind is coming from the north, the closest it could sail would be ENE or WNW. In order to travel in that direction, it must "fall off," or move to an angle with the wind on one side or the other, a "tack." A ship tacks back and forth against the wind, or "beats," each tack earning it some "". However, because of the huge distance a square-rigger had to travel before it could fill its sails again, tacking would only be done in a dire emergency; where speed of manoeuvre outweighed the enormous risk of being caught in irons. By far the most common way of working to windward was wearing round (gybing).
In addition, sailing with the wind directly aft ("abaft") or directly on either side ("abeam") was difficult and inefficient. Sails with the wind in those directions do not fill. The wind must be allowed only from the quarters. At those angles the sails fill and there is a component of force in the desired direction. If the wind is directly abeam, the ship must fall off or close up. The ship may sail on either side of a wind directly astern. A manoeuvre similar to coming about is used to move the wind from one side to another: wearing. The helm is put over, the sails go limp, they are adjusted to fill on the other side. The ship does not have to rotate as far, so the manoeuvre is less disruptive.
Wind is everything to a sailing vessel. It cannot move anywhere without it (is "becalmed"). If the wind is too great the sails may have to be shortened to present less area, a procedure call "reefing." In a storm the ship must sail close to the wind or have it close astern. As the waves are generally coming in with the wind, a ship sailing close into the wind generally cuts them perpendicularly and only pitches; i.e., drops into the troughs and rises on the crests. A ship with the storm wind abeam is struck longitudinally and rolls treacherously, running a risk of capsizing. To avoid that risk the captain must run before the wind. All directions are evaluated with regard to the wind. The side of a ship toward the wind is called the "weather" or "upwind" side; away, the "lee" or "downwind" side (refer to Windward and leeward).
Much has been made of the tactics of various great sailing captains, but the greatest constraints come from wind direction and relative position. The captain of a steam vessel has considerably more freedom to take his ship where he wishes to take it, but the tactics of a sailing captain are to a large extent already predetermined by nature. To get to any point the sailing captain must plot a course taking wind direction into consideration. He must have judgement and skill, and is evaluated by the men on that skill.
Nelson's plan of battle.
Nelson's battle plan is revealed on a surviving "memorandum" to his captains scrawled on a sheet of paper. The memorandum was meant to be official, as it is signed "Nelson and Bronte" and dated "Victory, off Cadiz, 9th October, 1805," which was 12 days before the battle on the 21st. Nelson and his fleet were patrolling off Cadiz, waiting the exit of a combined French and Spanish fleet. He knew better than to attack a heavily fortified harbour, the most heavily fortified in Spain. Meanwhile Nelson was staying out of sight and out of reach.
Sailing ships were not amenable, compared to modern ships, to this type of combat. There were no blitzkriegs of sailing vessels, no sudden marches behind enemy lines to strike from unexpected quarters at unanticipated locations. They moved in slow motion at the mercy of wind and wave. The days of weather analysis and radio reports were far ahead. A fleet of ships could deliver the most fire when it was sailing broadside in a line to the enemy, hence the designation "ship-of-the-line" for heavy ships of 50 or more guns. In variable weather, the manoeuvring required to set up a line could cost "... such a loss of time that the opportunity would probably be lost ..." While the attackers were manoeuvring, the targets might escape. Nelson therefore, had his fleet sail in order of battle.
In order "to make the business decisive," Nelson would attack on sight, going directly for the enemy line. This tactic was not standard, but neither was it new or unusual. It did have a drawback. Only the front of the attacking column could engage. Nelson's 27 ships-of-the-line would attack in two columns. If they succeeded in breaking the enemy line, they could then take on the enemy piecemeal.
The general orders from Nelson were to "make the attack upon the enemy, and to follow up the blow until they are captured or destroyed." If individual ships were momentarily lost in the confusion, they could do no better, said Nelson, than to pull alongside an enemy and fight broadside.
Once the enemy was in sight, the British fleet would form two columns. The double column would be sailing with the wind on one side, the windward or weather side. The columns were thus described as the "weather column" or the "lee column." Nelson would take command of the weather column while his "second-in-command" would take the other. The second could act independently. However, at that time Nelson did not know which side would be the weather side. That detail could not be decided until they were on the expected final approach. At that time the second half of the single line would sail along the leeward side of the first.
As they sailed, the wind could be anywhere on the weather side, from bow to stern. It could not be from a disallowed direction. If, reasoned Nelson, the enemy fleet was first seen to windward, it was probably extended so that the van (front) could not help whatever was behind it. Such a scenario implies the enemy stretched across Nelson’s port bow quarter moving anticlockwise, but he did not know where the wind would be. His column would either be able to fetch the enemy column or not. If not, the opportunity was lost; they would have to fall off to leeward, wear, and come up on the other side, by which time the hoped-for battle would be only a pursuit.
