Warships Data 04 - USS Intrepid (CV-11)

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WARSHIP'S DATA

USS INTREPID (CV 11)

PICTORIAL HISTORIES PUBLISHING STAFF INTREPID

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Publisher: Stan Cohen Managing Editor: Thomas F. Walkowiak Editor: Robert F. Sumrall Illustration: Paul Bender Editorial Assistant: Ann Jensen Photographic Research: Don Montgomery

Sea·Air· Space '/

MUSEUM,.. Design and Drawings: Graphic design by Robert F. Sumrall; line draWings by Thomas F. Walkowiak; renderings by Paul Bender. INTREPID SQUARE, WEST 46TH STREET AND 12TH AVENUE

Cover Painting: Original watercolor by Paul Bender. NEW YORK, NY 10036' (212) 245-2533

Principal References: The National Archives, Navy Department Archives, Navy Department Library, Naval History Division, Naval Sea Systems Command. DIRECTOR'S MESSAGE ,

All Photographs are official U.S. Navy unless otherwise noted.

Late in 1974 was my first involvement With USS INTREPID. By then she was already an empty ship, having been decommissioned in March of that year. Since that time, I've experienced an intenSive education program about this historic vessel and her 23 sisterships, known as the ESSEX Class. No other single class of warship has ever had, nor will have again, a greater impact on history than did the ESSEX Class. Never again will such a large number of the same class of fleet carriers be built. They were a phenomenon of the times. The class is well represented by INTREPID. Commissioned on August 16, 1943, she was the fifth of her class to enter service. Six months later she and the Olher ESSEXES were the dominant capital ships of the Force. Beginning in 1944, the major naval campaigns were actually ESSEX Class battles. With their large aircraft capacity, endurance and robustness, they were the champions of the Pacific. Thirteen ESSEXES saw considerable combat - yet none were lost to enemy action. She survived one torpedo, three bomb hits and four kamikaze crashes, nOt to mention numerous near-misses from both bombs and suicide Planes. And survive she did. She survived to serve the nation for anOlher 31 years. She went on to do it all-three combat tours off Vietnam, NASA Prime Recovery Vessel for the Mercury and Gemini manned space programs, Cuban Missile Naval Blockade and finally as the US Navy and Marine Corps Bicentennial Exposition Vessel at Philadelphia. That last assignment was in 1975-76, after she had been taken out of service. In 1986 INTREPID was designated as a National Historic Landmark because of her World War Two service. Many men died aboard her. Her decks are hallowed ground, as significant to the nation's history as Geuysburg and Valley Forge. The voices of the 50,000 men who served aboard her during her long career are but whispers now, as she embarks on her new career as a museum. To date, only INTREPID and YORKTOWN have been preserved out of the entire ESSEX Class. A few are still on the Navy list, but the rest have since been scrapped. It is hoped that one or two of these survivors may yet be saved. INTREPID and her sisters represent another time, since passing intO history, when Americans stood together against a common foe and were victorious for the cause of world peace.

Lawrence So\vinski, Director Intrepid Sea-Air-Space J"\useum

Copyright © 1989, by the Floating Drydock. Library of Congress Card No. 89-60851

ISBN 0-929521-20-X 5895

The Author Robert F. Sumrall has an extensive background in naval architecture and marine engineering. He is the author of IOWA Class Battleships published by the U.S. Naval Institute Press and the illustrator of their book Battleships. He has also authored and illustrated a number of articles for the U.S. Naval Institute Proceedings and other naval magazines. He has been the Curator of Ship Models at the U.S. Naval Academy Museum since 1970 and is a Chief Peuy Officer in the Naval Reserve with continuous service since 1947. As a professional ship model builder, he is widely known for both his sailing and steel navy models.

PICTORIAL HISTORIES PUBLISHING COMPANY 713 SOUTH THIRD WEST MISSOULA, MONTANA 59801

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7he USS INTREPID (ev II) is shown operating with Task Force 38 offthe Philippines during September and October 1944. Strikes were made on the Palau and Philippine Islands in support o/invasion/orees

and in the ensuing Bailie 0/ Leyte Gulf 77,e ballieship IOWA (BB 61), just beyond the INTREPID, is on station in its position in the task /oree.

USS INTREPID (CV 11) by Robert F. Sumrall

INTRODUCTION

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The aircraft carrier USS INTREPID (CV 11) was authorized by the Congressional Act of 14June 1940. She was the fourth ship in the U.S. Navy to bear the name INTREPID and was built by the Newport News Shipbuilding & Dry Dock Company of Newport News, Virginia. Constructed in No. 10 Graving Dock, she was launched on 26 April 1943. On 16 August she was commissioned with Captain Thomas L. Sprague in command. The" Fighting I" served the Navy during three wars and was finally decommissioned on 30 March 1974 at Philadelphia and placed in the reserve fleet. (see details of service in the Operational History section) She was acquired bythe Intrepid Museum Foundation on 23 February 1982 and is now berthed in the Hudson River in Manhattan where she is currently serving as a sea-air-space museum and a Naval Reserve Training Center.

The first INTREPID was a bomb ketch armed with four guns of unknown size. She had a length of 60', a beam of 12' and displaced 64 tons. Built in France in 1798 for Napoleon's Egyptian expedition, she was subsequently sold to Tripoli and renamed MASTICO. The MASTICO was one of several Tripolitan vessels which captured the frigate PHILADELPHIA on 31 October 1803 after running fast aground on the uncharted Kaliusa reef about five miles east of Tripoli. On 23 December 1803, while enroute from Tripoli to Constantinople, the MASTICO was taken as a prize by the schooner ENTERPRISE and frigate CONSTITUTION and renamed INTREPID. In February 1804 the INTREPID, in company with the brig SIREN, set out to destroy the PHILADELPHIA before the Tripolitans could fit her out

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71lejirst INTREPID was a 60' ketch capturedjrom the Tripolitalls 011 2] December 180]. She was used by Stephen Decatur 10 enter the harbor at Tripoli alld set jire to the frigate PHILADELPHIA which had been captured earlier by Tripoli.

for use against the U.S. squadron in the Mediterranean. At 1900 hours on the evening of 16 February the INTREPID entered the harbor at Tripoli while the SIREN took up station outside the harbor to stand by for rescue or assistance. Since the INTREPID could pass as a North African vessel, she was able to enter the harbor unnoticed and two and a half hours later she was alongside the frigate PHILADELPHIA. The Americans, under the command of Stephen Decatur, boarded and, after a brief struggle with cutlasses and

scimitars, gained control of the frigate. The PHILADELPHIA was set ablaze and the INTREPID managed to escape during the confusion. Because the INTREPID was able to enter the harbor at Tripoli with relative ease, the commander of the American squadron, Edward Preble, decided to outfit her as a fire ship. The plan was to send the INTREPID into the harbor in the midst of the corsair fleet. The men were to set fuses and evacuate the ship where she would be blown up close under the walls of Tripoli. Conversion work was completed on 1 September and on the evening of 4 September the INTREPID, with a volunteer crew of three officers and ten men under the command of Lt. Richard Somers, entered the harbor at Tripoli. At 2130 hours, sometime before expected, there was a violent explosion which destroyed the INTREPID. Commodore Preble reasoned that the Tripolitans must have suspected and boarded the INTREPID prompting the crew to blow her up to prevent the Tripolitans from seizing the valuable powder and explosives. All on board were lost. The second INTREPID was an experimental, torpedo ram built by the Boston Navy Yard and launched on 5 March 1874. She was an iron hulled, screw steamer 170' long, with a beam of 35', displaced 438 tons and was armed with four 24-pound howitzers. In August 1882, work began to convert her to a light-draft gunboat. Still unfinished, work on the conversion was suspended in 1889. A survey in 1892 found the INTREPID unserviceable and she was stricken from the Navy List and sold go 9 May 1892. The Mare Island Navy Yard built the third INTREPID which was launched on 8 October 1904. She was a bark-rigged sail training ship with a length of 211', a beam of 45' and a displacement of 1,800 tons. After her commissioning on 16 August 1907, the steel hull bark was assigned to the Yerba Buena Training Station at San Francisco until 1912 and then 'Jecame a receiving ship for that station. In 1914, the INTREPID was moved oack to her birthplace at Mare Island to serve as that station's receiving ship for about a year and a half. She then became the barracks ship for submarines F-l through F-4 of the Pacific Fleet. In 1920, she again became the receiving ship for Mare Island until her decomissioning on 30 August 1921. The INTREPID was sold to M. Parker of San Francisco on 20 December 1921. On 23 August 1941, the Navy acquired the hull of the ex-INTREPID from her owner at that time, the Hawaiian Dredging Company. She was placed in service as the unnamed YF 331, a non-self-propelled lighter and assigned to the 14th Naval District at Pearl Harbor. Her designation was changed to YSR 42 on 7 August 1945 and she served as a sludge removal barge until placed out of service on 20 November 1945. The YSR 42, ex-INTREPID, was finally struck from the Navy List on 8 May 1946.

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Shown here c. 1927 is Ihe U. S. Navy's firsl aircraft carrierrhe LANGLEY (CV I). The lJ ,500 Ion LANGLEY was converted after World War I from Ihe collier JUPITER (AC 3). She was loosmal/ and slowforafleel carrierbul sen'ed 10 Irain aviators and develop aircraft launching and recovery syslems and equipment.

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DESIGN BACKGROUND

The Development of the Aircraft Carrier Type During World War I, many of the major naval powers converted vessels to handle and accommodate floatplanes or fly-off aeroplanes which had to land ashore. Naval aviation progressed very rapidly during this period. The British were the first to introduce a vessel having a "landing deck" which could both launch and recover aircraft when HMS ARGUS was completed in September 1918. The ARGUS was converted from a passenger liner under construction in one of the shipyards on the Clyde at Glasgow. Featuring a full length flight deck and a large aircraft hanger, the design influenced the aircraft carrier as we know it today. Before the end of World War I, the Royal Navy had two additional aircraft carriers under construction, HMS EAGLE and HMS HERMES. The EAGLE was being converted from a battleship which was under construction but the HERMES was to have the distinction of being the first ship to be designed and built as an aircraft carrier.

the maximum weight and gun caliber for each type of combatant. The total tonnage limitations imposed were: Great Britain - 580,450 United States - 500,320 Japan - 301,320 France - 221,170 Italy - 182,000 This establishment was referred to as the" 5-5-3" ratio. Of their total tonnage, the U.S. Navy was alloted 135,000 tons of aircraft carrier construction with a maximum of 27,000 tons per ship. Existing carriers and those under construction were exempted from the Treaty tonnage. Since the Treaty required each signatory country to scrap a number of capital ships, in the interest of economy, it allowed each country to convert two capital ships to aircraft carriers not to exceed 33,000 tons each. The following is a summary of the U.S. Navy's use of its aircraft carrier Treaty tonnage:

The Washington and London Treaties The German High Seas Fleet was dismantled in 1919 after the end of World War I, but in 1921, the remaining major naval powers were still attempting to continue their massive building programs. Faced with the problems of post-war recession, it was obvious that financial outlay for naval construction could not be continued much longer. The practical solution was negotiation, the outcome of which was the Washington Treaty signed on 6 February 1922 by Great Britain, the United States, Japan, France and Italy. It mandated a "building holiday" for ten years, restricted the total tonnage that each country could build and specified

SHIP

LANGLEY (CV 1) LEXINGTON (CV 2) SARATOGA (CV 3) RANGER (CV 4) YORKTOWN (CV 5) ENTERPRISE (CV 6) WASP (CV 7) HORNET (CV 8)

DISPLACEMENT

11,500 33,000 33,000 14,500 19,900 19,900 14,700 19,900

tons tons tons tons tons tons tons tons

TOTAL TREATY TONNAGE

exempt 33,000 66,000 80,500 100,400 120,300 135,000 exempt

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The LEXlNGTON (eV 2) is pictured with her air complement on theflight deck during the late 1920s. the 'LEX' was one oftwo barrie cruisers allowed to be retained alld collverted to aircraft carriers by the Washingtoll Treaty of 1922. She displaced 33,000 tons and was capable of over 34 knots speed.

The Washington Treaty provided for a conference to be held at the end of the' 'building holida y" and the second naval arms limitations conference was convened in London in 1930. Although there were considerable differences between the participants, the London Treaty of 1930 extended the "building holiday" for another five years. Theftrst u.s. Navy ship designed and built as an aircraft carrier was the 14,500 ton RANGER (ev 4) shown here shortly after her completion in 1934. Although smaIL, the RANGER incorporated a number offeatures which would become standard on later carriers.

In 1936, by the time the next conference was held in London, a new naval arms race was well underway. Germany, not a Signatory to the Washington or London Treaties, had laid down the "pocket battleship" DEUTSCHLAND, France was building the DUNKERQUE in reply and Italy was countering with a 35,000 ton battleship. The Japanese, meanwhile, withdrew entirely from participation in the Treaty. The remaining signatory countries inserted an "escalator clause" which would allow them parity with those powers not participating in the Treaty. It was required that other signatories be consulted before any action was taken but this was only a formality to justify the increase in new construction.

The LANGLEY (CV 1) The U.S. Navy began its carrier program in mid-1919 when the Congress appropriated funds for the conversion of the collierJUPITER (AC 3) to an aircraft carrier. It was accepted that the new carrier, renamed LANGLEY (CV 1), would be too small and slow to operate effectively as a fleet carrier, however, she was intended for training aviators in take-off and landing operations at sea and for developing aircraft launching and recovery systems and equipment. While operating with the battle fleet during the battle problems of the 1920s, the LANGLEY formulated the early U.S. Navy carrier doctrine and initiated experiments that helped shape the development of carrier equipment such as arresting gear, elevators, and catapults.

TI,e YORKTOWN (CV 5), right. durillg her trials off Rocklalld. Maille all /2 July /937. 77,e /9.900 toll YORKTOWNs were the first modem carriers desiglled from real operatiollal e.xperiellce with thej1eet. TI,ey heavily illj1uellced the desigll of the later ESSEX (CV 9) class of which the INTREPID was the third ship.

TIle WASP (CV 7), be/ow right. showlI here at speed durillg her builders trials. displaced only 14,700 tOilS. TI,e reversioll to a smatter carrier was only to use the remaillillg Treaty tOil/lOge. A miXlLIre of the RANGER and YORKTOWN desiglls, she ill/roduced an elemelltary versioll of the deck-edge elevator.

The LEXINGTON (CV 2) Class Originally laid down just after World War I, the LEXINGTON (CV 2) and SARATOGA (CV 3) were two of the six 43,500 ton battle cruisers cancelled by the Washington Treaty of 1922. Completed as carriers, the "LEX" and "SARA" displaced 33,000 tons. They were the fastest and largest ships afloat. The sleek lines of their battle cruiser hulls and large power plants made them capable of over 34 knots. Although the British battle cruiser HOOD displaced 42,000 tons. they were nearly 30' longer. As our first true fleet carriers they continued to formulate doctrine, develop flight operations and train pilots and air crews. They were also large enough to accommodate the increased size and weight of new aircraft as they were developed and could be modified to accommodate the latest launching and recovery systems and handling equipment.

The RANGER (CV 4) With the limited operational experience gathered from our first three carriers, the General Board' developed a set of requirements and recommended the construction of one 13,800 ton carrier to utilize some of the Treaty tonnage. Congressional approval was given to construct the vessel as part of the FY (Fiscal Year) 1929 building program. The Bu C & R (Bureau of Construction and Repair) prepared the design plans and the RANGER (CV 4) was ordered from Newport News Shipbuilding and Dry Dock Co. The RANGER completed at 14,500 tons inJune 1934 and became the first U.S. Naval vessel designed and built from the keel up as an aircraft carrier. Although she proved to be too small to operate the large air groups considered essential for later designs, the RANGER incorporated a number of features which would become standard for future carriers including an open hangar deck and a gallery deck around and partially under the flight deck.

