%{search_type} search results

Known in naval slang as 'sin-bosuns', chaplains have served as an integral part of the Royal Australian Navy for a century. From Keith Mathieson, who supported his shipmates in a Japanese prisoner-of-war camp, to the first Australian navy chaplain to be killed in active service, George Stubbs on HMAS Sydney, this book profiles chaplains serving at sea and in naval establishments, both in war and peace. Rowan Strong examines the chaplains' role as religious ministers, counsellors, and clergy prepared to challenge naval culture from a religious standpoint. He also looks at the forces of change, including denominational rivalry and cooperation, tensions between religious and military roles, and shifts in Australian society. Royal Australian Navy chaplains have sought to serve both God and country; this book reveals the difficulties and successes of that task.
(source: Nielsen Book Data)

• v.
• 1. Careers of US naval aviators assigned numbers 1 to 2000.

C4I systems have evolved rapidly over the last few decades, and the cost of keeping these products up-to-date on new and in-service U.S. Navy ships is high due to configuration, integration, testing, and other challenges. Looking across a specific set of completed C4I upgrades, the authors found evidence of cost improvement, a high level of variability in costs, and a trend toward overestimating the installation-labor costs of certain upgrades.

Among all the celebrations of the RAF's centenary, it was largely forgotten that the establishment of an independent air force came at a cost - and it was the Royal Navy that paid the price. In 1918 it had been pre-eminent in the technology and tactics of employing aircraft at sea, but once it lost control of its own air power, it struggled to make the RAF prioritise naval interests, in the process losing ground to the rival naval air forces of Japan and the United States. This book documents that struggle through the cash-strapped 1920s and '30s, culminating in the Navy regaining control of its aviation in 1937, but too late to properly prepare for the impending war. However, despite the lack of resources, British naval flying had made progress, especially in the advancement of carrier strike doctrine. These developments are neatly illustrated by the experiences of Lieutenant William Lucy, who was to become Britain's first accredited air 'ace' of the war and to lead the world's first successful dive-bombing of a major warship. Making extensive use of the family archive, this book also reproduces many previously unseen photographs from Lucy's album, showing many aspects of life in the Fleet Air Arm up to the end of the Norway campaign. Although it is beyond the scope of this book, in November 1940 the inter-war concentration on carrier strike was to be spectacularly vindicated by the air attack on the Italian fleet at Taranto - it inspired the Japanese to a far larger effort at Pearl Harbor the following year, but the Royal Navy had shown the way.
(source: Nielsen Book Data)

• The Beginning
• Naval Air Combat in the First World War
• Manipulation and Muddle
• Recovery, 1930-1940
• The Operational Environment in the Second World War
• Types of Naval Aircraft and Combat Operations
• Penguinisms
• A Characteristic Penguin
• The Penguin Background
• Development of Carrier Operations
• Palembang : Meridian 1 and 2
• Operations Iceberg 1 and 2
• Assault on the Mainland of Japan

• Part I: Beginnings (1812-1821)
• Social conditions and disease prevention in early nineteenth century Britain
• Britain's major maritime organisations, shipyards, and London's docks
• Conditions of service in the mercantile organisations
• Diseases afflicting sailors before 1821
• The SHS's precursor: early meetings aimed at London's homeless: 'Most of the destitutes seem to be sailors'
• 'This laudable institution': the permanent society is launched in 1821
• Part II: The days of the hospital-ships (1821-1870)
• John Lydekker (1778-1832): a benefaction leading to the Act of Incorporation, and other fund-raising initiatives
• The hospital-ships
• Conditions of service on the hospital-ships
• Fundraising in the days of the ships
• Diseases on the hospital-ships
• Administrators, physicians and surgeons who served during the ship era
• Part III: The SHS in 'full swing' (1870-1939)
• Transfer of facilities to the infirmary of the Royal Hospital, Greenwich - in 1870
• Expansion of facilities - at the Dreadnought, and further afield
• The society's expanding staff - 1870-1914
• Diseases encountered by the Society 1870-1914
• Nursing and nurse-training at the Dreadnought and AHD: establishment of a school on Nightingale lines
• Genesis of the first school for tropical diseases - at the ADH
• The London School of Clinical Medicine (1906-14), and structural changes to the Dreadnought Hospital
• Part IV: (1914-2006) Two world wars, introduction of the National Health Service, and insidious decline of the society
• The Great War (1914-18)
• the inter-war years
• and several new facilities
• Staffing during the Great War and inter-war years
• The Second World War (1939-45): introduction of the National Health Service (1948)
• and decline in the Society's activities
• Disease(s) at the society's hospitals ain the latter years of the twentieth century
• The society's staff in recent times
• The society (and its tropical medicine component) in the late twentieth and twenty-first centuries.
• (source: Nielsen Book Data)