If they could fetch the enemy on the current tack, they were to turn to port perpendicular to the enemy column (or near it). The lee column would now be facing the enemy’s rear. Taking a bearing on the 12th ship from the end, they were to sail through to it, while the weather column sailed through to the centre. The 20 ships to the front were to be ignored. Nelson hoped to destroy all the ships to the rear before the enemy's van could wear round. They were hoping to capture Villeneuve, whom they supposed to be in the centre. If the enemy van tacked or wore in an effort to stage a rescue, the British fleet would station itself between them and the captured and disabled ships, and defeat them in further battle.
If on the other hand the enemy fleet was first seen off the lee side; that is, off the starboard bow, the British would be in the strongest position. Turning to starboard they could glide downwind to the enemy and strike him wherever they pleased. Nelson seems to have believed the enemy line would have the same direction of travel, anticlockwise around the British line. Thus the lee line would act by the same instructions, turning to starboard, sail through to the 12th ship from the end.
As luck would have it, in the real battle, the enemy appeared to the lee. However, they were sailing clockwise around the British fleet, forcing the weather column to attack their rear. The real situation changed rapidly as the enemy column reacted but the direct attack on the centre and doubling of the column were planned and resulted in victory.
Matching the plan to the real battle.
The French and Spanish were crowded into Cadiz Harbour, protected by shore batteries. Nelson entertained briefly a proposal to sail up to the entrance to the harbour and saturate it with the new Congreve Rocket, setting the enemy ships on fire. That is exactly what Villeneuve was hoping they would do. He believed the combined fire of shore and ship was the best chance of destroying Nelson. He delayed, hoping to exploit any impetuosity and impatience the younger commander might evidence.
Nelson's link to the enemy was an unobtrusive line of spy ships. The enemy saw only the first in line observing them at a distance. That ship was in signal range of another, which was in range of another, all the way back to Nelson, wherever he happened to be.
Higher-level decisions were being made by Napoleon, who could not wait indefinitely for the opportunity to invade Britain, and who had switched his attention to war on the continent, especially Austria and Italy. He needed Villeneuve in the Mediterranean and issued an order to sail out of Cadiz immediately.
Napoleon however, was not as skilled in naval matters and imagined that a fleet of 40 or so large vessels could leave port in an instant. It could take a considerable time for that many ships to get out of port, even under the best conditions. Moreover, they could not do so without favourable winds. If the winds were fickle, progress would be even slower and if the winds were contrary, the whole operation would be impossible.
Ship tables.
Table notes:
Table of the British fleet.
The table below shows the British vessels as they were deployed at a hypothetical moment just prior to engagement. HMS "Africa", somewhat detached to the north due to a combination of weather and a missed signal during the night, was supposed to have been fourth from last, in the lee column. The rest of the ships-of-the-line were divided into two columns, with the weather column forming the northern flank and the lee column the southern flank. The enemy line had been sailing north to south in front of the wind. Just as the battle was beginning they turned individually anticlockwise, wore ship, and came into the wind, hoping to bear down on Nelson. The order of British ships in the table is the one of that moment. Prior to closing with the enemy, they were in a single line, and after engagement, the ships manoeuvred to assume the best firing positions. The British fleet of the battle consisted of 33 warships, 27 of which were ships of the line. During the battle the frigates and smaller vessels acted in support but did not engage.
Table of the French-Spanish fleet.
The following listing shows the French and
Spanish ships of the line at some hypothetical moment just before engagement. Prior to then they had been sailing north to south. After wearing, the order of sailing was reversed, so that the former head was now the rear. During the battle itself the entire line broke into small units and individual ships. The combined fleet consisted of 40 vessels with 18 French ships of the line and 15 Spanish ships of the line.
Graph of losses.
Below is a graph of the percentage of casualties plotted for each ship along the three battle columns. The graph is a construct only. The losses were incurred throughout the entire battle and after, most while the ships were not actually in that order. The order in the graph is shown as a convenience.
Three columns and a separate ship are shown on the horizontal axis, which represents units of conventional distance between ship positions. All units are assumed to be the same. There are three origin points, one for the beginning of each column and the "Africa", which was not in the three.
The vertical axis shows percentage of casualties per ship. For example, casualties for the "Victory" are plotted at 20%. A casualty is someone who was known to have been wounded, someone who was known to have been killed, or someone missing in action and presumed drowned. The percentage is the ratio of casualties to ship's complement multiplied by 100. Casualties continued over the next few weeks as enemy crews rebelled, retook their ships, and were subdued. The graph covers only the main battle on the first day.