The YORKTOWN (CV 5) Class Although design work on the YORKTOWN class began in 1931 it was not completed until 1934. The Congress did not appropriate money for new carrier construction until June 1933 and the design was interrupted for higher priority building programs. This delay, however, gave additional time for consideration of characteristics which were rapidly changing as the fleet gained valuable experience with their three carriers. The RANGER was not even completed when the CY 5 design was fixed and by the time she became operational she was already obsolescent. • The General Board was a group of senior naval officers that advised the Secretary of the Navy on fundamental naval policy regarding strategy, tactics and ship's characteristics.

The newly completed HORNET (ev 8) is crossing HanlfJton Roads to the Norfolk Navy Yard for her commissioning. She was ordered to an improved YORKTOWN design to expedite carrier construction under the Naval Expansion Act of 17 May 1938. She would be the last U. S. Navy carrier'affected by Treaty limitations.

The YORKTOWNs were the first modern carriers designed by the U.S. Navy from real operational experience with the fleet. Even with their design deficiencies, they strongly influenced the following CV 9 class. It is important, therefore, to examine their design in more detail. Contracts for the YORKTOWN (CV 5) and ENTERPRISE (CV 6) were awarded to Newport News Shipbuilding and Dry Dock Co. on 3 August 1933. A third ship, the HORNET (CV 8) was ordered on 30 March 1939. The design had the following basic design characteristics: Displacement - 19,900 ton standard 25,600 tons fully loaded Dimensions - 809'-6" length overall, hull 824'-9" length overall, hull and flight deck 83' -1" beam at waterline 28'-0" draft - 32.5 knots Speed Shaft H.P. - 120,000 Aircraft - 85 - 100 - 8, 5-inch, 4, 1. I-inch (quad.), 24, .50 cal. Armament

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These characteristics met the basic requirements for aircraft carriers, as practicable, within the limits of the existing Treaty. It was intended that carriers would be used for a number of roles and encounter a variety of threats, therefore, emphasis was placed on protection to enable them to remain operational as long as possible after damage. The intent was to provide maximum protection against gunfire, bombing, torpedoes and mining, but it was recognized that a carrier of 20,000 tons could not be protected as well as the much heavier battleships. All three ships of the class suffered heavy battle damage. The YORKTOWN and HORNET were lost and the ENTERPRISE was damaged several times. All three were able to remain operational as carriers after absorbing a considerable amount of damage far exceeding the expectations of their designers.

The WASP (CV 7) There remained 14,700 tons of carrier construction from the original Treaty limit of 135,000 tons and in March 1934, the Congress authorized the remaining amount to be used for the WASP (CV 7),

These two views, taken on 26 December 1941, show the INTREPID in Newport News Shipbuilding's graving dock No. 10 shortly after her keel laying. The photo at left is looking aft to the sluice gate ofthe dock and the photo at right is looking fonvard from the gate. 771e keelson has been laid in the center ofthe ship and the cradle supports for the shell plnting can be seen forward and aft.

Courtesy Newport News Shipbuilding

A return to the small carrier was a statutory requirement and she became a mixture of the RANGER and YORKTOWN designs. The small size of the new carrier necessitated a machinery arrangement similar to that in the RANGER with only two shafts. Three elevators were planned but one was deleted because of Depression era economy measures. Instead, a small "T" shaped lift was fitted forward on the port side. It supported the tail and landing gear of an aircraft while being raised from the hangar deck to the flight deck. This introduced the deck-edge elevator to U.S. carrier design.

The HORNET (CV 8) Authorization to build the HORNET was provided in the Naval Expansion Act of 17 May 1938 which included 40,000 tons of new aircraft carrier construction. Because of the urgency of the building program and the length of time required to complete a new design, the HORNET was ordered from Newport News on 30 March 1939 to a slightly improved YORKTOWN design. She was the last U.S. Navy carrier which used a design affected by Treaty limitations.

Courtesy Newport News Shipbuilding

THE ESSEX (CV 9) CLASS The USS INTREPID (CV 11) was the third ship of the ESSEX class fleet carriers. During World War II they became the backbone of the fast carrier task forces which played a decisive role in the Pacific campaigns of 1944 and 1945 and the ultimate destruction oftheJapanese Navy. Only five years later they provided the greater part of naval air support in Korea and some were deployed for active service during the war in Vietnam. Seventeen of the original twenty-four ships were still active as late as 1967 although some had been reclassified for special service Le., ASW (Anti Submarine Warfare), LPH (Amphibious Assault Ship), CVT (Training Carrier). The ESSEX class played a major role in three of the most successful and eventful decades of U.S. Naval aviation. The design of the CV 9 class was based on operations in the Pacific and they were expected to be used against Japan. This required different seakeeping characteristics than if they were intended for operations in the North Atlantic. One of the most important considerations was endur,lnce, they would have to be able to steam at least 15,000 nautical miles at 15 knots.

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An unusual view ofthe INTREPID's underbody and propellers taken 24 April 1943 just prior to launch-

ing. Note the combination of riveting and welding on the shell plating and how the skeg rests on the keel blocks to support the rising cruiser stern.

Another photo taken on 24 April 1943 shows a modest bulbous bow and the fineness of the lines forward. Note the flair above the waterline and the art/lOr belt admiships. When the deck is flooded the ship will float clear of the cribbing. Courtesy Newport News Shipbuilding

Design Features In]une 1939, when work began on the CV 9 class design, the basic requirements for aircraft carriers were the result of doctrine developed in the 1920s and 1930s from the many fleet battle problems at sea and war games staged at the naval War College. The ships of the ESSEX class were the first U.S. Navy carriers unincumbered by treaty limitations. They were, in a sense, an intermediate design. The urgency of the shipbuilding program in 1939 required that they be developed from the earlier HORNET design which had but few improvements over her near sisters the YORKTOWN and ENTERPRISE. Carrier design and general arrangement were determined by the size and configuration of the flight deck. U.S. Navy carrier tactics were to launch a full air group at one time for maximum strike effectiveness. In order for launching to proceed quickly, it was necessary that the air group be deckloaded on the flight deck. The aircraft were spotted on the flight deck by weight, including ordnance loads, with the lighter planes foreward. The lighter planes required a shorter run to become airborne and some could be catapulted over the bow. Operation of the elevators during flight operations interfered with launching operations on the flight deck, therefore, only a limited number of planes could be brought up from the hangar deck after flight operations had begun. A few of the early CV 9 class had catapults on 8

the hangar deck but they were later removed. The size of the flight deck, then, determined the size of the air group which could be accommodated. In the CV 9 class design, the primary improvements desired over the YORKTOWNs were the capacity to operate more aircraft and improved armor and torpedo protection. It was felt that these improvements would cost about 500 to 600 tons, but in six months the design had grown to 26,000 tons and as completed, the first ships were 27,100 tons. The desire to operate more aircraft drove the design. The YORKTOWNs were designed to operate 90 aircraft, but in actual operations they could only fly off about 81 planes. To operate 90 aircraft, then, the size of the flight deck would have to grow by ten percent. But a ten percent increase did not take into account the growth in size and weight of aircraft since the time the YORKTOWN was designed in 1934, nor was there a margin for future growth. The CV 9 design grew by more than 7,000 tons over the YORKTOWN which illustrates the spillover effect of what appeared to be only a modest increase in flight deck space. The increased size of the flight deck itself did entail only a modest increase in the structural scantlings, but the aircraft growth factor was another matter. Larger, heavier aircraft burned more gasoline and tankage would increase. Increasing tank volume would require more armor and since enemy

The clutier onthej7ight deck remained during launching operations and the workers stopped only long enough to cheer as the ship was christened andj70ated clear oJthe keel blocks and cribbing Jar a Jair launching.

aircraft would also increase in size, they could deliver more potent weapons and the armor would have to be heavier as well. Elevators and catapults would grow accordingly as would the capacity to increase flight deck refueling. A heavier defensive gun battery was also planned although the rapid wartime increase in automatic weapons could not have been predicted. Finally, more personnel would be required and the number of spaces for accommodations and stores would increase.

The HuJl The INTREPID had a moderate bulbolls bow to reduce resistance at high speed, a nearly square bilge to provide maximum volume for the side protection system, and a cruiser stern with a single counterbalanced rudder. There was no need for an extensive side protection system well aft, therefore, the twin-skeg arrangement adapted for the new battleships was not necessary. In the battleships, the additional underwater breadth permitted by the twin skegs allowed the side protection system to be carried past the after barbette and magazines.

In this dead astem view, thejine lines aft and the rise oJthe cruiser stem are quite evident. Twin skegs were not necessary as in the new ballieships. Because there were no barbelles to protect, less hull volume was required Jar the side protective system. Courtesy Newport News Shipbuilding

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The main, or hangar deck, formed the top of the hull girder. The gallery and flight decks were actually part of the superstructure and did not contribute to the strength of the girder. The flight deck surface was wood laid over light steel plate which served as a fire break. A large portion of the hangar deck was open along the sides which was the result of the requirement for aircraft to warm up their engines before being lifted to the flight deck. The hangar deck could be closed to the weather and/or made light tight for night operations by large roller curtains.

General Arrangement

7he INTREPID wos lounched Of high tide on 24 ApriL 1943 with 0 smoll ceremony. She wos flooted out oj the dock ond towed to 0 pierJor completion ond outfitting. From keelloying to lounching took just under seventeen mOll/hs.

Moored to pier No.9 ot Newport News Shipbuilding, the INTREPID is only a mOll/h o way from completion in this photo token 12 July 1943. The sign at the bow showing 394 is the huUnumber assigned to the ship by the building yard. Courtesy Newport News Shipbuilding

Within the hull proper, there were four continuous decks numbered from the hangar deck down. The 2nd and 3rd decks were mainly used for accommodation and stores and had nearly free fore and aft access. Access on the 4th deck was limited to within the main watertight transverse bulkheads. The 4th deck covered the eight large machinery spaces in the midships section of the hull. The machinery spaces consisted of the forward auxiliary room, fire room No. 1., fire room No.2, engine room No.1, fire room No. 3, fire room No.4, engine room NO.2 and the after auxiliary room. The 1st and 2nd platforms extended forward and aft of the machinery spaces below the 4th deck. The triple bottom lay below the machinery spaces and the 2nd platform for the length of the side protection system. The double bottom was just inside the bottom of the hull for the entire length of the ship. Gasoline tanks were located just above the triple bottom and the magazines were also located as low as possible. The side protection system lay outboard of these vital spaces and consisted of four layers of vertical tanks on each side of the ship from the shell inboard to the holding bulkhead. Two elevator pits, one foreward and one aft, extended down from the hangar deck into the hull allowing the elevator to fit flush with the hangar deck in the down position. The hangar deck catapult, which fired athwartships, was fitted in the hangar bay forward of the superstructure. The uptakes from the boilers penetrated the 4th deck and were trunked to starboard. those from the after fire rooms were also trunked sharply forward above the hangar deck where they were brought up adjacent to each other in a single casing .that passed through the flight deck.

77,e INTREPID returns to Hampton Roads on 25 November 1943 after her training cruise in the Caribbear/. She received minor repairs and adjustments to equipment at the Norfolk Navy Yard prior to leaving for the Pacific on 3 December.

In this port side view ojthe stem, the size of the ship and the height ofthe flight deck above the water can befully realized. Note the deck-edge elevator forward and its guide rails extending well below the main deck on the hull.

The crew is at quarters in this starboard bow photo while passing Old Point ComJort at Hampton Roads. She is returning to the Norfolk Navy Yard from her training cruise on 25 November where she will be readiedJor her trip through rhe Panama Canal to rhe War Zone in the Pacific. 71,e rail lattice masts, supporting radio antennas, can be hinged outboard during flight operations.

The INTREPID is shown here 011 14 May 1954 at Newport News Shipbuilding during modernizatioll ullder Project SCB-27. Her island was streamlined, the twin 5-inch mOUII/S were removed, her after elevator was moved to the starboard deck edge and new steam catapults were iI/stalled.

MODERNIZATIONS At the end of World War II in 1945, the U.S. Navy had the largest fleet in the world and, without doubt, the most powerful carrier force. Rapid technological developments made during the war produced newer, heavier and more sophisticated aircraft and weapons. Many, such as jet aircraft, guided missiles and atomic devices, threatened the fleet and, in particular, the carrier force with obsolescence. Even before the end of the war the BuShips and BuAer were considering a fairly large modernization program for the ESSEX class. When the war came to an end and naval construction programs began to wind down, any wartime considerations were abandoned. In mid-1946, the newly formed SCB (Ship's Characteristics Board)' began a series of projects to modenize the existing fleet. Among them, for the carrier force, was Project SCB 27. 12

The post-war U.S. Navy did not have a potential enemy with a viable surface force to oppose it. It soon became apparent that the Soviets, and the countries within their sphere of influence, would become our next adversaries. In 1946, they had neither the technology or material resources to begin a building program, including large surface ships, with which to challenge the U.S. Navy on the surface. The Soviets had, however, received a great deal of advanced German submarine technology, including many of their scientists and new first line craft. By 1948 it was apparent that the Soviet Navy was engaged in a massive submarine building program. The mission of the U.S. Navy was, therefore, changing to one of striking at enemy land targets, containment of the Soviet submarine force and to conduct and support amphibious operations.

TI,e new, starboard deck-edge elevator is shown here at the hangar deck level during operating tests. Just beyond the edge ofthe elevator at the hull are the heavy roller doors which close the hanger bay to the weather. TI,ey could be opened from the celller allowing access to the hangar the full length of the elevator. Courtesy Newport News Shipbuilding

TI,e INTREPID is nearing completion ofher modernization in this 28 May 1954 photo. The new clipper bow is supporting a pair ofl\\lin 3-inch /50 caliber mOUIllS and the blister has beenfaired unnoticed illlo the existing hull. Note the port deck-edge elevator is at the hangar deck level.

Courtesy Newport News Shipbuilding

Courtesy Newport News Shipbuilding

Courtesy Newport News Shipbuilding

A unique view ofthe starboard deck-edge elevator stowed in the upright position. Deck-edge elevators were stowed in this position during heavy weather and to reduce their extreme breadth in restricted waters.

A view ofa portion ofthe port blister being installed betweenframes 108 and 121. The blister was faired cleanly illlo the tum ofthe bilge and the shell plating forward and aft. The blisters increased the beam of the INTREPID's hull from 93' to 101 '.

The INTREPID numeuvers in the South China Sea on 17 October 1968. She is en route to Yankee Station off the coast of Vietnam.

Another photo ofthe INTREPID in the Mediteranean which shows the angled deck landing area. Aircraft on deck include F4D Skyrays and A-4 Skyhawksfonmrd. AD-6 Skyraiders behind and on the landing area and A-4 Skyhawks behind the island.

Project SCB-27 The only two classes to really consider for modernization were the ESSEX and the new MIDWAY (CVB 41). The MIDWAY's came close to meeting all of the immediate needs for operating new jet and heavy attack aircraft, therefore, the ESSEX class was selected. In order to convert the ESSEX class into effective jet carriers they required a stronger flight deck, catapults with greater load capacity and larger elevators with more lifting capacity. The new jets used considerably more fuel and, in order to maintain operational capabilities, fuel storage and pumping capacities would have to be greatly increased. Space and the supporting structures for a new generation of radar and electronics gear had to be made available. All of these changes added a considerable amount of weight and blisters were needed to maintain stability. Finally, the modernization provided an opportunity to correct a number of defects in the original design which were revealed by combat operations and wartime battle damage. 14

Even as the first ships were being overhauled, additional improvements were being added to the project. One improvement, the steam catapult, was installed on half of the ships which were finally converted. This was the primary feature which split the project into two groups. Those ships having the new hydraulic catapults were grouped in SCB-27A and those receiving the new steam catapult were in SCB-27C. The INTREPID was modernized under Project SCB-27C between April 1952 and June 1954.