In this unique, highly detailed examination, Gordon C Cook explores disease in the merchant navy through the history of the Seamen's Hospital Society. From its foundation in 1812, until the present day, the Seamen's Hospital Society has been responsible for the physical welfare of merchant seamen and has headed many remarkable advances in medical science. This handsome volume is ideal for all those with an interest in the Seamen's Hospital Society, medical and naval historians, and general readers with an interest in maritime and naval history.
(source: Nielsen Book Data)

• Introduction
• Chapter 1: The dawn of the era of flight and the formation of the RFC/RNAS, from its inception until the end of 1915.
• Chapter 2: The dawn of the era of flight and the formation of the imperial German Naval Air Service, from its inception until the end of 1915.
• Chapter 3: RNAS development and the challenges from within and without, leading to the formation of the RAF, 1916-1918.
• Chapter 4: IGNAS development and the challenges from within, 1916-1918.
• Chapter 5: Conclusion.
• (source: Nielsen Book Data)

This book examines the British and German approach to naval air power, describing the creation and development of the two naval air service organizations and doctrine. This work provides new insights as to how two naval air services were influenced by internal and political interventions, and how each was integrated into the organizational structures of the Royal Navy and the Kaiserlichemarine (KM). Both the Admiralty and the KM made substantial alterations to their organizations and doctrine in the process. Principal air doctrines employed are examined chronologically and the application of operational doctrine is described. While they adopted similar air doctrines, there were differences in operational doctrine, which they addressed according to their different requirements. This book is a comparative study about the development of organization and air power doctrine in the RNAS (Royal Naval Air Service) and the IGNAS (Imperial German Naval Air Service). It investigates public and political interventions and early concepts of air power, placing into context the factors which contributed to how naval theorists came to think about the best means of controlling its working medium, air space. Ultimately, it examines the similarities, and differences, between the RNAS and IGNAS understanding of naval air power, within the broader strategic and theoretical framework of their parent organizations. This book will be of great interest to students of air power, naval power, military history, strategic studies and IR in general.
(source: Nielsen Book Data)

• Preface: A most remarkable story
• Black as midnight
• Difficult days: a soaring mishap rate
• The competition: American aviation overall
• Beginning to get it right
• Naval aviation's transition to jets
• Aircraft carriers: changes and modifications
• Beyond jets and aircraft carriers
• The catalyst for improvement: the Naval Safety Center
• Six amazing years: RAGS, NATOPS, and more
• The doc: aerospace medicine
• flight surgeons and more
• Discovering human factors
• Naval aviation maintenance and supply
• The underappreciated: aircraft, aircraft systems, and design safety
• Making believe: simulators and synthetic trainers
• On to the twenty-first century: ORM, CRM, and culture workshops
• Success: Summary and conclusions
• Afterword
• Appendix 1: Marine aviation
• Appendix 2: Naval Safety Center yearly major mishap statistics
• Appendix 3: Navy and Marine accident reporting classifications
• Appendix 4: Aviation-oriented safety center publications
• Appendix 5: Principal carrier alterations
• Appendix 6: Typical straight-deck carrier landing pattern
• Chronology
• Glossary.