Legend-class cutter

The "Legend"-class cutter, also known as the National Security Cutter (NSC) and Maritime Security Cutter, Large, is the largest active patrol cutter class of the United States Coast Guard. Entering into service in 2008, the Legend class is the largest of several new cutter designs developed as part of the Integrated Deepwater System Program.
Mission.
These vessels can be used for a variety of tasks, including environmental protection, search and rescue, fisheries protection, ports, waterways, and coastal security, counterterrorism activities, law enforcement, drug interdiction, defense operations, and other military/naval operations, including assigned naval warfare tasks with the U.S. Navy.
Design.
The "Legend"-class cutters are the second-longest of all U.S. Coast Guard cutters, behind the research icebreaker , and will replace the 12 "Hamilton"-class cutters in service. These cutters are envisioned by the Coast Guard as being able to undertake the entire range of the high-endurance cutter roles with additional upgrades to make it more of an asset to the Department of Defense during declared national emergency contingencies. To facilitate intercept missions, the "Legend" class can carry and launch both the Short Range Prosecutor and the Long Range Interceptor rigid-hulled inflatable boats (RHIBs). The cutters are configured to be able to survive in low-threat environments, factors of which include an enemy having a poorly equipped military, some coastal patrol craft, and few to no antiship cruise missiles. Operations in this environment can also be general defense operations, including theater security, port protection, ship escort, antipiracy, and maritime interception operations. The cutters can also survive in medium-threat environments, which can include a fairly well equipped military of ships and aircraft with weapons and radar coverage well offshore, higher numbers of antiship cruise missiles, and a possible submarine threat. Operations in this threat environment could include defense operations, naval surface fire support, and the evacuation of noncombatants. The cutters are not expected to survive in a high-threat environment with their current configuration.
The cutter has a rear-launching ramp, capable of launching and retrieving the two aft-stored RHIBs while underway. The NSC is built to about 90% military standards. The NSC is constructed with a steel hull and steel superstructure with steel bulkheads. Ballistic protection is provided for the main gun, and the cutter's crew-served weapons can have steel ballistic shields attached for protection. The NSC is equipped with a state-of-the-art damage-control system that contributes to the ship's survivability. The NSC is designed to U.S. Navy damage stability criteria and to level-1 survivability standards. Most of the NSC design is compatible with ABS naval vessel rules. The NSC has degaussing capability. The cutters have a reduced radar cross-section, which gives the cutters a higher degree of stealth over the past cutters. The NSC uses a modified version of the same stealthy mast design as the "Arleigh Burke"-class destroyers.
Combat suite.
"Legend"-class cutters have increased data exchange bandwidth. The Hensoldt (formerly EADS North America) TRS-3D radar system provides three-dimensional air and surface search functions, and is used in the LCS program and as the German Korvette 130 program. The cutters are also equipped with the AN/SLQ-32(V)2 electronic warfare system used in the DDG-51 class. The cutters AN/SLQ-32B(V)2 system is to be upgraded under the Surface Electronic Warfare Improvement Program (SEWIP). The Legend class is equipped with the same 220 rpm Bofors 57 mm gun as mounted on the USN's Littoral combat ships. Guided 57 mm ammunition is being developed for the Mk 110 for the Navy and Coast Guard, including for use on the National Security cutters. The missile defense duties are handled by the MK 53 NULKA decoy systems, the MK 36 SRBOC countermeasure systems also used on the FFG-7 and CG-47 programs, and the Phalanx CIWS. The combination of the Mk 110 and the Phalanx gives the cutters anti-surface capability, limited air-defense capability, and the capability to provide naval gunfire support. The cutters have space, weight, and power reserved for additional weapons and systems, which includes mine-warfare systems, nonline-of-sight missiles, and can have a SeaRAM replace the 20mm Phalanx CIWS. The NSC is capable of carrying a sonar that is reported as having mine and underwater swimmer location ability. The NSC has an NBC detection and defense system to repel chemical, biological, or radiological attacks and has wash-down systems. The cutter's weapons, command and control suite can be upgraded and is hardened to survive potential attacks and process increased data flow.
History.
The first NSC, , entered sea trials in February 2008. She has been in service since August 2008, and is based at Coast Guard Island, Alameda, California. A second NSC, , is also based in Alameda in 2010. Construction of , which now carries a crew of 123, began in 2008 at Huntington Ingalls Shipyard in Pascagoula. The vessel was christened by first lady Michelle Obama on July 23, 2010, and released to the custody of the Coast Guard on September 2, 2011. She is now in service in Alameda. Construction on the fourth NSC, , began in 2011. The fleet mix analysis phase- study in December 2009 called for nine NSCs, but eight ships are in the Program of Record, and only seven hulls have been funded as of the FY2013-17 capital investment plan. The NSCs proved their capability to perform naval operations during the 2012 RIMPAC exercises, where the detected and tracked missile threats and also provided naval gunfire support for troops ashore during the training exercise, demonstrating the capability of moving with other naval forces and being able to perform other defense operations.