Project SCB 125 While the INTREPID was being rebuilt at Newport News, her sister the ANTIETAM (CV 36), was testing a new British development, the angled flight deck. The ANTIETAM installation was a small triangular piece added to the flight deck between the aft end and the outboard edge of the port side deck edge elevator. This formed a landing strip at a 10 degree angle to the conventional fore and aft axial flight deck.

7)le INTREPID is at allchor offthe Nell' York Naval Shipyard all 6 May 1957. She has just completed a major, Project SCB-125. overhaul which illcluded closillg ill the ell tire forecastle area with a heavy weather 'hurricalle bow' alld jittillg all angled deck lalldillg area to the flight deck. With the allgled

deck, a pilot could apply full power alld go aroulld for allother lallding if his plane missed snagging all arrestor wire. III most cases the lIeed to rig barriers was elimillated alld crashillg iII/a parked aircraft forward was avoided.

All aft. port quarterillg view of the INTREPID all 6 May shows the overhallg of the allgled deck alld the supportillg SPOIISOIIS.

Allother photo of 6 May shows the aft, starboard qu£lrter ofthe INTREPID. Note the deck-edge elevator at the hangar deck level.

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A remarkable safety record was established by the ANTIETAM in over 4,000 test landings on the new deck. When landing, a pilot could apply full power and go round again if an arrestor wire was not snagged. This avoided having to be caught by a barrier or possibly crashing into aircraft parked forward of the landing area on an axial deck arrangement. Project SCB 125 was established to refit the modernized ESSEX class with the new angled deck and also improve their seakeeping qualities. The later involved completely enclosing the ship's bow and the removal of many of the 3-inch gun sponsons on the sides. There were also a number of detailed improvements such as new radar and aircraft servicing features. The INTREPID finished her SCB 125 refit in April 1957.

FRAM By the late 1950s, those ships converted under one of the SCB-27 programs had seen almost continuous service since they were first commissioned during World War 1\ and were wearing out. The FRAM (Fleet Rehabilitation and Modernization) program was initiated to extend the useful service lives of these ships enabling them to operate effectively in a modern warfare environment. They received a complete structural rehabilitation and a general upgrading of capabilities including the new bow-mounted SQS-23 sonar, an aircraft data link and automated crc and a new electronics suite. FRAM was the final modernization for the INTREPID and seven of her sisters. The program began in October 1960 and was completed in November 1965. The INTREPID was the last of the ESSEX class, and the only SCB-27C conversion, to receive a FRAM modernization.

* The Ship's Characteristics Board was established in 1945 in the office of the Chief of Naval Operations. It had cognizance over characteristics of existing ships and conversions. The General Board was eventually phased out in 1951 but the SCB was not its complete successor for it was not involved in policy making as the Board had been.

7Jw INTREPID is shown in dry dock at the New York Naval Shipyard c. July 1965 completing her FRAM modernization. Note the newly installed bow-moullled SQS-23 SOfUlr. She also received an aircraft data link, an automated CIC and a new electronics suite.

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On a port visit 10 New York City in 1969. the INTREPID displays a number ojASW aircraft types on deck. Included are six SH-3 Sea King heLicopters just aft oj the port deck edge elevator and a number oj S2F Trackers.

AVIATION FEATURES The ESSEX class was designed to operate an air group of four squadrons consisting of 18 planes each, with space for a fifth squadron, 9 reserve aircraft and a scout bomber. By the time the INTREPID entered service, she carried the full five squadrons. Originally, room was also provided for 50 percent spare aircraft, but as space became critical this requirement was reduced by half. The spare aircraft requirement was intended to compensate for expected combat losses and damaged planes. Most of the spare aircraft were stored partially assembled by major components. The aviation support systems and equipment designed to move, service, launch and recover the air group are included here as aviation features.

The Air Group When the INTREPID was first commissioned in August 1943, her air group consisted of F6F Hellcat fighters, SBD Dauntless scout bombers and TBF 1M Avenger torpedo bombers. By 1945, the F4U Corsair had replaced

the Hellcat and the SB2C Helldiver had displaced the Dauntless. In 1946, the AD Skyraider, an all purpose attack plane which could carry a combination of bombs, rockets or torpedoes, replaced both the Avengers and Helldivers. The A] Savage, a strategic bomber introduced in 1949, could operate from the INTREPID but was not a part of the regular air groups. The F9F Cougar and F2H Banshee were the dominant fighter types by 1953, but a number of Corsairs were still active. Other first line fighters introduced in the 1950s and operated with the INTREPID's air groups included: the F7U Cutlass, F4D Skyray, F] Fury, F8U Crusader and F11F Tiger. In April 1960, the F-4 Phantom II was tested aboard the INTREPID but even the modernized ESSEX class carriers were not quite large enough to be suitable for operating the F-4s. The last attack types to serve with the INTREPID's air groups were the A3D Skywarrior and A4D Skyhawk introduced in the late 1950s. The rapid development of radar and electronics during World War II. resulted in a number of specialized aircraft and this trend proliferated greatly 17

Jver the next twenty years. As the carrier controlled approach (CCA) evolved from this technology, the use ofall-weather fighters became practical. It was also feasible to put the newer, lighter and more powerful radar aloft for airborne early warning (AEW). Near the end of the war, many of the types of planes in use were converted or adapted for use as all-weather fighters, early warning radar and radar countermeasures. By the late 1950s specialized ASW aircraft including the S2F Tracker, WF Tracker and UH Seasprite were the common types aboard the INTREPID after her reclassification to CVS (Anti Submarine Carrier). For air group types and data for specific aircraft that operated from the INTREPID see the tables at the end of this text.

Air Operations

Standard flight operations are in progress aboard the INTREPID during World War II. In the photo above, launching operations are in progress. Be/ow, the air group is being recovered. Note the plane on an outrigger to starboard, a deck space saving feature, just forward of the twin 5-inch mounts.

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This overview of flight operations, while by no means complete, is intended to give the reader a basic understanding of how the aircraft were operated from the carriers and how vital the supporting systems were in order to achieve an efficient use of the air group. During standard flight operations, the carrier would turn into the wind and steam at full power for launching operations. The aircraft were launched over the bow after a deck run from about amidships or by the catapults located on the forward end of the flight deck. The effect of the ship steaming at full speed into the wind increased the lift and effective speed of the aircraft during launching. For strike operations, the air group would be spotted on the after end of the flight deck with the lightest aircraft forward and the heaviest as far aft as possible so that each type would have the longest run possible and attain the maximum amount of effective speed and lift. The aircraft were armed, serviced and warmed up just prior to launching. The entire air group, or "deck load" was launched in one operation clearing the flight deck. In standard recovery operations, the returning aircraft would land over the stern where they would be caught by one of the wires of the arresting gear and taxi to the forward end of the flight deck for parking. Although the forward and deck-edge elevators could move some of the landed planes to the hangar deck, a jam of planes forward could not be avoided. If one of the returning planes was damaged or it appeared that it might miss being caught by the arresting gear, the barriers would be rigged to prevent it from crashing into the parked aircraft forward. In case the after portion of the flight deck was damaged and unable to recover aircraft, they could be landed over the bow where a set of arresting gears was installed as a backup. The ship was also capable of steaming astern at 20 knots for up to an hour for over the bow recovery operations.

The INTREPID's aircraft are shown in World War /I flight operatiollS in these photos taken on 25 October 1944. Above, an SB2C Helldiver is in the Imuling approach pal/ern while in the photo below, one is beginning its take-off run down the flight deck.

Flight operations changed iiI/Ie until the introduction ofthe angled deck landing area as indicated in these 1955 photos of INTREPID after her Project SCB-27 modemization. Above, F9F Cougars are ilM holding pattern while two planes are being readiedforcatapulting. Below, aircraft are being parked after recovery operations.

Above, an AJ Savage is readiedfora catapult launchfrom the INTREPID on 17 November 1954. The AJ was a strategic bomber which could be nuclear armed. It could operate from the INTREPID, as shown here, bur was not part of the regular air groups. Left, an A-4 Skyhawk is being launched from the. INTREPID's port steam catapult during operations in the Gulf of Tonkin in 1968. Note the retractable jet blast deflector behind the aircraft·

After recovery, those aircraft needing repairs or major servicing were removed to facilities on the hangar deck. The balance of the air group, and any replacements from the hangar deck, would then be respotted on the after end of the flight deck where they could be readied for the next strike. These "deck-load" strike tactics pertained until the class modernizations of the early and mid-1950s. Project SCB-27C and the replacement of the after centerline elevator, with a deck-edge unit aft and to starboard, provided some flexibility with the employment of the air group. Finally, Project SCB-125 introduced the angled flight deck. This new configuration allowed a continuous flow of aircraft for launching from the catapults, recovery over the stern on the canted landing area, strike down on either of the deck-edge elevators, servicing, rearming and lift to the flight deck launching area via the forward centerline elevator. Almost complete flexibility with the air group was achieved. Single attack, reconnaissance or ASW sorties could be launched as well as group strikes.

Catapults Originally, three flush-deck catapults were planned. Two were to be located on the forward end of the flight deck and one was to be on the hangar deck. When the CV 9 class was designed, radar was still in the future 20

and the hangar deck catapult allowed a scout to be launched without disturbing the aircraft spotted on the flight deck or flight operations if in progress. The function of the flight deck catapults, located on the forward end of the flight deck, was to put the main part of the air group into the air quickly. As the ship turned into the wind at speed to launch aircraft, the combined effect of the wind and the ship's speed added to the effect of the catapult making it possible to launch greater loads than with unassisted take-offs. The hangar deck catapult was located in the forward hangar bay righ taft of the forward elevator. Since this catapult could not benefit from the effects of the ship heading into the wind, a long run was required for the plane to build up flight speed. The length of the catapult necessitated the addition of a sponson on the port side, a hinged section beyond the sponson and also a hinged section on the starboard side. The catapult track was placed on top of the hangar deck, to avoid cutting a slot and weakening the deck. Steel ramps on either side allowed passage over the track. The weight of the catapult, sponson and hinged sections was considerable, about 225 tons, which upset the weight balance forward. A hangar deck catapult was considered so important, however, that the port side flight deck catapult was not installed.

RighI. the INTREPID has an interesting mix oj aircraft on deck during ASW operations in the Atlantic c. 1969, A number oj S2F Trackers and some SH-3 Sea King helicopters are visible on the flight deck.

Below right. the INTREPID is shown off NorJolk on 25 March 1960 with experimental aircraft aboard, An S2F Tracker is re(uliedJor a launch from the starboard catapult and an A3D Skywarrior and three F4D Skyrays are right aft oj the island,

Because of delays in manufacturing and testing the new catapults, only six ships had them installed on the hangar deck, Although the INTREPID had sponsons and hinged supports for a hangar deck catapult, none was ever installed. By the time the first ships of the class were in service, long range search radar had become operational and there was little need for scout aircraft to operate from the carriers. By March 1943, the port side flight deck catapult was being installed in lieu of the hangar deck unit on new construction beginning with the TICONDEROGA (CV 14). Ships already in service were altered accordingly during major yard overhauls. The INTREPID's sponson and hinged sections, for the catapult that was never installed, were removed and a port side flight deck catapult was installed during her March to June 1944 refit at Hunter's Point Navy Yard. New H-4B catapults were designed for the CV 9 class which produced more than twice the power of the H-2 catapults installed in the earlier YORKTOWN (CV 5) class. They could accelerate a 14,200-pound plane to a take-off speed of 87 knots. By 1945, nearly half of the carrier take-offs were by catapult. The H-4B "cats" were adequate for World War H aircraft but early post-war jet aircraft, with their slow acceleration and high loading, were close to the limit of what they could handle, A new catapult, the H-8,

In this series a/photos taken on 19 July 1966, all A-I H (fonnerly AD-6) Skyraider is caught by a landing barrier. The plane was unable to lower its landing gear. Many aircraft were saved by barrier landings which otherwise would have to have been ditched. In either case, the pilot was always at risk.

was developed which attained 20 percent more power. Although a later model, the H-9, was designed, the H-8 was the last of the hydraulic catapults for it was near the limit of the capabilities of a wire and sheave drive. A new generation of catapults propelled by powder charges was being considered and in 1951, the C-I0 was selected for installation in future SCB-27A conversions of the ESSEX class. The powder catapults were not successful and none became operational. The British, however, had successfully demonstrated a steam catapult which had the potential for very high loading and take-off speeds. The U.S. Navy adapted this concept and built the C-ll steam catapult under license from the Royal Navy and it was used in the final conversion plans for the ESSEX class, Project SCB-27C. The INTREPID received her SCB-27C modernization at the Newport News Shipbuilding and Dry Dock Co. Ultimately, the increase in catapult capacity with SCB-27C was the determining factor in the INTREPID continuing to operate as an attack carrier. Those ESSEX class carriers modernized under SCB-27A, with the H-8 hydraulic "cats", would receive the CVS designation as ASW (Anti Submarine Warfare) carriers. In 1961, the INTREPID was also redesignated CVS, but she continued to operate in a limited attack role, including her Vietnam deployments, until her decativation.

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Elevators The original CV 9 class design featured three aircraft elevators, two on the centerline and one on the deck-edge. One centerline elevator was located in the forward end of the forward hangar bay and penetrated the flight deck inboard of the forward port side 5-inch gun sponson. The other centerline elevator was in the forward part of the after hangar bay and rose to the flight deck right aft and inboard of the after twin 5-inch gun mount on the flight deck. The deck-edge elevator was located on the port side opposite the island structure. The size and capacity of the elevators reflected the expected growth in aircraft size and weight. This in turn would be a major factor in the life span of the carrier, at least until the elevators could be replaced. The elevators had to lift an empty aircraft to the flight deck for loading and, in the lockedup pOSition, bear the weight of the loaded aircraft as it rolled across during take-off. The centerline elevators measured 48' -3" in length by 44 '-3" wide. Their live load capacity was 14,000 pounds and they could carry 28,000 pounds in the locked-up position. When the CV 9 class was designed, a standard fighter had a take-off weight of under 6,500 pounds. Torpedo and dive bombers would take-off at about 10,000 pounds. Therefore, some of the standard World War II aircraft such as the F6F-3 Hellcat, F4U-l Corsair, SB2C-5 Helldiver and TBM-3 Avenger were easily accommodated. Early postwar jets could also be handled, however, the heavier attack and ASW aircraft of the 1950s exceeded their limits. (See Summary of Aircraft)

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The deck-edge elevator was full size, unlike the elementary form which was used on the first WASP (CV 7). It was 60'-4" long by 33' -11" wide with a live load capacity of 18,000 pounds. It allowed aircraft to be moved between the hangar and flight deck while flight operations were in progress and the centerline elevators were locked in place at the flight deck level. The elevator was hinged at the hangar deck for vertical stowage during heavy weather and for clearance such as when transisting the Panama Canal locks. It had the advantage of not requiring a cut in the main strength, or hangar deck, but even in the stowed position it was subject to damage from heavy seas. Increasing the size and capacity of the elevators to handle the new jet aircraft ofthe 1950s and 60s was accomplished during the SCB-27C modernization. The length of the forward centerline elevator was increased to 58' and strengthened for a transit load of 56,000 pounds and a locked in load of 62,000 pounds. The after centerline elevator was removed and a new 56' long by 44' wide deck-edge elevator was installed to starboard of the old location having a capacity equal to the centerline unit. The capacity of the existing port side deck-edge elevator was also increased to handle the same loading. When the angled deck was fitted under Project SCB-125, the port elevator was reconfigured increasing its width by 6'. These changes enabled the carriers modernized under SCB-27C and 125, with the "steam cats", to be operated as limited attack carriers through the Vietnam War. The INTREPID, and others (See ESSEX Class Data), operated in this role

71le versatile Skyraider was a£!aptedfor many specialized duties. Shown here on /5 June /956 is a submarine Hunter-Killer team. The lower plane, an AD-5W 'Hunter' detected submarines with a large radar set mounted underneath the fuselage. Target tracking information was then relayed to (1/1 AD-6 'Killer'. the upper plane, which could attack the submarine with depth charges or torpedoes.

as late as the mid-1970s. Although they carried the F-4H Phantom, they were never considered suitable to operate this aircraft, which in effect, ended their careers.