Less than five years after Naval Aviation led the forces that defeated Imperial Japan that very organization was in serious trouble. The force had been drastically reduced and, despite the Korean War, growing sentiment supported by no less than the chairman of the Joint Chiefs argued that the new Air Force could do anything Naval Aviation might be required to do. Meanwhile, the Naval Aviation mishap rate soared. The very survival of Naval Aviation was at stake. It took fifty years to turn this around. Today, in spite of hot wars, cold wars, contingencies, and peacetime operations in support of friends and allies, the Navy and Marine Corps accident rate is at least as good as that of the Air Force, and it approaches that of commercial aviation. Gear Up, Mishaps Down explains that this accomplishment was achieved through dedicated and professional leadership, a focus on lessons learned from mishaps and near-mishaps, a willingness to learn from other enterprises, and by training, maintenance, supply and more.
(source: Nielsen Book Data)

A history of the development of medical treatment and professionalization in the early US Navy. This study traces the evolution of medical practice in the Navy from the time of the first frigates in 1794 to the establishment of the Bureau of Medicine and Surgery in the Navy Department in 1842. The book describes the role of the naval doctor and examines the influence of health on readiness, morale, promotions and retention.
(source: Nielsen Book Data)
In this first detailed history of the development of medical treatment and professionalization in the early U.S. Navy, Harold Langley traces the evolution of medical practice in the Navy from the time Congress authorized the building of the first frigates in 1794, to the establishment of the Bureau of Medicine and Surgery in the Navy Department in 1842. Langley reveals that the earliest federal efforts to deal with sailors' health care problems were seriously flawed. The early hospital system was poorly funded, sailors' contributions were misappropriated, and the hospitals themselves were often administered in a shameful fashion. At the same time, medical officers commanded little respect from their naval colleagues, who rarely considered medical men to be "real officers". In the first half of the nineteenth century, legal and administrative changes significantly improved the lot of medical officers and of the men under their care. Langley shows how these changes helped to shape health care in the later U.S. Navy. He also offers detailed descriptions of just what the naval doctor did, and examines the influence of health on readiness, morale, promotions, and retention.
(source: Nielsen Book Data)

• Introduction
• An Analysis of Cost Adjustment Sheets
• Differences Between Budgets and Expenditures
• Expenditures-per-Flying-Hour Growth by T/M/S
• Conclusions.

The RAND research team focused on Cost Adjustment Sheets (CASs) and their role in the Navy's Flying Hour Program (FHP) budgeting process. In recent years, most CASs have increased the FHP budget. In addition, CASs have been far more utilized by the F/A-18 program than by program offices for most other types of naval aircraft. RAND assessed the contribution of CASs to the accuracy of FHP budgets and whether CAS usage is correlated with expenditure-per-flying-hour growth. RAND also examined why CASs have been used more heavily by the F/A-18 program.

With the advent of the atomic bomb in 1945 and its impact on strategic thinking, the future of naval aviation looked bleak. Rapid demobilization after the war eliminated many carriers, and most policy makers believed that future wars would be fought with nuclear weapons delivered by land-based aircraft. In "Nuclear Weapons and Aircraft Carriers", Jerry Miller traces the struggle of respected naval leaders to promote a different vision and the innovations in the design and engineering of carriers and aircraft that resulted. He argues that the Navy's hard-won nuclear capability played a significant role in ending the Cold War.
(source: Nielsen Book Data)