Program issues.
On 7 July 2009, the Government Accountability Office reported that delays in the NSC program are likely to result in "the loss of thousands of cutter operational days for conducting missions through 2017." The GAO also reported that month that problems in the NSC program have delayed the OPC program by five years. The program was also plagued by structural issues; the Coast Guard historically uses its cutters extensively, typically 180 days at sea a year, furthering the problem this will often be in North Pacific and North Atlantic waters that are some of the roughest seas in the Northern Hemisphere. As such, the stresses on the cutters are expected to be very severe. Structural analysis showed that some parts of the cutter could be expected to survive only 3 years. This has been addressed in cutter 752 on, with the first two cutters receiving reinforcements later. WMSL-752, the "Stratton", suffered corrosion and leaks within weeks of commissioning in 2012. Earlier ships have not had that problem, so it may be the result of the cathodic protection system being hooked up in reverse. The first NSC, the "Bertholf", has had structural enhancements put into place to fix reports of fatigue life issues; the second NSC, "Waesche", had structural enhancement work completed in September 2018. The cutter "Stratton" and all subsequent NSCs have the enhancements already installed. The NSC program originally encountered problems meeting TEMPEST requirements, but after more recent testing, the first NSC, the , passed all TEMPEST requirements.
The delays and problems have led to cost increases. The latest USCG estimate for eight ships is $5.474 billion (B) for an average cost of $684 million (M); the first six hulls cost $3.902 B for an average of $650 M/ship. The sixth NSC cost $735 M in FY2012/3. In the FY18 Homeland Security Appropriations Bill released on the 21 November 2017, funding for the 10th NSC at a cost of $540 M and long lead items for the 11th NSC was proposed. The FY2018 Omnibus Appropriations Bill includes $1.24 billion in funding for the NSC program. The bill contains funding for the construction of the 10th National Security Cutter (NSC), long-lead-time materials for the 11th NSC, and construction of the 11th NSC. The Department of Homeland Security Appropriations Act, 2020 makes available $100.5 M for long lead-time material for a 12th cutter.
In January 2018, a whistleblower lawsuit against Lockheed Martin Corp. was unsealed, alleging that the company had sold defective communications systems to the NSC program. The qui tam lawsuit, filed by a former Lockheed employee, said Lockheed had concealed known problems with the radio-frequency distribution systems installed on nine NSCs, preventing them from simultaneously transmitting and receiving multiple radio signals. To settle the lawsuit, Lockheed agreed to pay the federal government $2.2 M and to provide repairs valued at $2.2 M to the faulty systems.
Variants.
Huntington Ingalls Industries has proposed two "patrol frigates" for Navy use, based on the NSC hull.
Patrol Frigate 4501 is very similar to the NSC, the main differences being a modified stern ramp and a knuckleboom crane replacing the overhead crane. The crew is increased to 148, and it was offered to the U.S. Navy as a replacement for the Littoral Combat Ship; the FY13 cost of an LCS was $446.3 M compared to $735 M for an NSC.
Patrol Frigate 4921 is a more radical redesign with a crew of 141, adding weapons and sensors at the expense of reducing range from . It adds a 12-cell Mk56 VLS launcher for ESSM air-defense missiles, just behind the main gun, which is upgraded from 57mm to a 76 mm Super Rapid. Two quad launchers for Harpoon antiship missiles and a triple launcher for torpedoes are added to the stern. It retains the SeaRAM/Phalanx CIWS and 6 machine guns of other NSC variants. The stern is closed in and houses a towed-array sonar; a hull sonar is installed for mine countermeasures and an ESM suite. The original "National Patrol Frigate" concept had an AN/SPY-1F air-defense radar but by 2012 the PF4921 was being shown with an Australian CEAFAR radar.
Brazil, Saudi Arabia, and Germany have also shown interest in NSC derivatives.


Coast Guard Air Station Cape Cod

Coast Guard Air Station Cape Cod is a United States Coast Guard air station located on Joint Base Cape Cod formerly known as Otis Air National Guard Base in Sandwich, Massachusetts. It operates from New York City to the Canada–US border. It was founded in 1970 as a replacement to Coast Guard Air Station Salem.
Missions.
The missions of CGAS Cape Cod include search and rescue (SAR), Maritime Law enforcement, International Ice Patrol, aids to navigation support (such as operating lighthouses), and marine environmental protection (such as responding to oil spills). Currently, CGAS Cape Cod maintains and operates the HC-144 Ocean Sentry aircraft, along with HH-60 Jayhawk helicopters.
Operations.