Arresting Gear and Barriers The early units of the ESSEX class, including the INTREPID, were equipped with arresting gear forward as well as aft. This requirement, based on prewar carrier doctrine, provided for landing aircraft over the bow in the event the after portion of the flight deck was damaged to the extent that aircraft could not be recovered over the stern in the usual manner. The capability to run astern at 20 knots for an hour and the very fine cut-away stern were the result of the over the bow landing requirement. Aircraft were seldom recovered over the bow and the forward arrestor wires were not installed in later ships. During overhauls beginning in 1944, the forward arresting gear was removed from the earlier units of the class. Future U.S. aircraft carriers did not have the requirement to land aircraft over the bow. The arresting gear consisted of a set of wires stretched across the flight deck in the landing area. They were recessed into the deck during launching operations and raised high enough above the deck when recovering aircraft

23

The INTREPID is shown underway in the Mediteranean with the Sixth Fleet in this photo taken 28 August 1961. F4D Skyrays are parkedforward and port, A -4 Skyhawks are forward amidships and aft of the island and AD-4 Skyraiders make up the rest of the aircraft on the flight deck. Note the mirror landing system extending from the outboard side of the angled deck landing area.

to snag the tail hook of the plane. At the termination points at the side of the ship, the wires were reeved into a hydraulic yield element which allowed the cable some flexibility when caught so that it would not snap. Many however, did snap and the wire would thrash violently around the deck. This is why all the personnel on the flight deck catwalks were required to keep below the level of the flight deck during recovery operations. Originally the ESSEX class was equipped with the MK IV arresting gear, but by 1944 it was nearing its limits with the newer and heavier aircraft becoming operational. Installation of the new MK V arresting gear, which could handle 30,000 pounds at 90 mph, was a late World War II modification which was effective until the SCB-27C modernization of the early 1950s. New MK VII gear was installed for the modernization program and

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it was able to handle the loads and speeds of all aircraft the INTREPID was capable of handling until her retirement. Wire barriers were provided which could be erected during recovery operations to catch an aircraft which failed to hook any of the arrestor wires. They were intended to prevent a plane from crashing into aircraft parked on the forward end of the flight deck during landing operations. They could also be used when recovering aircraft over the bow. In most cases planeS suffered some damage when crashing a barrier but they were usually caught preventing major accidents. During the SCB-27C modernization, the old wire barriers were replaced with new nylon barriers which caught the planes by the wings. They were a definite improvement over the wire barriers which on occasion would ride up over the fine nose of the jet aircraft

7Jw INTREPID and INDEPENDENCE (CV 62) are moored at Pier 12. at the Naval Operating Base. Norfolk on 20 March 1960. The great difference iI/their size. which evelllually led to the reiirement of the remaining ESSEX class carriers. is clearly evidelll. Although the new F-4 Phalllom /I was successfully flown from the INTREPID during tests in April /960. an air group with F-4s could not comfortably operate from the modernized ESSEX class carriers.

decapitating their pilots. Finally, after the introduction of the angled deck for SCB-12 5, barriers were no longer needed and they were removed on those units. The original MK IV and the MK V arresting gear systems used a combination of 14 arrestor wires and 5 barriers. The MK VII sysem installed for SCB-27C consisted of 6 wire arrestors and 6 nylon barriers. The number of barriers used with the SCB-125 angled deck conversion was reduced to only 1 and that too was eventually eliminated.

Aircraft Servicing Before any air operations can begin the aircraft must be armed, fueled and serviced. It is not possible here to detail all of the aircraft servicing equipment, however, some of the more important features vital to readying the planes for combat will be covered. When the INTREPID was first commissioned in 1943, all aircraft were propeller driven by reciprocating gasoline engines which required high octane aviation gas. This very volatile fuel was stored in two large tanks (see General Arrangement) low in the ship surrounded on all sides by inert void spaces for protection. Originally, there were eight aircraft fueling stations spotted just below the level of the flight deck on the flight deck catwalk. The number and loca-

tions of these stations continually changed to meet the increased capacity and flight operation patterns demanded by newer aircraft. With the introduction of jet aircraft, fueling requirements for the mixed air groups changed considerably. It was found that by mixing the "heavyend" fuel oil with aviation gasoline a satisfactory jet fuel could be produced. Mixing stations were provided and the pumping capacity of the entire system was increased. After propeller driven craft were phased out, a standard Navy distillate was developed which could be used in aircraft, boilers and diesels. The new fuel was not volatile or considered an explosive hazard and could be stowed in the liquid loaded side tanks of the torpedo defense system. Ordnance elevators were another important aircraft servicing item. As completed, there were three ordnance elevators. Two bomb elevators were located just forward of the island on the starboard side where they could deliver bomb loads to the aircraft requiring a short take-off run or those being catapult launched. A torpedo elevator was located to starboard just outboard of the aft centerline elevator for arming the slower and heavier torpedo planes which required a long take-off run. As with the fueling stations, the number and locations of ordnance elevators changed over the life of the ship to accommodate new weaponry, aircraft and flight operational patterns.

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DECKS AND OTHER HORIZONTAL SURFACES ARE DECK BLUE (20-B) FLIGHT DECK IS BLUE FLIGHT DECK STAIN NO 21

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Camouflage Design: Measure 32, Design 3A, April 1944 CAMOUFLAGE The INTREPID was painted Measure 21 when she was commissioned in August 1943. In Measure 21 all vertical surfaces were Navy Blue (5-N) and decks and other horizontal surfaces were Deck Blue (20-B). The INTREPID's Navy Blue was replaced by Measure 32, Design 3A during an overhaul at Hunter's Point in April 1944. This dazzle, or disruptive, type of pattern was the best all-around anti-aircraft measure applicable to any type of vessel. Although highly visible to submarines, the pattern distorted the silhouette making an approach for a torpedo attack difficult. Measure 22 replaced her dazzle paint while undergoing repairs in December 1944 at Hunter's Point. According to this pattern, all vertical surfaces were painted Haze Gray (5-H) with a Navy Blue band on the hull parallel to the waterline from the lowest point of scheer down. She finished the war in this pattern. The wooden flight deck was originally stained with Flight Deck Blue (No. 21) but in 1944 a darker stain, matching Deck Blue (20-B), was being used. The flight deck hull numbers were Dull Black and flight deck guidelines were Dull White.

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When the INTREPID was placed in the Pacific Reserve Fleet in March 1947 she was painted in standard Haze Gray on all vertical surfaces and Deck Blue on all horizontal surfaces. Post war flight deck colors included a darker Navy blue for the landing area on the angled deck, the introduction of yellow with white guidelines and large white shaded hull numbers on the flight deck and island sides.

Ship's Plans -

USS INTREPID (CV 11)

The FLOATING DRYDOCK has prepared plans of the INTREPID as she appeared in 1944 and 1974, which represents her current configuration as a memorial. Drawn especially for the discriminating model builder, they include the Outboard Profile, Overhead View and many other details which are invaluable to the modeler. Plans of other U.S. Naval vessels, books, photographs and model building supplies are also available. For more information please write directly to: The FLOATING DRYDOCK, c/o General Delivery, Kresgeville, PA 18333.

A-4C Skyhawk of VA-34 USSINTREPID,1967

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USS INTREPID (CVS 11) As Outfitted July 1974 Drawn by Thomas F. Walkowiak

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Another view ofthe lN1REPID, as seen from her starboard bow, on 9 November 1968 in the Gulf of Tonkin during air operations.

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USS INTREPID (CVS 11) As Outfitted 1974 Rendering by Paul Bender

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ARMAMENT Main Battery A carrier's main defense against attack was her air group. Guns were still considered necessary for antiaircraft protection and against surface attack at night or in bad weather when the air group was unable to operate. The type of surface attack envisioned was a cruiser scouting force with 6-inch and 8-inch armament. The LEXINGTON and SARATOGA, which were completed as aircraft carriers from battlecruiser hulls in accordance with the 1921 Washington Treaty, carried 8, 8-inch guns in four twin turrets. Two were mounted forward and two aft of the island allowing wide arcs of fire for each turret. Subsequent treaty restrictions, which had limited the tonnage of carriers, made it impossible to mount guns larger than 5-inch in later carriers. The less restricted CV 9 class design seemed to allow for carrying 6-inch and possibly 8-inch guns. The 8-inch batteries of the LEXINGTON and SARATOGA had proved ineffective because they could not be ftred across the flight deck without causing blast damage. The CV 9 design would be exposed to similar blast damage on a much lighter flight deck, therefore, consideration of anything heavier than a 5-inch battery was abandoned. The RANGER, WASP and YORKTOWN classes which preceded the CV 9 class all mounted 5-inch/38 caliber DP (Double Purpose) guns. The YORKTOWN class carried eight; two spotted at each corner of the flight deck. This arrangement necessitated a cutout at each corner whicb reduced the area of the flight deck. By 1939, an enclosed twin 5-inch / 38 caliber DP mount was being tested and later became operational aboard the battleship NORTH CAROLINA. This new twin mount was selected for the CV 9 class and two were mounted forward and two aft of the island structure. Still fearing possible blast damage if the guns were required to fire across the flight deck, especially when planes were operating with full fuel tanks and ordnance loads, it was decided to place two additionaI5-inch/38 caliber single mounts on each of the port side corners of the flight deck. This arrangement gave the CV 9 class a total of 12, 5-inch/38 caliber DP guns. When the INTREPID was modernized under Project SCB 27a (Ships' Characteristics Board), the enclosed twin 5-inch mounts were removed when the island structure was rebuilt. The 5-inch single mounts on the port side corners of the flight deck were retained and two additional 5-inch single mounts were installed on each of the starboard side corners of the flight deck. In this arrangement, the INTREPID had a total of 8, 5-inch 38 caliber DP guns.

Opposite page, the original main bal/ery of the ESSEX class carriers consisted of twelve 5-inch/38 caliber guns in four twin and four single mounts. The two forward twin mounts of the LEXINGTON (CV J 6) are shown in this photo taken on J3 May 1944. Two quadruple 40-mm mounts are above in the superstructure protected with splinter shields. The egg crate like boxes in the superstructure are speakers for the ship's J MC announcing system.

The arrangement of armament of the INTREPID is visible, except for the quadruple 40-mm mounts under each end ofthe flight deck, in this 11 September 1943 aerial viewallhe Naval Air Station, Hampton Roads. Twin 5-inch mounts are forward and aft ofthe island with the singles on the parr ends ofthe flight deck. Quadruple 40-mm mounts flank the twin and single 5-inch mounts and 20-mm single mounts line both sides of the flight deck.

The 5-inch/38 caliber DP gun fired three basic rounds; AAC (Anti-aircraft Common), HC (High Capacity) and HE (High Explosive). The round was semifixed with a 54-pound projectile and a 28-pound shell case, which included a IS-pound powder charge. A limited number of special purpose ILLUM (Illuminating) and WP (Smoke) projectiles were also carried. The AAC rounds used mechanically timed fusing, the HC rounds used a dummy nose plug which a point detonating fuse and the HE rounds used a number of mechanical and electronic fuses including the VT (Variable-Timed)', or proximity fuse.

When design began on the CV 9 class, the heavy machine gun was the quadruple 1. I-inch gun which had been under development for several years. The light machine gun was a water-cooled version of the standard U.S. Army .50 caliber Browning automatic, which had been in service since World War I. The 1. I-inch mount was experiencing difficulties. It tended to jam after it was warmed up and, therefore, became unpopular with the operating forces. Although it was a well proven weapon, the small size of the .50 caliber round required a large number of hits in order to bring down a target. With the effective use of aircraft during the Spanish Civil War, it became apparent that a more reliable heavy machine gun and a light machine gun with a heavier shell would be necessary. The BuOrd (Bureau of Ordnance) selected the Swedish 40-mm Bofors to replace the 1. I-inch and the Swiss 20-mm Oerlikon for the .50 caliber. Negotiations began in 1939 and, by the end of 1940, an all out development and manufacturing program was underway on the new weapons. 27

Antiaircraft Battery The 5-inch/38 caliber DP gun handled the long range air defense, while intermediate and close in ranges were covered by heavy and light machine guns. The heavy machine gun was a multiple barrel power-operated mount which could be director-operated, while the light machine gun was a freeswinging hand-aimed mount.

Above and right, photos show the distribution ofarmament along the starboard side ofthe PRINCETON (CV 37) at the Philadelphia Naval Shipyard on 10 April 1946. Theforward port side single 5-inch guns, flanked by a quadruple 40-mm mO/lIlt, are shown below in this photo ofthe RANDOLPH (CV 15) taken 18 January 1945. The after port side 5-inch and 40-mm gun platform is similar but the reverse of this arrangement.

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The original CV 9 design had 4, 1. I-inch mounts in the island structure and by June 1940 two additional mounts were added, one on each of the port 5-inch gun sponsons. The 1. I-inch mounts were to be replaced on a one-for-one ratio and the .50 caliber on a three-for-one ratio. The INTREPID completed with 8, 40-mm quadruple and 46, 20-mm single mounts. Both weapons proliferated considerably during the war and by the end of 1944, the INTREPID carried 17, 40-mm quadruple and 61, 20-mm single mounts. The 40-mm mount, with splinter protection, weighed about twice as much as the 1. I-inch and the 20-mm was considerably heavier than the. 50 caliber. The great increase in firepower was considered a good investment, although it..did contribute to the overweight condition of the INTREPID by the end of the war. Throughout the war and well into the post-war period, the 40-mm was considered an effective intermediate range weapon against aircraft. Each of the four barrels of the mount was capable of firing a 2-pound shell at a rate of 160 rounds per minute. This was one of the more potent antiaircraft weapons of World War II.

Typical quadruple 40-111111 gun balleries in acrion aboard rhe ballieship CALIFORNIA (BB 44) on 29 July 1945. TI,e 40-111111 1I10unrs were power operared and comrolled by the MK 51 director. The MK 51 director, as seen in the foreground. could comrol individual or lI1ultiple 40-111111 mO/lllts.

Single 20-111111 gUll mounts aboard the INDEPENDENCE (CVL 22) riggedfor the Operation Crossroads resrs in 1946. TI,e guns originally used ring sights and aiming was corrected by tracer spoiling. TI,e guns here are equipped with the MK 14 gun sight.

TI,e twin 3-inch /50 caliber rapidjire gun moum gradually replaced rhe qundruple 40-mmmoullfs and became the standard post World War II allliaircraft weapon. TI,e mounr was power operared and controlled by the MK 56 director.