Brian Allen first went to sea as a naval aviation officer cadet aboard HMS Indefatigable in 1952 , bound for Gibraltar. In 1954 he was appointed to Lossiemouth for fighter training and flew the Vampire T22. In December 1955 Brian joined 737 Squadron where he was attached to the Anti-Submarine Training Course flying the Fairey Barracuda. On completion he was destined to fly the then new Fairey Gannet twin turbo prop anti-submarine aircraft. July 1955, and now with 825 Squadron, saw his introduction of the new aircraft, a very different machine to the Barracuda.The Squadron joined HMS Albion on 10 January 1956, as she preceded down Channel in the company of her sister ship HMS Centaur, outwards bound for the Far East. After this tour was completed 825 Squadron was disbanded and Brian was transferred to 751 Squadron aboard HMS Warrior, an old WWII carrier with none of the latest facilities of his previous ship and on its final commission. However, his greatest shock was to discover that he would not be flying a Gannet, but the rather elderly Grumman Avenger, a very different aeroplane with a tail wheel and a piston engine. This would require a great change in take-off and landing technique. In February 1957 Warrior sailed west for the Panama Canal and thence into the Pacific where she and her aircraft would assist in Operation Grapple, the tests of Britain's first atomic bombs. During this operation Brian's adventures included dislodging the padre's kidney stone upon a catapult launch, denting the flight deck by a heavy landing and ditching close to the beach after an engine failure. Having converted to helicopters Brian was posted to 815 Squadron aboard HMS Albion in 1960 flying the Whirlwind Mk 7. During this posting he survived another ditching when his helicopter lost power and sunk. Having returned from a long Far Eastern voyage, Brian was now posted into The Helicopter Trials and Development Unit and it was whilst experimenting in a prototype Wasp that an accident, in which his crewman perished, was to injure him so severely that he was unable to fly again. He completed his commission as an Air Traffic Control Officer.Brian is now retired and lives in Cornwall.
(source: Nielsen Book Data)

• Wiley: the early years
• The road to Lakehurst
• The USS Shenandoah (ZR 1)
• The USS Los Angeles (ZR 3)
• The Shenandoah Disaster
• Changes in command
• Commanding the Los Angeles
• The USS Tennessee (BB 43)
• The USS Akron (ZRS 4)
• The crash of the Akron
• Aftermath of the Akron
• The USS Macon (ZRS 5)
• The end of an era
• USS Sirius (AK 15), Hell Gate, and helium
• War and battleships
• Kamikazes and beyond

This book is simultaneously a biography of Admiral Herbert Victor Wiley and a history of the U.S. Navy's lighter-than-air program. As tensions rose between Japan and the U.S. over control of East Asia and the Pacific Ocean the prospects of war between the two nations increased. The Navy tracked the Germans' use of zeppelins during the First World War and saw in them an aircraft with the potential to conduct long-range reconnaissance over the oceans - something that could not be achieved by airplanes or surface ships. While rapid progress was being made in manned flight it was still young enough that the future of LTA vs. HTA flight was unknown. At the time however airships had a much greater range than airplanes making them suitable for reconnaissance. In its history the Navy had four great airships - the U.S.S. Shenandoah the U.S.S. Los Angeles the U.S.S. Akron and the U.S.S. Macon. Wiley served on all four of these airships and the history of these vessels is covered through the career of Wiley. Three of the airships ended in disaster and Wiley survived the crash of two of them. The book explores in detail the events leading to the crash of each airship through examination of the records of the Navy's Courts of Inquiry that investigated the cause of each crash. The book also tracks issues surrounding the use of non-flammable helium as a lifting gas instead of highly explosive hydrogen used by the Germans. The U.S. had a monopoly on the supply of helium. While Germany sought to purchase helium from the U.S. the government board governing the sale of helium blocked is availability to Germany on the basis it might be used for wartime purposes. Dr. Hugo Eckener had run the Zeppelin works in Friedrichshaven since the end of WWI and he had a vision for LTA flight that was peaceful including international transoceanic passenger and freight services. The outbreak of WW II ended the zeppeling industry and dashed all of Eckener's dreams. Following the crash of the Macon Wiley returned to the surface fleet eventually becoming Commander of Destroyer Squadron 29 in the Asiatic Fleet shortly before the bombing of Pearl Harbor.
(source: Nielsen Book Data)