Coast Guard Air Station (CGAS) Cape Cod is located on the Joint Base Cape Cod formerly known as Otis Air National Guard Base.
History.
Beginnings.
In the 1950s, helicopters began to be incorporated into the Coast Guard. One such helicopter, the H-25A Army Mule was built with amphibious capabilities. Float planes were no longer needed because of this development. Therefore, places like Coast Guard Air Station Salem were slowly being phased out. In the 1960s, the Coast Guard began searching for a replacement facility for Coast Guard Air Station Salem, that was in service from 1935 to 1970. Salem was just not able to expand, and the Coast Guard needed a space that could grow as needed and accommodate modern aircraft.
1970-1995.
In 1968, the Department of Defense agreed to allow the Coast Guard to utilize Otis Air Force Base on Cape Cod for a new Coast Guard Air Station. Air Station Cape Cod was officially established/commissioned on August 29, 1970. The HH-3F Pelicans and HU-16E Albatrosses were transferred from CGAS Salem and CGAD Quonset Point Rhode Island (NAS) to Cape Cod in the summer of 1970. On Feb. 18, 1979, a Pelican CG-1432 crashed into the sea while engaged in a medical evacuation of an injured seaman from a fishing vessel 180 miles southeast of Cape Cod. Names of personnel killed in the incident: Lieutenant Commander James Stiles (Aircraft Commander); Capt. G. Richard Burge (Canadian Forces Exchange Co-Pilot); Petty Officer 2nd Class John Tait (Avionicsman/Navigator); and Petty Officer 2nd Class Bruce Kaehler (Hospital Corpsman). The HH-3F Pelican continued in service until replaced by the HH-60 Jayhawk in the 90s. The last HH-52A Seaguard helicopters were transferred from CGAD Salem to CGAS Cape Cod in late 1970 and were phased out prior to the Jayhawk coming on board. The HU-25 Guardians arrived at CGAS Cape Cod, in 1982, replacing the HU-16E Albatross. The last Albatross, CGNR 7250, was retired on March 10, 1983 and is on display outside the entrance to the air station. CG 7250/NC 7250 was not only the last Coast Guard Albatross, but the last fixed-wing amphibious aircraft in US inventory.
Crash of Helo CG-1432.
The CG-1432 Crash was a United States Coast Guard aviation accident which involved five crewmembers aboard a helicopter responding to a distress call from the Japanese fishing vessel "Kaisei Maru #18".
On the morning of February 18, 1979, "Kaisei Maru #18" sent a distress call. The call indicated that a 47-year-old crewmember was in distress and needed to be airlifted off the ship, which was operating in the North Atlantic Ocean. The U.S. Coast Guard Sikorsky HH-3F Pelican helicopter CG-1432 from Coast Guard Air Station Cape Cod at Sandwich, Massachusetts, was alerted and sent out to the vessel.
The weather that morning was stormy and conditions were not ideal for flight. On the way to "Kasei Maru #18", the helicopter was forced to ditch into the sea after losing power. It remained stable for a brief time before the heavy seas flipped it. This most likely caused the death of four crew members: Canadian Armed Forces Captain G. Richard Burge and U.S. Coast Guard personnel Lieutenant Commander James Stiles, Petty Officer Second Class John Tait, and Petty Officer Second Class Bruce Kaehler. The lone survivor, Petty Officer Second Class Mark Torr (Flight Mechanic/Hoist Operator) remembers the flipping of the helicopter and swimming out, holding onto the nose wheel to stay near the aircraft.
The first vessel to the rescue was "Kaisei Maru #18", which rescued Torr and circled the ditched helicopter for 15 hours, looking for survivors and eventually recovering the bodies of the four dead crewmembers.
In an article in the "Cape Cod Times" that ran on February 22, 1979, the air stations commanding officer, Captain Arthur Wagner, said, "They will never be forgotten. They set down a high standard for all of us to follow." A legacy was set in which a reunion would be held every year so that the men would not be forgotten.
A memorial was erected in 1980 at the entrance to Coast Guard Air Station Cape Cod.
At the 2009 reunion, Rear Admiral John Currier, who was stationed at Coast Guard Air Station Cape Cod in 1979 recalled telling pilot James Stiles to "fly safe." It was the last time that he ever said that to a pilot. Also at service, crash survivor Mark Torr dropped a wreath in memory of his fellow airmen from a hovering helicopter into the surf off of Cape Cod, Massachusetts.
1995-present.
The Air Station has participated in rescues of sailors from Canada to New York. The Coast Guard has replaced the HU-25 with the HC-144 Ocean Sentry.