The numbers of 20-mm mounts installed enabled the INTREPID to literally throw up a curtain of fire when an attacking aircraft came within range. It was a deterrent against further action, such as strafing, after a plane had dropped its ordnance, but it was truly a last ditch defense and did not deter the Kamikaze pilots. The gun could fire a shell just over a quarter of a pound at a rate of 450 rounds per minute. To be effective the 20-mms would have to score enough hits on a target to actualIy tear it to pieces. As the speed and power of aircraft increased, the effectiveness of the 40-mm decreased and by 1945, the BuOrd was developing a twin 3-inch mount as a replacement. When the INTREPID was modernized under Project SCB 27A, alI 40-mm and 20-mm mounts were removed. Fourteen of the new twin 3-inch /50 caliber gun mounts were instalIed along each side of the flight deck, bow and stern. The 3-inch / 50 caliber gun was an automatic weapon which could be flfed by director or manual control. It fired two basic fixed rounds, an AAC and an He. The projectile weighed 13 pounds and the combined weight of the propelIant and explosive charge was approximately 5 pounds. Each barrel was capable of firing 50 rounds per minute.

FIRE CONTROL The 5-inch Dual Purpose Battery

This photo ofthe islalld superstructure ofthe ESSEX was taken at San Francisco on 15 April 1944 and shows all of the major fire control equipment. The two 5-inch MK 37 directors are locatedfonvard and aft ofthe stack and surmounted by MK 4 fire control radar antennas. The hatches are open and the director officer's slewing sight is visible. At the base ofthe aft director, just forward ofthe ensign, is a MK 51 director for the 40-mm mounts. Below the 40-mm mount is a MK 49 director which had a blilldfiring capability. The 20-mm gun on the inboard side of the stack is equipped with a MK 14 gun sight.

During a later improvement program, Project SCB 125, all but four of the 3-inch mounts were landed. Those which remained were by the 5-inch gun sponsons at the four corners of the flight deck. FinaLLy, all of the INTREPID's 3-inch guns were removed when she underwent FRAM (FLeet Rehabilitation And Modernization).

* The VT fuse carried a self-contained radio transmitter-receiver. When the projectile came within effective range of the target (close enough to cause fragment damage), an echo of the transmission was reflected back to the receiver causing detonation.

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The MK 37 director was designed to control the 5-inch / 38 caliber guns against either air or surface targets. Two complete MK 37 GFCSs (Gun Fire Control System) were installed in the INTREPID and all of the ESSEX class. The system also provided illumination control for star shells and the searchlights. The MK 37 GFCS was a Linear-rate system which measured target position in three coordinates; range, relative target bearing and target elevation. The system was comprised of three major units; a director with radar, a stable element and a computer with associated instruments at the gun. The two directors were installed on the highest levels at the forward and aft ends of the island to give the best target coverage possible. The computers and stable elements were located in the plotting room on the second platform deck. This location, just forward of the machinery spaces and adjacent to damage control central, central station and the gyro room, provided maximum protection to the vital fire control equipment. In early 1943, a third MK 37 director was planned to fill a partial blind spot on the port side as a result of the starboard location of the other two directors. It was to be mounted on the port side main deck catapult sponson. The height ofthe installation required a large cut-out in the flight deck and the radar antenna was a hazard during flight operations. The installation was cancelled in August 1944. With the considerable reduction in the number of 5-inch guns for the SCB 27A, 27C and 125 projects, the INTREPID's after MK 37 director was removed during her 1965 modernization. The director was equipped with a stereoscopic rangefmder (15' base), two telescopes and a slewing sight. The control officer could rapidly designate a target and bring it into the field of the optics with the slewing sight. The antennas and director optics were aligned. Either one could be used alone, or they could be used in combination, thus providing optimum tracking accuracy. The INTREPID carried a MK 4 radar antenna atop each director house when completed. These were replaced with MK 12/22 units during her early 1945 refit. The newer, more accurate MK 25 antennas were installed when the INTREPID received her SCB 27C modernization in 1952. In the plotting room, the stable element established a horizontal reference plane through use of a gyroscope, so that level and cross level could be measured. This information was fed to the adjacent computer which made the calculations required for control of the dual purpose battery. The results were in tum relayed to the director to maintain the Line of sight to the target and as gun orders to the single and twin gun mounts for aiming the guns.

Left, four MK 56 directors were installed in the INTREPID to control the 3-inch guns fitted during her 1952-1954 modernization. The MK 56 GFCS was a dual-ballistic system capable ofcontrolling the 3-inch and 5-inch batteries simultaneously.

Right, the INTREPID was originally equipped with MK 49 directors to control the 40-mm power-driven //lOunts. An early attempt to provide a blindfiring capabilityfor the 4O-mm battery, the MK 49 was eventually replaced by the MK 51 director. The director shown here is aboard the YORKTOWN c. 1944.

The 3-inch Dual Purpose Battery When modernized in 1952, the INTREPID received four MK 56 GFCS systems to control the 3-inch / 50 caliber guns. The MK 56, designed primarily for use against high-speed sub-sonic aircraft, could also be used against surface targets. It was a dual-ballistic system capable of issuing simultaneous gun orders to two different sized batteries and, therefore, could also be used to control the 5-inch / 38 caliber guns. Two directors were located on each side of the flight deck, forward and aft, at the gallery deck level. These locations provided excellent tracking for targets approaching abeam. The system included the director with a MK 35 radar antenna located outside on the gallery deck and computing units and power drive equipment located inside the gallery deck adjacent to the director. Targets could be tracked either optically with the director telescope or by the radar antenna. The target rate values were transmitted to the computing units which converted them to gun orders which were sent to the gun mounts. A number of 3-inch guns were removed when the INTREPID received the angled flight deck and hurricane bow for her SCB 125 conversion, but she kept all of her MK 56 directors. During her final modernization in 1965, the forward MK 56 on the port side was removed along with the remainder of the 3-inch guns. She finished her career with three MK 56 systems.

The 4O-mm Battery The INTREPID was originally equipped with MK 49 directors to control the 40-mm power-driven gun mounts. The director used a telescope to provide bearing and elevation, while range was measured by the MK 19 radar. This was an early attempt to provide fire control with a blind firing capability for heavy machine guns. The system proved inadequate and the MK 49s were replaced by the new MK 51s at Hunter's Point in May 1944 when the INTREPID underwent repairs for the torpedo damage she had received in February. The simple lightweight MK 51 director was a relative-rate system incorporating the MK 14 gunsight. The directors were located near the guns they controlled, usually just above the mount to be relatively free from its smoke and vibration. The director was manually trained by a set of handlebars. It was effective out to about 3,000 yards where the 40-mm trajectory was relatively flat. This allowed a manual range estimate to be introduced into the director leaving the gunsight to compute the lead angles for the target. The resulting values were transmitted to the power drives of the mount. The system was very effective and eliminated the need for rangefinders, stable elements, computers and radar, but it did not have a blind firing capability.

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RADAR AND ELECTRONICS

The initial radar installation o/the INTREPID is shown in this 23 November 1943 photo taken at the Norfolk Navy Yard. 77le large SK air search alltenna is calltelevered 10 starboard/rom the stack and at! SM./ighter-cofllrol set is moullted on the/oretop. An SG surface search set is on lOp o/the stub/oretop",.LISt and the YE aircraft homing beacon is bracketed above the SG plat/oml. The SC-2 air search radar antenna, which appears to be just below the YE brackets, is actually on the other side 0/ the stack.

Ring sights and handcranks were also mounted on the 40-mm gun mounts for manually pointing, training and firing the guns in the event of power failure or damage to the system.

The 2O-mm Battery The 20-mm free-swinging gun mount was equipped with a ring sight for aiming. Pointing and training was effected by the operator's body movement through a set of handle bars and shoulder rests. It was necessary for the operator to lead the target in both traverse and elevation. Usually every fIfth round in the ammunition belt was a tracer which assisted the operator in spotting his fire. The MK 14 gunsight, used in the MK 51 director, could also be mounted on the 20-mm gun mounts in the same location as the ring sight. Its lead angle computing mechanism was excellent for tracking rapidly moving targets at short ranges. The MK 14 gunsight did require an external power source, however, it could be quickly replaced by the ring sight in the event of power failure.

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By the time INTREPID entered service, a high priority was given to the ability of stopping enemy air attacks as far away from the carrier as possible. This required long range search radar to warn of incoming raids, fighter director radar to vector the carrier-based fighters to intercept the enemy, an electronic beacon system to home on, and the capability to recognize friendly or enemy aircraft. The combat effectiveness of the fast carriers during World War II was, to a large degree, due to their superior electronic equipment. Carrier radar and electronics installations presented a number of problems. The ideal place to locate the antennas for this gear was as high as possible in the superstructure which was relatively small, in comparison to other large surface ships. Once rigged, the antennas had to avoid both signal as well as physical interference. The island was already crowded to accommodate the twin 5-inch mounts forward and aft and the 40-mm mounts on the island itself. A small tripod mast just forward of the funnel supported much of the gear and pedestals were cantilevered from both sides of the stack for the rest. The low frequency, long-wave radio antennas were rigged on talilatice masts along the flight deck catwalk on the starboard side. They were hinged at the base and could be lowered outboard to a horizontal position during flight operations. This discussion is not intended as a complete and detailed description of the systems installed in the INTREPID. It is intended as a primer for the three basic radar and electronics configurations used during her service life: World War II (as a CV), the post war conversion Imodernization Projects SCB 27C, 125 and FRAM (as a CVA and CVS).

Search Radar In August 1943, when the INTREPID was first commissioned, the standard radar suite for the ESSEX class consisted of the SK, SC-2 and two SGa sets. When she returned from builders trials a month later her radar allowance was increased to include an SM-l set. The requirements for air search, fighter control and surface search radars are quite different. They operated on a variety of frequencies and to various degrees of precision. Generally, the frequency determined the physical characteristics of the antenna. Long range, low frequency signals used large open "bed spring" type antennas, while the shorter range, high and UHF signals required a small tight mesh or even solid antenna. Long range aircraft detection was provided by the SK and SC-2 air search sets. They were electronically similar, differing mainly in the shape of the antenna, emitting broad beams to give a quick scan over the entire horizon.

In two additional views taken on 23 November note the FD, or MK 4 fire control all/ennas on top of the MK 37 directors. Left, shows a platform atop the stub mainmast on which another SG set will be filled and a full view on the SK antenna. 77,e small antenna atop the SK is a BL-5 IFF antenna. Right, bracketed from the inboard side of the stack is a short mast and platform for the SC-2 air search radar shown just behind the BM antenna.

The SK had a 17' square "bed spring" antenna with a range of 100 nm and a height capacity of 10,000' at that range. The SC-2 had a 15' x4'-6" antenna, a range of 80 run and a similar height capability. The SC- 2 was considered as a back-up for the SK. It was intended to replace the SK with the SK-2 dish antenna, but it appears that this was not done before the INTREPID went into reserve after World War II. The long range, broad beam air search radars gave a fairly accurate bearing and range for incoming aircraft, but did not provide the necessary target elevation information. The SM-l was developed for fighter control. It had a very narrow "pencil beam" which could pinpoint contacts from the SK and SC-2 sets. It used a 6' dish reflector with a range of 50 run, a height capability of 10,000' and elevation accuracy to within 500'. Fighters could be vectored out to the proper altitude avoiding the necessity of stacking interceptors at several levels. The INTREPID received an entirely new radar suite during her 1952-1954, SCB-27C conversion to CVA. Air search sets included the new SPS-12 with a 17' x 12' horn-fed parabolic reflector. It could detect aircraft at 90 run and over 40,000'. An improved SC series set, the SC-5, was installed. Improvements included antijamming features while antenna size and performance remained about the same. The new SPN-6 CCA (Carrier Controlled Approach) radar was also introduced. It was used for air traffic control and marshalling into the holding area. When the INTREPID was modernized under the FRAM program in 1966, she received her final radar configuration. Her long-range air search capabil-

ity was upgraded with the addition of the SPS-29 radar. It had a 7' x 4' "bed spring" antenna and a range of 270 run, about three times that of the SPS-12 it replaced. Air traffic control was also improved by the addition of the SPN-12 and SPN-35 sets. SPN-12 used a small 2' dish to measure true and relative air speed within 2 run to assist the CCA system. SPN-35 had two parabolic antennas, 2' x 8' and a 6' x 4', which were enclosed in a large radome on the aft end of the island. It displayed both elevation and bearing and was used with the optical final approach system. The INTREPID received a new height-finding radar, the SPS-30, during her FRAM overhaul. The 12' disc antenna of this "pencil beam" radar was fed by an organ pipe type scanner and had a range of 240 run, or three times the range of the SPS-8 which it replaced. Ship detection was furnished by two SGa surface search sets. It was a small waveguide-fed unit which could detect large ships at over 20 nm and aircraft under 500' at about 15 run. Its displays of ships, as well as land masses, made it useful to navigation also. The INTREPID lost the after SGa set when the radars were rearranged in November 1943 after her builders trials to make room for the new SM fighter control antenna. She regained a second surface search set in April 1944, when a new SG-1 set was installed during a refit at Hunter's Point. Surface search radar was also improved during the SCB-27C conversion. The SG-6 was an attempt to combine surface and zenith search in the same radar set. The antenna used two reflectors, a 7' x 2' cut paraboloid and a 5' solid dish. The surface search capabilities of the paraboloid antenna were

33

When the INTREPID was modernized under Project SCB-27, she received an entirely new radar suite. Left and right, on the outboard bracket oJtheJoremast is the new SPS-/2 air search radar and an SPN-6 air traffic control set is inboard and opposite. At the top oj the mast is a TA CAN antenna Jor the tactical air navigation system. Note the new MK 25 antenna dish atop the MK 37 directors. 77te series oJphotos on these two pages was taken on 16 June 1954 at Newport News Shipbuilding.

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ourtesy Newport News Shipbuilding

comparable to the SGa and the smaller dish was meant to scan the conical void space directly over the ship. The main radar improvement during SCB-125 was the addition of the SPS-I0 replacing the last of the SG series sets. It had an 11' X 3' parabolic reflector which could effectively range on the horizon and detect a periscope at up to 16,000 yards.

Recognition - IFF The INTREPID was outfitted with a MK III IFF (Identification Friend or Foe) System when completed. It was capable of identifying radar contacts and could furnish its identity to challenging sign31s within the system using a number of interrogator-responsor and transponder units. Coded signals were sent out from the interrogator-responsor units. If the signal was received by a friendly contact it activated a transponder unit in the contact which sent out a favurable return signal. The system used two BL-6, a BM and a BO interrogator-responsors and three BK transponders. The antennas for the interrogator-responsors were mounted on the radar antenna frame which they served. Both signals were sent out and received

34

Courtesy Newport News Shipbuilding

together but were displayed separately. The BL-6 antenna was the small rectangular "bed spring", one was atop the SK and the other atop the SC-2 radars. The BM and BO antennas were mounted on the SM-l radar. The BM was the dipole in the center of the dish and the BO was on the framework in front of the antenna. The BK transponder antennas were free standing-units resembling a "ski pole". They were mounted as high as possible, usually on the yardarms, to avoid obstructions. They were activated by a signal from an interrogator and, as indicated previously, would return a favorable signal. An unfriendly unit would be unable to respond with the proper signal and/or on the required frequency. A new IFF system, the MK X, was in use when the INTREPID finished her SCB-27C conversion in 1954. The SPS-12 long-range air search radar used an AS-177 /UPX-23 interrogator which replaced the BL in earlier sets. The SPS-8 height finder had the AS-I77 / UPX-27 interrogator replacing the BO. A portion of the MK III system was also retained with the SC-5 antenna which used the BM-l interrogator.

The free-standing BK, "ski pole", transponders were replaced with the AS-177 /UPX-72. It was also free-standing and was recognized by its small, slender dome enclosure. Several antennas were used in the system including test units. One of the important electronic features of the FRAM program was the installation of the new MK XlI recognition system. It was a universal system for both military and commercial aircraft which was commercially referred to as ATCRBS (Air Traffic Control Radar Beacon System). Known militarily as AIMS, the system had an enormous encoding capacity which gave it the security required for military operations. The long-range SPS-29 air search radar, installed during the INTREPID's FRAM overhaul, used the AT-352/UPA-22 antenna bar mounted on the top of the radar frame. The IFF for the new SPS-30 "pencil beam" height-finder, the AS-I065 /UPX, was a small, separate bar-type antenna. It was slaved to the SPS-30 antenna and was often mistaken for navigational radar.

Electronic Warfare The radar signals sent out to detect an enemy can also alert him of your presence and the direction of your transmission. EW (Electronic warfare), therefore, developed almost as rapidly as radar itself. The equipment used in EW consists of passive devices to intercept and listen to enemy transmissions, units used to deceive and jam enemy transmissions and measures to negate the enemy's use of EW. During 1944, the INTREPID was equipped with SPT-1 and SPT-4 equipment for signal jamming and direct noise amplification. The passive part of the system used two DBM radar direction finders and three types of intercept receiving antennas, the AS-37, AS-56 and AS-57, to cover a full range of frequencies. The active portion of the system used the TDY omnidirectional antenna and high powered transmitting equipment. Aimed in the directions furnished by the passive equipment, it generated a continuous noise which appeared as "grass" on the enemy's display and/or a high powered pulse which rendered the enemy's returning signal illegible. When converted under Project SCB-27C, the INTREPID's passive EW gear was updated with the latest antenna system. The AS-56 and 57 were replaced by the CAGW-66131 "derby" and 66132 "sword" and the DBMs with the SLR-2. SLR-2 was a pair of stacked antennas, the AS-570/SLR and the AS-571 /SLR, enclosed in the same radome. The active TDY jammer was superseded by the TDY-1a antenna which was enclosed in a radome. Little change appears to have been made in the EW suite during the SCB-125 conversion. Externally noticeable, however, was the unstacking of the SLR-2, mounting each antenna separately.

In addition to the radar equipment mentioned on the opposite page, other sets are more clearly visible in this view. Atop the forward end ofthe superstmcture is the large SPS-8 height-finding radarcllltenna. Above. projecting forward from the mast is the SG-6 combination antenna used for surface and zenith search. Between the mast and stack cap is an SC-5 air search antenna. Courtesy Newport News Shipbuilding

Most of the INTREPID's final EW equipment was installed during her FRAM overhaul in 1965. This included the AS-616A/SLR and AS-1154 / SLR-l 0 antennas and equipment to handle additional frequency combinations. Finally, the INTREPID was outfitted with the ULQ-6 system. The new equipment had two stacks of three antennas each, one stack on each side of the ship, supported from a framework extending outboard. Each stack of antennas consisted of two AS-1750 /SL, transmitter and receiver, top and bottom. An AS-1751/SLA receiver over a AS-1341/ULQ jammer made up the center array. The ULQ-6 system was intended to confuse the active radar guidance of anti-ship missiles. One of the primary objectives of the 1965 FRAM refitting was the installation of the SQS-23 bow-mounted sonar. The ESSEX class CVS conversions with their deep draft and steady motion, as compared to a destroyer, made them exceptionally good sonar platforms. The SQS-23 was an active/passive mode sonar with an active range of about 10,000 yards.

35

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The series oJphotos on rhis page, raken /5 Augusr /969. show rhe INTREPID wirh her final radar and elecrronics suire, All oJrhe equipmenr is idemified and a number o/rhe unirs werejirsr installed during durillg her Projecr SCB-27 modemizarioll, Note rhe S2F Trackers alld aircraft servicing vehicles all deck,

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PROTECTION When the ESSEX class was designed, the primary threats were considered to be shell fire from surface ships, bombing from high-level or dive bombers

and torpedo attack by aircraft, surface ships and submarines. The armor and underwater protection systems were designed to address these threats.

Armor Protection Protection against surface gunfire and aerial bombing was provided by heavy armor. Contrary to popular belief, protection was not specified in armor thickness, but rather by an immune zone. The immune zone has an outer and inner edge; the inner edge being the shortest range at which the side armor can not be penetrated and the outer edge being the shortest range at which plunging fire will penetrate the deck armor. In theory, immunity is designed against a specific weapon. In the case of the ESSEX class, this turned out to be a compromise based on the remaining available weight after all of the other necessary features in the design had been accommodated. It was expected that the carrier's speed would enable her to outrun enemy battleships, therefore, the consideration was to protect against shell fire from cruisers. Japan was the most probable enemy with a number of 8-inch and 6-inch gunned cruisers which were fast enough to engage the carriers. It proved to be impossible to provide sufficient armor to protect against an 8-inch shell. It was decided, therefore, to protect against the U.S. Navy's 6-inch, I05-pound AP (Armor Piercing) shell with an IV (Initial Velocity) of 2,800 ftlsec between I 1,250 and 18,700 yards. This was the same armor protection that was given the previous YORKTOWN (CV 5) class.

nre INTREPID ollfire alld lisrillg ro porr after beillg hir by a Kamikaze offOkillawa 011 16Apri11945. Several ESSEX class carriers were severely damaged durillg World War II bur Ilolle were losr; a resramem ro rheir design. cOllsrrucrioll alld superlarive efforrs of damage cOlUrol reams.

At the inner range of 11,250 yards, a belt of 4-inch Class A armor was required to defeat the 6-inch shell and a deck of 1.5-inch STS (Special Treatment Steel equivalent to Class B armor) was needed to deflect plunging fire at the 18,700 yard outer limit. The belt was 10' deep and 4-inches thick for about two thirds of the depth where it knuckled and then tapered to 2.5-inches. The area protected was 508', the entire length of the vitals and the full length of the side protection system. It included machinery spaces, magazines and gasoline tanks. The 4-inch belt was installed externally. It was covered over by the 1.5-inch STS fourth deck and closed fore and aft by 4-inch armor bulkheads forming an armored box. A 4.5-inch belt of Class B annor was continued aft internally from the after armor bulkhead to protect the steering gear leads. The aft end was closed by a 4-inch Class B bulkhead, it was over covered by 2. 5-inches of STS and closed on the bottom with .75-inch STS plates. When modernized under Project SCB-27C the belt armor was removed and a blister was installed with the new shell being 1. 5-inch STS. The 1.5-inch STS fourth deck was extended out to the new shell to close the armor box. Above the top of the armored box was a system of armored decks which were designed for protection against aerial bombs. The main deck, or hangar deck, was 2. 5-inch STS to resist a I ,OOO-pound G P (General Purpose) bomb. Shells could still pass through the large unarmored portion of the side of the ship between the armor of the main and fourth decks and bombs could

37

pass through the wood and thin steel of the flight deck. GP bombs passing through the flight deck would explode on the armor of the hangar deck. Considerable damage could be caused but the bomb would not enter the vitals of the ship. AP bombs passing through the flight and hangar decks would be armed by the hangar deck armor and explode before passing through the fourth deck and into the vitals.

Underwater Protection Protection against the effects of torpedoes, mining and near miss bombing was provided by the side protective and triple bottom systems. They were both multi-layered and intended to absorb the energy from an underwater explosion equivalent to a SaO-pound charge of TNT. The underwater protection extended about the same length as the armor belt, essentially, covering the vitals. The side protection system consisted of a layer of four vertical tanks on the outboard sides of the hull extending from the fourth deck to the turn of the bilge. The two outboard tanks were liquid loaded with fuel oil or ballast and the two inboard tanks were kept void. In theory, the liquid layers would absorb the shock from an explosion and contain most of the shards from the damaged structure. The voids were expected to stop any remaining fragments and contain leakage, keeping the last, or holding bulkhead, intact. The armor belt, on the outside of the system, could not stop the shell from being ruptured by a heavy underwater explosion but it did tend to stiffen the system and in effect limit the length of the damaged area. The system was shallowest nearest the ends of the ship, a consequence of the fineness of the hull form limiting the remaining internal volume available for the system. The blister, a fifth vertical tank, added by SCB-27C increased the depth of the side protection system by 4' on each side of the ship. The two outboard tanks remained liquid loaded and the new arrangement had an additional void space for containment of damage. The triple bottom system consisted of two layers of tanks on the very bottom of the hull between the holding bulkheads of the side protection system. The tanks were formed by the shell at the bottom of the hull and the inner bottom and third bottom flats. The inner bottom ran the entire length of the ship but the third bottom was spread essentially under the vitals of the ship as with the armor and side protective systems. The INTREPID was hit by (Ill aerial torpedo the night of 17 February 1944 offthe Japanese stronghold at Truck. 77le torpedo, which struck aft, flooded several compartmems and jammed the rudder. 71le ship is shown in dry dock at Pearl Harbor on 26 February where temporary repairs were made for the trip to Humer's Point where permanent repairs were made.

38

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The midship and type sections oj the CV 9 class aircrajt carriers, as originally built.

ENGINEERING The engineering areas use about one-third of the ship's volume. This discussion cannot cover all of the machinery aboard the ESSEX class carriers and is, necessarily, limited to the main propulsion and auxiliary units used to move, steer and service the ship.

Propulsion The propulsion plant introduced 150,000 shaft horsepower which was necessary to meet the 33 knot speed requirement at 33,400 tons displacement. Steam from the plant was furnished by eight boilers and delivered to four sets of geared turbines. The turbines were direct coupled to double reduction gears which drove the shafts.

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The propulsion machinery was arranged in six compartments below the 4th deck. Each compartment was separated by a watertight bulkhead. There was a forward plant and an after plant, each consisting of two boiler rooms and one engine room. Two boilers were installed in each boiler room and two sets of machinery were installed in each engine room. The machinery in each plant could be cross-connected, however, the steam could not be cross-connected between the forward and after plants. The boilers were "M" type, express, divided furnace, single uptake with separately fired superheaters operating at 615 psi saturated steam and 565 psi and 850 degrees F superheat. Each turbine group consisted of a high pressure, low pressure and cruising turbine driving into a reduction gear.

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General arrangement oj the hold, showing the torpedo dejense system, machinery and gasoline storage tanks.

39

reduction gear, The reduction gear reduced the input speed of the turbines in two stages which furnished the propellers 265 rpm to make 32,7 knots, During the INTREPID's standardization trials, she made 32,73 knots at 32,346 tons displacement. The original design requirement for endurance was 20,000 nm at 15 knots and 33,400 tons displacement. However, with the proliferation of light anti-aircraft guns, the increased weight of newer aircraft and their attendant fuel storage requirements, the ESSEX class carriers were considerably overweight and their in-service endurance was more nearly between 12,000 to 15,000 nm at 15 knots, It was estimated that the 4' blister, which was applied to each side of the hull during the Project SCB-27C modernization, would result in an estimated 2,1 knot reduction in speed, When the ORISKANY (CVA 34), the lead ship for the modernization, ran her trials in February 1951 she actually made 32.5 knots at 150,000 SHP on 37,600 tons displacement, This was excellent performance considering the greater beam and about an additional 7,000 tons, The steam turbines and reduction gears for the main propulsion plant of an ESSEX class carrier are shown in the rrul1lufacturer 's plafll being assembled for full power tests,

The high pressure turbine was coupled to the high-speed, high-pressure pinion of the reduction gear. The low pressure turbine was coupled to the gear's high-speed, low-pressure pinion, The low-pressure turbine contained astern elements in each end to reverse the rotation of the shafts for backing down, The cruising turbine was geared to the free end of the high-pressure turbine allowing it to drive through the high-pressure turbine shaft to the 71,e efllire plafll coupled to a dynamometer for tests, ESSEX class carriers had four such plaflls: one furnishing power to each propeller shaft,

Auxiliaries The electrical plant included four 1,250 kw steam turbo-generators which furnished power to hundreds of electrical motors that operated the ordnance, fire control, radar, electronics and aircraft servicing equipment as well as the ship's hotel load. There were also two 250 kw emergency diesel generators which could furnish power if any or all of the ship's service generators failed. These were increased to 850 kw units during the SCB-27C modernization, One 1,250 kw generator was located in each of the following spaces: the forward auxiliary machinery room, engine room No, 1, boiler room No, 3 and boiler room No, 4. In this arrangement, half of the electrical load was furnished by each machinery plant. The emergency generators were located in their own rooms, one forward and one aft of the main and auxiliary machinery rooms. The forward auxiliary machinery room also contained the distilling plant. The large triple-effect evaporators processed sea water into boiler feed water and potable water for drinking, cooking and personal cleaning. The steering gear was of the electro-hydraulic, twin ram type. The rams were set fore and aft and located forward of the rudder, A double yoke tiller was fitted to the top of the rudder stock and each side of the yoke was attached to a ram through a connecting rod and pin. Steering signals from the wheel on the bridge or the secondary conning station were transmitted by an electro-hydraulic transmission system, The efficiency of the engineering plant was noticeable in the compact funnel as compared with the broad stack of the preceding YORKTOWN class. Its high performance and reliability contributed greatly to the success of the ESSEX class, During all of the post-World War 11 changes made to the various ships of the class, the basic features of the engineering plant remained unchanged.

The INTREPID is christened on 26 April 1943 at Newport News Shipbuilding by Mrs. John H. Hoover, wife of Vice Admiral Hoover, Commander, Caribbean Sea Frontier.

mSTORY Six days before the Japanese attacked Pearl Harbor, the keel of the INTREPID under her World War II designation CV 11 was laid in a concrete graving dock at the Newport News Shipbuilding and Dry Dock Company, Newport News, Virginia. Costing $44 million, she was launched 26 April 1943 under the sponsorship of Mrs. John H. Hoover and was commissioned 16 August 1943, with Captain Thomas L. Sprague as her first commander. Her training cruise took her to the Caribbean and on 16 September 1943, Commander A. McB. Jackson, USN made the first landing on the INTREPID's flight deck. Following training, she left Norfolk on 3 December 1943 for San Francisco and then on to Hawaii. Immediately upon her arrival at Pearl Harbor on 10 January 1944, the INTREPID, nicknamed "The Mighty I," began preparing for the invasion of the Marshall Islands. On 16 January, with the carriers CABOT and ESSEX, she left Pearl to raid the islands of the Kwajalein Atoll. Their attack began 29 January and continued until 2 February, when all enemy resistance had ended. The raids from the three carriers had destroyed all of the 83 Japanese planes based on Roi and Namur islands clearing the way for the first Marine landings on adjacent islets.

After the christening ceremony, the INTREPID is readied for removalfrom the graving dock in which she was built. Note that the forward elevator has not yet been installed and the flight deck planking is not laid. Courtesy Newport News Shipbuilding

On the morning of 31 January, INTREPID's planes strafed Ennuebing Island, which protected Roj's southwestern flank and controlled the North Pass into Kwajalein Lagoon, until ten minutes before the first Marines reached the beaches. Half an hour later, the islet was secured and the Marines were able to set up the artillery that would support their assault on Roi. Her work in the capture of the Marshalls ended, the INTREPID headed for Truk, a major Japanese base in the center of Micronesia. She was one of thrte fast carrier groups that arrived undetected off Truk at daybreak on 17 February. Their planes sank two destroyers and 200,000 tons of merchant shipping in two days of almost continuous attacks. The carriers' raid demonstrated Truk's vulnerability to the]apanese who were forced to curtail their use of it as a base. 41

711e INTREPID is shown here all 25 November 1943 durillg her traillillg emise ill the Caribbeall. CommQllder A. MeB. Jaeksollmade thefirstlandillg all the carrier durillg this period.