Chief of Ordnance of the United States Army

The Chief of Ordnance of the United States Army is a general officer who is responsible for the U.S. Army Ordnance Corps and serves as the Commandant of the U.S. Army Ordnance School at Fort Lee, Virginia. The Chief of Ordnance is primarily focused on the doctrine, training, and professional development of Ordnance officers and soldiers. The position was created simultaneously with the establishment of the U.S. Army Ordnance Department on May 14, 1812.
History.
18th century.
The American Revolution established the general outlines of the future Ordnance Department. The Continental Congress' Board for War and Ordnance created the Commissary General for Military Stores to establish and operate ordnance facilities in an effort to alleviate the dependence on foreign arms and munitions. Colonel Benjamin Flower led the Commissary from his appointment in January 1775 until his death in May 1781. Ordnance facilities were established at Springfield, Massachusetts and Carlisle, Pennsylvania for the production of arms, powder, and shot. After the war, the logistic elements were disbanded and the authority for procurement and provision of all things military was transferred to the Office of the Purveyor of Public Supplies located within the Treasury Department.
19th century.
By the dawn of the War of 1812, the Secretary of War recognized the need for a distinct branch to manage the procurement, research, and maintenance of Ordnance materiel. Decius Wadsworth, previously superintendent of West Point, was appointed a Colonel and given the title Commissary General of Ordnance, later changed to Chief of Ordnance. His ambition, during the war years and afterward, was to simplify and streamline Ordnance materiel management. His staff worked to reduce the variety of small arms and artillery pieces to a few efficient models. In addition, he aimed to develop a cadre of highly trained Ordnance officers who could dedicate their inventive ingenuity to their profession.
20th century.
Following the massive reorganization of the Army in 1962 based on the Hoelscher Committee Report, the Ordnance Corps and the office of the Chief of Ordnance was disestablished. The Ordnance branch continued under the direction of the Army’s Deputy Chief of Staff for Logistics. Army Materiel Command assumed responsibility for many of the Ordnance Corps historical functions; research, development, procurement, production, storage and technical intelligence.
In 1985, the Ordnance Corps became the first of the Army’s support elements to re-establish itself under the branch regimental concept. The Office of the Chief of Ordnance was reestablished and regained responsibility for decisions concerning personnel, force structure, doctrine, and training. This change gave the opportunity for Ordnance officers, soldiers, and civilians to identify with their historical predecessors in their mission of Ordnance support to the U.S. Army.
21st century.
In accordance with the 2005 Base Closure and Realignment Commission, the U.S. Army Ordnance School and the Chief of Ordnance moved from Aberdeen Proving Ground, Maryland to Fort Lee, Virginia.
List of Army Chiefs of Ordnance.
Acting Chiefs.
The following individuals have served as acting Chief of Ordnance:


Ovie Scurlock

Ovie Scurlock (November 11, 1918 – June 14, 2016) was an American jockey in Thoroughbred horse racing.
Born in Paintsville, Kentucky, Scurlock began his professional riding career in 1938 at Fairmount Park Racetrack in Collinsville, Illinois. A year later, on August 26, 1939, at Ellis Park Racecourse in Henderson, Kentucky, he rode a three-year-old colt, Mr. Ambassador, to a world record time of 1:39 2/5 for a mile and 40 yards.
His career was interrupted during World War II when he served his country in the U.S. Coast Guard during World War II.
During his career, Scurlock rode for prominent owners such as George D. Widener, Jr., Harry Guggenheim, Ada L. Rice, and Herbert M. Woolf. He was also a regular rider during the early 1950s for the Brandywine Stable of Donald P. Ross as well as one of the riders for Calumet Farm.
On June 11, 1949, he rode Coaltown, Calumet's Handicap Horse of the Year of 1949, to victory in the Roger Williams Handicap at Narragansett Park.
Scurlock won a number of important races of his era, such as the Lawrence Realization Stakes in New York, the Arlington Classic in Chicago, and the Pimlico Special in Baltimore. He competed in the Kentucky Derby three times and the Preakness Stakes once with his best result a seventh in both races in 1949 aboard Model Cadet.
When his riding days were over, Scurlock worked as an assistant trainer for Warren A. Croll, Jr.
Ovie Scurlock died June 14, 2016, at St. Mary's Medical Center in Evansville, Indiana, USA.


Darren Varley

Darren Varley (1973–1999) was a man from Alberta, Canada who died after a scuffle with police in a jail cell in Alberta after he was arrested for drunkenness.
Background.
Born in Pincher Creek, Alberta, Varley was a truck driver who lived in Pincher Creek his entire life.
Arrest.
On October 2, 1999, he had just finished a long day at work and headed to a local pub where he was to meet his sister. After several hours of drinking, Varley had become intoxicated. At the same time, RCMP Constable Michael Ferguson had just finished taking two prospective officers for an extensive ride in his police car, showing them the ins-and-outs of the area. He dropped them off just an hour before the pubs closed at 3 a.m., according to the Crown.