For the INTREPID's part in the action on the night of 17 February 1944, she was struck by an aerial torpedo. The hit was in her starboard quarter, 15 feet below her waterline. Several of her compartments were flooded and her rudder was jammed hard to port. By racing her port screw and idling her starboard engine, Captain Sprague was able to keep her on course for Hawaii and repairs at Pearl Harbor. After two days, however, strong winds made it almost impossible to keep her on course. Instead her bow was being driven around to head her in the direction of Tokyo. "Right then, I wasn't interested in going in that direction," said Sprague, who directed his crew to fashion a jury-rig sail of hatch covers and scrap canvas, which served to swing the INTREPID about and hold her on course. Under her crazy-quilt sail, the INTREPID arrived at Pearl Harbor on 24 February 1944. After temporary repairs, the INTREPID sailed for the West Coast 16 March and arrived at Hunter's Point, California, on the 22nd. She was back in fighting trim 9 June and departed for two months of operations out of Pearl Harbor before returning to the fight off the Marshall Islands. Throughout 6 and 7 September, the planes of the INTREPID struck Japanese positions in the Palau Islands, concentrating on airfields and artillery emplacements on Peleliu. The next day, her fast carrier task force

42

steamed west toward the southern Philippines to strike airfields on Mindanao on 9 and 10 September. After raids on bases in the Visayan Sea from 12 through 14 September, the INTREPID returned to the Palaus on 17 September to support the Marines in overcoming the fanatical defense by the Japanese of Peleliu from their positions in hillside caves and mangrove swamps. The Marines' struggle on that deadly island settled down to rooting Japanese defenders out of the ground on a man-to-man basis and the INTREPID steamed back to the Philippines to prepare the way for the liberation of those islands. She struck throughout the Philippines, also pounding Okinawa and Formosa to neutralize the Japanese air threat to Leyte. As the INTREPID's planes flew missions in support of the Leyte landings on 20 October 1944,Japan's Navy, desperately striving to hold the Philippines, was converging on Leyte Gulf from three directions. Ships of the U.S. Navy parried thrusts in four major actions collectively known as the Battle for Leyte Gulf. On the morning of 24 October, a plane from the INTREPID spotted the battleship YAMATO, flagship of Admiral Kurita. Two hours later, planes from the INTREPID and the CABOT flew into intense antiaircraft fire to

TIle INTREPID leGl'es HUlller's Poilll for Pearl Harbor all 9 JUlie 1944 after repairs from a IOrpedo hil she receil'ed 17 Februar.". She ferried a lIumber ofaircraft alld \'ehicles 10 Hawaii as el'idellced by Ihe I.IIIUSIWI assorlmelll of equipmelll Oil her flight deck. Tllis was often dOlle b." carriers before Ihey relumed 10 Ihe fo 1'1 1'0 I'd bailie area.\'.

begin a day-long attack on the Japanese Center Force. Wave after wave of planes from the two carriers attacked the Japanese ships and by sunset, they had sunk the mighty battleship MUSASHI, with her 18-inch guns and had damaged the YAMATO. Also damaged were the battleships NAGATO and HARUNA and the heavy cruiser MYOKO, which were forced to withdraw from battle. That night, Admiral Halsey's Third Fleet raced north to intercept japan's Northern Force which had been spotted off the northeastern tip of Luzon. At daybreak, the tireless fliers went aloft to attack the japanese ships then off Cape Engano. One of INTREPID's planes got a bomb into light carrier ZUIHO early in the raid. Shortly, other American bombers sank her sister ship CHITOSI and a plane from either INTREPID or SAN JACINTO scored with a torpedo in the larger carrier ZUIKAKU, knocking out her communications and hampering her steering. In the same action, the destroyer AYITSUKI went to the bottom and at least nine of the carrier OZAWA's fifteen planes were shot down. The attack continued throughout the day and after five more strikes, japan had lost four carriers and a destroyer. japan's Center Force was still a power to be reckoned with and after pushing through San Bernardino Strait, it steamed south along the coast of Samar. There it was intercepted and held

at bay by an escort carrier group of six "baby flattops," three destroyers and four destroyer escorts until help arrived to send it fleeing in defeat back towards japan. As the INTREPID's planes struck Clark Field on 30 October, a burning kamikaze crashed into one of the carrier's port gun tubs killing ten men and wounding six, Damage control crews quickly had the flattop ready to resume flight operations and her planes continued to hit airfields and shipping in the Philippines. Shortly after noon on 25 November 1944, a heavy force ofjapanese planes struck back at the carriers. Within five minutes, two kamikazes crashed into the INTREPID killing six officers and 59 enlisted men. The first of the attacking Zekes dove into the INTREPID's flight deck and the bomb it was carrying pierced the deck and exploded. The greatest loss was in Ready Room NO.4 where all 32 men were killed instantly. The flight deck was engulfed in smoke and flanle and with the air attack still underway, the INTREPID's batteries were fully engaged in the continued defense of the ship. Two enemy planes were shot down, but a third crashed onto the flight deck. There were reportedly at least twelve planes on fire on the hangar deck as damage control crews fought to extinguish the flaming gasoline and rescue other personnel. Despite the damage and fires, the carrier never lost

43

During j1ighr operations, men garher ro awair the refllm ofrhe air group on 25 Ocrober 1944 during rhe Baffle of Leyre Gulf. 71,e day before, planes from rhe INTREPID had SfJoffed rhe JajJanese force which ineluded rhe baffleshifJs YAMATO and MUSASHI.

44

propulsion, nor left her station in the task force. In less than two hours, her damage control crews had extinguished the last blaze. The next day, the INTREPID headed for San Francisco for repairs. She arrived 20 December 1944. The carrier was back in fighting trim by mid-February 1945 and headed for the Far East. She arrived at Ulithi on 13 March and the next day, pushed on toward the home islands of Japan for strikes against the airfields on Kyushu on 18 March. That morning, a twin engine "Betty" broke through a curtain of defensive fire, turned toward the INTREPID and exploded only fifty feet off the carrier's forward boat crane. On the hangar deck, a shower of flaming gasoline and plane parts started fires which were quickly brought under control. The INTREPID's planes joined attacks on remnants of the Japanese fleet anchored at Kure, damaging sixteen enemy naval vessels, including the super battleship YAMATO and the carrier AMAGI. The carriers then turned toward Okinawa as D-Day of the most ambitious amphibious assault of the Pacific war approached. Their planes struck the Ryukyus throughout 26 and 27 March, softening up enemy defenses. Then, as the invasion began on 1 April, they flew support missions against targets on Okinawa and made neutralizing raids against Japanese airfields within range of the embattled island. On April 16, 1945, during a strike against Kokubu, the INTREPID came under attack by five kamikazes. All were shot down, but one could not be stopped before it had plunged into the carrier's flight deck with such an impact that the plane's engine and part of its fuselage were forced through the deck. The bomb it had been carrying exploded in the hangar bay starting a huge gasoline fire destroying some 40 planes before the fires could be put out. Eight enlisted men were killed and 21 were wounded in the attack. Despite the damage, planes were landing on the INTREPID's deck three hours after the crash. The following day, the INTREPID retired homeward via Ulithi and Pearl Harbor, arriving in San Francisco on 19 May for repairs. In fourteen months, she had become the Navy's most frequently hit aircraft carrier. She left San Francisco on 29 June 1945 and enroute, her planes struck Japanese positions on Wake Island on 6 August. The next day, she arrived at Eniwetok, where she received word 15 August to "cease offensive operations." The war had ended. By the end of World War II, the INTREPID and her gunners were credited with destroying thirteen enemy planes and assisting in the downing of five others. Her air groups shot down 160 enemy planes and destroyed 86 more on the ground, sank eleven ships, damaged 4 I and probably sank two more.

DlIring the afternoon of 25 Novl'mber /944 tlVO Kamikazes crashed into the INTREPID killing sixtyfive ofher officers and mell. A/thol/gh thl' carrier IVas able to keep her statioll in the task force , damage

IVas severe ellollg" for her to be sent to San Francisco the lIext day for repairs.

On 21 August, the carrier got underway to support the occupation of Japan. She left Yokosuka 2 December and arrived in San Pedro, California on 15 December 1945. The INTREPID was shifted to San Francisco Bay on 4 February 1946. Her status was reduced to "in commission in reserve" on 15 August, before decommissioning on 22 March 1947 and joining the Pacific Reserve Fleet. During the Korean War, the INTREPID was recommissioned at San Francisco on 9 February 1952 and proceeded to Norfolk where she was decommissioned in the Norfolk Naval Shipyard on 9 April 1952 for conversion to a modern attack aircraft carrier. Reclassified CVA 11 on 1 October, she was recommissioned in reserve on 18 June 1954. The INTREPID became the first carrier in history to launch aircraft from American-built steam catapults on 13 October 1954. Two days later, she went into full commission as a unit of the Atlantic Fleet. She underwent her shakedown cruise out ofGuantanamo Bay, Cuba early in 1955 and then left Mayport, Florida on 28 May for the first of two deployments in the Mediterranean with the Sixth fleet. She returned to Norfolk from the second of these cruises on 5 September 1956 and on 29 September got underway for a seven-month modernization overhaul in the New York Navy Yard, followed by refresher training out of Guantanamo Bay.

Newly equipped with a reinforced-angle flight deck and a mirror landing system, the INTREPID left the United States in September 1957 for NATO's Operation "Strikeback," the largest peacetime naval exercise up to that time in history. In December, operating out of Norfolk, the INTREPID conducted Operation "Crosswind," a study of the effects of wind on carrier launches. She proved that carriers can safely conduct flight operations without turning into the wind and can even launch planes while steaming downwind. During the next four years, the INTREPID alternated Mediterranean deployments with operations along the Atlantic Coast of the Unhed States and exercises in the Caribbean. One of the most critical exercises was that involving the F-4H Phantom II, which was still in its experimental stage when a crane lifted the jet fighter aboard the INTREPID at her pier in Norfolk in the spring of 1960. On 25 April, the carrier put to sea and for the next five days, the Phantom II was engaged in suitability trials, operating from her flight deck off the Virginia Capes. On its first launch, the Phantom proved its power, damaging the port side catapult by actually outrunning it. Subsequent launches were made on the starboard catapult with launch thrust reduced to avoid damaging a second catapult. The port catapult was repaired and thrust modifications enabled

45

The INTREPID is shown in the Fall of I 956jLlst prior to her amilabiliryperiod at the Nell' York Naval Shipyardfor OIuhaLlI and modernization LInder Project SCB-125, Note the AJ Samge strategic bomber jLlst forward of the island.

the Phantom to use both catapults to complete the rest of the five successful days of trials. On 8 December 1961, she was reclassified as an anti-submarine warfare support carrier, CYS I I. She entered the NorfoLk Navy Yard on 10 March 1962 to be overhauled and refitted for her new anti-submarine warfare role. She left the shipyard 2 April carrying Air Anti-submarine Group 56. After the commissioning of the INDEPENDENCE in 1960, the INTREPID stopped using the nickname "The Mighty I". In her new role, she now was known as "The Fighting I." After training exercises, the INTREPID was selected as the principal ship in the recovery team for Astronaut Scott Carpenter and his Project Mercury space capsule. Shortly before noon on 24 May 1962, Carpenter splashed down in AURORA 7 several hundred miles from the INTREPID. Minutes after he was located by land-based search aircraft, two helicopters from the INTREPID, carrying NASA officials, medical experts, Navy frogmen, and photographers were airborne and headed to the rescue. One of the choppers

46

picked him up over an hour later and flew him to the carrier which safely returned him to the United States. After training midshipmen at sea in the summer and a thorough overhaul at Norfolk in the fall, the carrier departed Hampton Roads on 23 january 1963 for warfare exercises in the Caribbean. Later, in February, she interrupted those operations to join a sea hunt for the Venezuelan freighter, ANZOATEGUI, whose mutinous second mate had led a group of pro-Castro terrorists in hijacking the vessel. After the Communist pirates had surrendered at Rio dejaneiro, the carrier returned to Norfolk 23 March 1963. The INTREPID operated along the Atlantic Coast for the next year from Nova Scotia to the Caribbean perfecting her anti-submarine techniques. She departed Norfolk 11 June 1964 carrying midshipmen to the Mediterranean for hunter-killer training at sea with the Sixth Fleet. While in the Mediterranean, the INTREPID aided in the surveillance of a Soviet task group. Enroute home, her crew learned that she had won the coveted Battle Efficiency "E" for antisubmarine warfare during the previous fiscal year. During the fall of 1964, the INTREPID operated along the East Coast Early in September, she entertained 22 NATO statesmen as part of their tour of U.S. Military Installations. She was at Yorktown on 18 and 19 October 1964 for ceremonies commemorating Lord Cornwallis' surrender 183 years before. During a brief deployment off North Carolina, swift and efficient rescue procedures on the night of 21 November 1964 saved the life of an airman who had plunged overboard while driving an aircraft towing tractor. Early in the next year, the INTREPID began preparations for a vital role in NASA's first manned GEMINI flight. On 23 March 1964, Lieutenant Commander John W. Young and Major Virgil!. Grissom in MOLLY BROWN, splashed down some fifty miles from the INTREPID after history's first controlled re-entry into the earth's atmosphere ended the pair's nearly perfect three-orbit flight. A Navy helicopter lifted the astronauts from the spacecraft and flew them to the INTREPID retrieved the MOLLY BROWN and returned the spaceship and astronauts to Cape Kennedy. After this mission, the INTREPID entered the Brooklyn Navy Yard in April for a major overhaul to bring her back to peak combat readiness. This was the final Fleet Rehabilitation and Modernization (FRAM) job performed by the the New York Naval Shipyard at Brooklyn which was slated to close after more than a century and a half of service. In September, the INTREPID, with her work approximately 75 percent completed, eased down the East River to moor at the Naval Supply Depot at Bayonne, New jersey, for the completion of her multi-million dollar overhaul. After the builder's sea trials and fitting out at Norfolk, she sailed to Guantanamo on her shakedown cruise.