Ferguson received a call from the RCMP dispatcher based in Red Deer about an intoxicated complainant, Darren Varley, reporting a missing person. Varley phoned from the local hospital where he was checking on his friend, Tuckey, who had been just beaten up in a fight in which both men had been involved in with two other men. The fight had occurred in the pub parking lot as a result of Varley knocking down one of the men's wife.
The drunken Varley had given the RCMP dispatcher the first statement on what he incorrectly believed to be a missing woman, Chandelle. Constable Ferguson decided to arrest Darren Varley for public drunkenness and bring him to the local police detachment.
After placing Varley in the police car, Constable Ferguson returned to the hospital to investigate the missing persons report. Within minutes Varley had kicked out the police car window and attempted to slide out of the vehicle.
Death.
While at the police department, and booking Varley into the last jail cell, Constable Ferguson stated that Varley had pulled his bulletproof vest over his head and gained momentary control of his pistol through what experts testified was a little-known defect in the holster design. An altercation occurred at which time Ferguson regained enough control of the gun to fire two quick shots. One grazed the side of Varley's abdomen and the other shot pierced his skull just behind the ear. Varley, now breathing with severe difficulty, lay wounded on the cell floor while Constable Ferguson called the ambulance, which attended moments later. Varley was airlifted to a Calgary hospital where he was pronounced dead.
Court verdict.
After two attempts by the Crown which both ended in mistrials from hung juries to try Michael Ferguson for the killing of Darren Varley, a third attempt was made to try him for manslaughter. Five years after the killing of Darren Varley, Constable Michael Ferguson was found guilty and convicted of manslaughter.
The mandatory sentence for manslaughter in Canada, is a four-year closed prison term in incidents involving a firearm. Justice Ged Hawco, ruled to make a constitutional exemption to the firearm clause because the police revolver was present as a result of Constable Ferguson's duties and allow Michael Ferguson to serve an exceptional two-year less a day term in his own home. Justice Hawco came to the conclusion that Michael Ferguson fired the first shot in self-defense, but the second shot was unnecessary.
Justice Hawco stated in his Reasons for Judgment, "If I were to place Mr. Ferguson on this ladder of moral culpability, given the facts which the jury must have concluded, he would be on the very lower rungs."
Sentence overruled.
On September 26, 2006, the Alberta Court of Appeal overruled Justice Ged Hawko's decision to allow Ferguson the opportunity to serve his sentence at his house. The court ruled that Ferguson must serve a four-year prison term.
Family and supporters of Darren Varley expressed disappointment that he may be granted nearly immediate parole, having considered to have served nearly two years under house arrest which would be credited to his prison sentence.
On September 25, 2006, Ferguson began a four-year prison sentence.
By early 2007 Ferguson was out on parole and the Supreme Court had agreed to hear Ferguson's appeal. In 2008, the appeal struck down his sentence. According to his lawyer, Noel O'Brien, the decision was based on the conclusion that "where a mandatory minimum sentence amounts to 'cruel and unusual punishment' and thus a violation under s. 12 of the Charter Of Rights, the only option open to a trial judge is to strike down the legislation itself, even if the mandatory punishment would be constitutional in the vast majority of cases. The ruling means that if a law creating a mandatory minimum sentence is unconstitutional for "any" individual, it will be unconstitutional for "all" individuals."


George Pearkes

Major General George Randolph Pearkes, (February 28, 1888 – May 30, 1984) was a Canadian politician and soldier. He was a recipient of the Victoria Cross, the highest award for gallantry in the face of the enemy awarded to British and Imperial forces; and the 20th Lieutenant Governor of British Columbia.
Early life.
Born in Watford, Hertfordshire, England on February 28, 1888, the oldest child of Louise and George Pearkes, he attended Berkhamsted School. In 1906, he and his brother emigrated to Alberta, Canada, where they settled near Red Deer. In 1911, George joined the North-West Mounted Police and served in Yukon until the outbreak of the First World War.
A comprehensive biography of Pearkes was written during his lifetime by Reginald Roy based on eighty-two one to two hour tape recorded interviews and considerable primary and secondary sources.
Military career.
First World War and Victoria Cross.
In 1915, he enlisted in the Canadian Expeditionary Force 2nd Regiment, Canadian Mounted Rifles; transferring in September 1916 to the 5th Battalion Canadian Mounted Rifles. In the photo obtained from Library and Archives Canada (PA-002310) dated December 1917, Major Pearkes, 5th Canadian Mounted Rifles, is shown wearing the Military Cross service ribbon, but has not yet received the ribbon for the Victoria Cross. He is wearing 4 wound stripes on his sleeve.
Pearkes was 29 years old, and an acting major during the Battle of Passchendaele when the following deed took place for which he was awarded the Victoria Cross (VC):
During the war, he was promoted to lieutenant colonel. Aside from the VC, Pearkes was awarded the Distinguished Service Order and the Military Cross.
Interbellum.
Following the First World War he became a career officer in the army. He was appointed to Princess Patricia's Canadian Light Infantry. During the 1920s and early 1930s he was stationed as a staff officer in Winnipeg, Manitoba and in Calgary, Alberta. He also served as staff officer at the Royal Military College of Canada in Kingston, Ontario. In 1925 Pearkes married Constance Blytha Copeman and they had two children. In 1936, he attended the Imperial Defence College for two years.
From 1938 to 1940 he was District Officer Commanding 13th Military District in Calgary. With the opening of hostilities with Germany in the Second World War, Brigadier Pearkes was given command of the 2nd Canadian Infantry Brigade, a component of the 1st Canadian Infantry Division, which comprised a number of units raised in western Canada.
Second World War.
In December 1939, Pearkes, by then age 51, and his staff left for England where the 1st Division was finally concentrated in a single place as a formation. In February 1940 he developed a serious case of spinal meningitis, but soon recovered.
In November 1941 Pearkes was asked to assume temporary command of the expanding Canadian Corps, taking the place of Andrew McNaughton who was on an extended leave. General Bernard Montgomery of the British Army, whose opinions of Canadian officers were crucial in the careers of senior officers overseas in the mid-war period, said Pearkes was a "gallant soldier" with "little brains".
In August 1942 Pearkes was returned to Canada and became General Officer Commanding in Chief Pacific Command, primarily a home defence organization for western Canada. He oversaw defences on Canada's West Coast.
In 1943 Pearkes was part of the planning for Operation Greenlight, retaking the Aleutian Islands from the Japanese.
During the Second World War, in 1944, Pearkes was instrumental in suppressing the Terrace Mutiny, a revolt by conscripts stationed in Terrace, British Columbia resulting from the announcement that conscripts would be deployed overseas. Although successful, Pearkes was extremely critical of the actions that led to it in the first place, stating he had been placed in the "intolerable position of being ordered to enforce a policy which his past experience gained in applying similar policies has proven ruinous to discipline of [troops], and of being in an utterly dishonourable position, and [Pearkes said] that he will NOT issue instructions to his [junior commanders] placing them in an impossible situation."
When it became clear that the government was not considering deploying troops for the fighting in the Pacific, Pearkes requested a change of command, or to be allowed to retire. The Cabinet War Committee eventually decided on the latter, and he retired from the Army in February 1945. He went into federal politics, winning the Nanaimo, British Columbia riding for the Progressive Conservative Party.
Political career.
In the 1945 federal election, he was elected as a Progressive Conservative Party candidate in the riding of Nanaimo, British Columbia. He was re-elected in 1949. In the 1953 election, he was elected in the riding of Esquimalt—Saanich, British Columbia. He was re-elected in the 1957 and 1958 elections.
He was Minister of National Defence from 1957 to 1960 under Prime Minister John Diefenbaker. In 1958, Pearkes recommended that the Avro Arrow programme be cancelled. In a historic turning point for Canadian aviation, the costly programme was cancelled in 1959 in favour of a less costly reliance on missile defense with NORAD. He resigned from federal politics in 1960.
Lieutenant governor and later life.
He became Lieutenant Governor of British Columbia on October 13, 1960, and became one of the few Lieutenant Governors to agree to an extended term, serving until July 1968.
In 1967, he was made a Companion of the Order of Canada. Pearkes died on May 30, 1984 in Victoria, British Columbia, and is commemorated at the Holy Trinity Cemetery, West Saanich, Sidney, Victoria, British Columbia, Canada. Section 4 – West. His Victoria Cross is displayed at the Canadian War Museum in Ottawa.
Family.
In August 1925, he married Constance Blytha Copeman. A daughter, Priscilla Edith ("Pep"), was born in 1928 though she died while still a young child. A son, John Andre, was born in 1931.
Legacy.
Pearkes' name has been honoured in various ways, including:
He donated a ceremonial sword to Berkhamsted School in Berkhamsted, Hertfordshire to be awarded each year to the school's best senior NCO cadet.
Honours and awards.
Major General George Pearkes received numerous awards during his life these include
He was sworn in as a Member of the Queen's Privy Council for Canada on June 21, 1957. This gave Him the right to use the honorific prefix "The Honourable" and the post nominal letters "PC" for life.
He Received the Key to the City of
He Received the Freedom of the City of


USRC Active

USRC "Active" was the name of six vessels of the United States Revenue Cutter Service, and may refer to:
For United States Coast Guard ships named "Active", see USCGC "Active"