The year 1966 found the INTREPID with the Pacific Fleet off Vietnam. She launched her first strikes against Viet Cong concentrations and activities on 15 May 1966 Air Wing Ten flew nearly 5,000 attack sorties. CVW-I0 flew 2,595 attack sorties sinking or damaging nearly 1,000 barges and hitting other vessels and transportation centers. The INTREPID's bombs destroyed 70 trucks and 141 railroad cars. They knocked out 82 bridges and damaged 200 others. Also during this deployment in Vietnam, it is believed, her pilots scored one of the fastest aircraft launching times recorded by an American carrier. Nine A-4 Skyhawks and six A-I Skyraiders, loaded with bombs and rockets, were catapulted in seven minutes, with only a 28-second interval between launches. A few days later, planes were launched at 26-second intervals. After seven months of service with the Seventh Fleet off Vietnam, the INTREPID returned to Norfolk on 23 November 1966. After overhaul at Norfolk Naval Shipyard, the INTREPID returned to the Western Pacific in June 1967 by way of the Suez Canal just before it was closed during the Israeli-Arab Crisis. She transited the Canal between 31 May and 1June 1967. The carrier arrived at Subic Bay on 15 June and then proceeded to Yankee Station in the Tonkin Gulf, arriving on 21 June 1967. There, she conducted combat sorties over North Vietnam until 25 November 1967. They bombed targets from the DMZ nearly to the border of Red China. The INTREPID's pilots earned the nickname' 'Bridge Busters," after knocking out four or five major bridges. The Air Wing flew over 9,000 missions before leaving Yankee Station and earned the Navy Unit Commendation for her achievements off the coast of Vietnam. The INTREPID \eft Subic Bay on 30 November for Norfolk via the Cape of Good Hope. She arrived in Norfolk on 30 December and entered the Norfolk Navy Yard for a modified overhaul on 4 January 1968. There, while being scraped and repainted, she received minor modifications, alterations and repairs. Following her three-month overhaul and subsequent shakedown and training exercises, the INTREPID departed Norfolk on 4 June for an unprecedented third Vietnam cruise. On 24 July, she and her embarked Air Wing, with the USS BORIE (DD 704) and the USS FLETCHER (DD 445) in company, arrived on Yankee Station to begin special operations in the Gulf of Tonkin. Their goal was interdiction operations against enemy supply routes in the Southern Traffic Control area. The A4s of Air Wing TEN struck bridges, transhipment points and storage areas and rendered many highways and logistics targets unserviceable. In a coordinated multi-carrier strike in the ViM area on 1 August, INTREPID sky hawks inflicted heavy damage in the Ru Muon military installation. Elsewhere, a section of INTREPID F8C aircraft from VG-l11 teamed up with two BON HOMME RICHARD F8s in a successful MIG-21 engage-

Operating off the coast of Guantanamo Bay on 30 October 1969, the INTREPID is in her final configuration before being placed in the reserve fleet. On deck are S2F Trackers and SH-3 Sea King helicopters.

ment. Success was not without its price. On the same day, an A4C from VA-66 was lost due to unknown causes during a mission over Dong Dun transhipment point. During the first line period of 30 days, the INTREPID's aviators flew a total of 1781 combat sorties, 421 combat support sorties, 54 photo missions and 82 RESCAP missions. At its conclusion, she left Yankee Station for Sasebo, Japan for a period of routine upkeep and R & R. On 5 September, she was back on Yankee Station and, follOWing tropical storm Bess, her A4s took to the air again. In three, large-scale coordinated strikes in the ViM Son area, INTREPID aircraft destroyed a SAM Site, the Vinh Son Headquarters of the 324th Infantry Division and inflicted heavy damage in the Yen Lai truck park. Throughout these missions, the aircraft had to fly through barrages of 37- and 57-mm anti-aircraft fire to get to their targets. During the remainder of the line period, the carrier's aircraft destroyed eight bridges, 80 waterborne logistics craft and 20 trucks. In addition to their successful bomb strikes, on 19 September Lt. Tony Nargi, flying an F-8 Crusader jet downed a MIG-21, which was the last MIG downed in aerial combat prior to the bombing halt of 1 November 1968. During the same engagement, Lt. Nargi and his wingman, Lt. Ug) Alex Rucker, damaged a second MIG with one of their Sidewinder missiles. During a test flight on 23 September, an A4E from VA-106 struck the Landing Signal Officer platform killing the pilot and an officer and enlisted man 47

An A-4 Skyhawk is being readied for launchingfrom the port catapult c. 1968. Although redesignated as an ASW carrier in 1961 tlte INTREPID continued to operate in a limited attack role. il/cluding Iter Vietnam deploymellls. ulJlil her deactivation. She was the only ESSEX class carrier with steam catapults 10 be modernized under tlte FRAM program which made handling ofthe newer attack aircraft possible.

on the platform. When the INTREPID ended this second line period, her CVW -10 aircraft had flown 1216 combat sorties, 314 combat support sorties and 48 photo reconnaissance missions. Following periods in Subic Bay and Hong Kong, the INTREPID was back in the Gulf of Tonkin on 15 October and her aircraft began their deadly attacks on enemy supply routes. Their strikes were successful against bridges, ferries and river fords and they destroyed or damaged 26 waterborne logistics craft, 5 barges, 10 trucks and4 river ferries. On 21 October an A4E from VA-106 was lost when it struck the ground while on a strafing run. With the announcement of the bombing halt over North Vietnam on 1 November, the INTREPID moved south where her aircraft flew missions over South Vietnam and Laos. The tally at the end of her third line period was 1312 combat sorties, 435 combat support sorties and 33 photo reconnaissance missions.

48

After stops in Singapore and Subic Bay, the INTREPID returned to Yankee Station for her fourth and final line period on 5 December. Almost all of the strikes conducted during this 22-day period were against targets in Laos. In all, pilots of CVW-lO flew 1174 combat sorties, 423 combat support sorties and 22 photo reconnaissance missions. The INTREPID left the line to return to the United States on 27 December 1968. The return trip included stops at Sydney, Australia, Wellington, New ealand and Rio De Janeiro, Brazil before her arrival alongside Pier 12 at Norfolk on 8 February 1969. On 24 February, she left Norfolk for Philadelphia and a six month overhaul period that began on 27 February with the INTREPID in Dry Dock #5 at the Philadelphia Naval Shipyard. Overhaul and the following training exercises were completed early in September and on 7 September, she entered her new home port at NAS Quonset Point, Rhode Island. Between 13 October and 25 November, the INTREPID operated out of Guantanamo Bay for operational refresher training and then returned to home port to close out the year. During 1970, the INTREPID becanle the oldest operational fleet carrier in the Navy and continued to perform her vital role as central base and flaship for Commander Antisubmarine Warfare Group Four. Much of the year was spent in carrier qualifications, antisubmarine warfare exercises and training, operating out of Pensacola and other Florida stations and Corpus Christi, Texas. From 26 May to 22 August, the INTREPID was in the Boston Naval Shipyard for overhaul. After sea trials, she was back at Quonset Point on 3 September. On 16 September, while doing independent air maneuvers, a T2C crashed into the sea and both aircraft and pilot were lost. CYSG 56 reported aboard on 22 September and the next day, the INTREPID got underway for Halifax, Nova Scotia and a joint United States-Canadian exercise. A second joint exercise to test the combined ASW group's effectiveness against submarine launched ballistic missiles was conducted near Bermuda. During the transit home, the INTREPID suffered considerable damage in a storm and went into the Boston Naval Shipyard for repairs on her return to Quonset Point where she finished out the year with routine upkeep, cleaning and painting. The INTREPID began 1971 operating out of Quonset Point on carrier qualification and ASW exercises and then, on 16 April, left for a six-month deployment in the Mediterranean and Eastern Atlantic. Often operating under Soviet surveillance, she participated in several NATO exercises and made frequent stops in ports in Portugal, Spain, France, Germany, England, Scotland, Denmark and Norway. She made a number of transits across the Arctic Circle. On 15 October, she returned home and on 29 November, headed to Charlestown and the Boston Naval Shipyard for a yard period that began on 3 December and ended 27 January 1972.

Righr, all 23 February 1982 rhe USS INTREPID \Vas srrickell from rhe Naval Vessel Regisrer alld rrallsferred ro rhe IlIrrepid Museum Foul/dariol/. She is currenrly berrhed ar Inrrepid Square all rhe Hudsoll River in lower Mallharral/. The Inrrepid Sea-Air-Space Museum is opell ro visirors rhe year around.

Until 15 March, the carrier was engaged in training and fleet exercises, following which she participated in combined exercises with Spanish and Portuguese naval units until her return to Quonset Point on 23 April. On 11 July, she began a North Atlantic deployment and NATO exercises, with stops in Denmark, Norway, the Netherlands, England and Scotland. She arrived back in her home port on 20 October. On 24 November, the INTREPID headed back across the Atlantic to relieve the USS ROOSEVELT in the Mediterranean. There she conducted exercises and made stops in Spain and Italy before the year ended. The carrier began 1973 with refresher flight operations, ASW and NATO exercises which was a first for a carrier assigned to the Sixth Fleet. The NATO exercises continued with the INTREPID making stops in Portugal, Spain, Italy and Greece before returning to the United States on 25 April. The INTREPID's status was changed to "In Commission in Reserve" on 23 July and preparations began for her transfer to the reserve fleet. She was decommissioned 15 March 1974 and finally, on 23 February 1982 was transferred from the Navy to the INTREPID Museum Foundation, a notfor-profit educational corporation, and was stricken from the Naval Vessel Register. She is currently berthed at Intrepid Square on the Hudson River in lower Manhattan.

49

GENERAL DATA HULL Name: Hull Number: Builder: Laid Down: Launched: Commissioned: Decommissioned: Recommissioned: Decommissioned: Transferred:

MACHINERY: Boilers:

Engines: ShajT Horsepower: Maximum Speed: Propellers: Rudder: Endurance: Fuel STowage: Fuel Oil JP-5 Gasoline GeneraTors: S.S. Turbo Emer. Diesel CaTapulTs: Elevators: Centerline Deck Edge

50

United States Ship INTREPID CV II, CVA 11, CVS 11 Newport News Shipbuilding 1 December 1941 26 April 1943 16 August 1943 22 March 1947 18 June 1954 30 March 1974 23 February 1982 (Intrepid Museum)

CVA-1954 N/C N/C N/C

CVA-1957 N/C N/C N/C

N/C

N/C

N/C 32.2 knots @ 265 rpm N/C

N/C 30.2 knots @ 240 rpm N/C

N/C

N/C

11,200 km @ 13.7 knots

N/C N/C

6,936.6 tons N/A 231,650 gallons

5,235 tons 1,957 tons 300,000 gallons

6,672.5 tons 443.2 tons 300,000 gallons

Four-I,250 kw Two-250 kw Two-H4B

N/C Two-850 kw Two-C-II

N/C N/C Two-C-II

2

I 2

2

CV-1945 Eight Babcock & Wilcox @ 565 psi 850 0 Four sets Westinghouse geared turbines 150,000 32.7 knots @265 rpm Four 4-bladed One balanced, 429 sq. ft 15,000 km @ 15 knots

I

I

Displacement: Standard: Trial: Full Load: Dimensions: Length (WL). Length (OA). Beam (WL): Beam (Ext.): Draft (Max.).

CV - 194 5 27,100 tons 34,346 tons 36,380 tons CV-1945 820'-0" 872'-0" 93'-0" 147'-6" 28'-7"

ARMOR PROTECTION:

CVA-1954 29,601 tons

CVA-I957 30,800 tons

41,944 tons CVA-1954 N/C 890 '-0" 103'-4" 192 '-0" 31 '-0"

41,200 tons CYA-1957 N/C 898'-4" N/C N/C N/C

2nd PlaTjorm:

CV-1945 4" Class A 100# STS 60# STS 25# STS

CVA-1954 60# STS N/C N/C N/C

CVA-1957 60# STS N/C N/C N/C

STeering Gear: Sides Ends Top Bottom

4.5'Class B 4" Class B 60# STS 30# STS

N/C N/C N/C N/C

N/C N/C N/C N/C

COMPLEMENT:

CV-1945

CVA-1957

360 3,088

135 2,040

CVS-1961 128 2,000

Side Armor: Hangar Deck: FourTh Deck:

Officers: EnliSTed:

N IC = No Change, N I A = Not Applicable

ARMAMENT SUMMARY FOR USS INTREPID (CV, CVA, CVS 11)

Aug.

Dec.

Jul.

1943

1944

1945

5-inch/38 cal. twin

8

8

8

8

5-inch 138 cal. single

4

4

4

4

I

WEAPON

.~-ineh

1947

150 cal. lwin

40-111111 quadruple

32

68

68

2()-1111l1 sin~1c

46

55

.~H

.~HI'I

38

381')

20-mm twin

1957

1965

1974

8

8

4

4

28

10

1954

68111 321;)

I. This tahulatiun was taken from tht.: ArmarnClll Sum marks of tilt.: Bureau of Naval Ordnance, 1943 through 1957 and subsequentl)'

NOTES:

frol11 the Ship's Allowance Lisl. 2. The numbers of 20-mm single and twin mounts aCluall)' rctain<.:cI aboard until 1947 is uncertain. j.

Foundations were fitted for J6lwin 20-111111 mounts during Project SCB-27C modernization. The mounts wefe never fitted and the foundations were removed during Project SCB-12S overhaul and conversion.

REPRESENTATIVE SERVICE ROUNDS I'rojecliles Gun ICalibt.:r

I.

I\IK 12 IlI'M: 15 ~I Ol11mlt)

Maximum Range

Maximum Altitude

Velocity

hcm 5"I,;HII'

I'ropellanl

I WI. (lb.)

Type

MK

(fts)

Powder

WI. (lb.)

Ch,uge

EI.

Yards

EI.

Feet

I

5.~.3

H.C.

3;

2,600

Il)

1;.5-171')

Full

45°

18,200

85·

37,200

2

55.1

AA.C.

:H

2,600

Il)

15.5-17Il)

Full

4;·

18,200

85·

37,200

,;

54.';

ILLUM

50

2,600

Il)

15.5- 171'1

Full

45·

(;)

1.\1

1.11

4

54.5

WI'

50

2,600

Il)

15.5·17Ill

Full

45°

18,200

1.\1

1.1)

(1.57· 1(0)

5

1.96

A.P.

HI

2,H90

SPDN

.HJO gills.

Full

42·

11,000

90·

22,HOO

MK I

6

1,9H5

A.A.C.

'I,

2,H90

SPDN

.~OO

gills.

Full

42·

11,000

90·

22,HOO

IlI'M: 160 20mm("i)

7

0.269

A.P.T.

9

2,740

SPDN

27.7 gn".

Full

5,°

4,800

90·

10,000

(0.H/70)

H

0.271

'-I.E.

.~

2,740

SPDN

27.7 gill'.

Full

55'

4,800

90·

10,000

MK -,

9

0.274

H.E.lT.

7

2,740

SPDN

27.7 gill'.

Full

5,°

4,800

90·

10,000

1l1'~1:

NOTES:

-,so I. Thl:rl: wt:rl: and an..

:l

large number of," 15M projet'lilt.:s available for all purpo~e~. The rounds represent cd art: I ypical of \'\1\'\111

:lnd t'urrl:nt ammunition being used. 2. 'rhl: lype~ of pO\lvder in usc: fOf all SC:fvit'e founds li~tl:<.I is SPD, SPDN and SPDF . .~. Altl:fl'd h:llli~ti<.:~ depending on whcn/whc..:fl: illuminalion or ~moke is dcsirt'd. 4.

A.I'. penetrate, 1.7" l11ax. @ 1,000 yds. Tracer bur'" out @ 5,000 yds. horizontal, 15.000 fl. vertical.

S. Tracer burn,

OUI

@J 3,000 yds.

Acknowledgements I would like to thank a number of people for their assistance in the past which has helped greatly in the preparation of this book: Dr. Norman Friedman, A.D. Baker, III, and Robert S. Egan. Those at the Naval Historical

Center, Washington Navy Yard, were Charles Haberlein,john Reilley,Jr., Dr. Dean Allard and Cal Cavalconte. More recent thanks are due to Don Montgomery, Naval Imaging Command and Lyn Lyon, Public Relations, Newport News Shipbuilding and Dry Dock Company.

51

AIR GROUP SUMMARY FOR USS INTREPID (CV, CVA, CVS 11)

19-10,"

19~5

19~~

19~';

19';-1

19':;-:

I')(,()

I ')(,H

1')(>-1

I'PII

CV-II VF

- Figh,cr

27

56

54

75

VSB

- Bomhing

.H

.\6

24

15

VTB

- Torpedo

IH

IH

IH

15

H2

91

96

1O.'

Tot,,1 eVA-II VFll)

· Fightcr

';

I~

I-I

\'Fl ~l

- Fighll'r

~2

I~

I-I

\'F (1')

- Fighll'f. Pholo Hccol1

VA (lcl)

· Allack

· AU:Ick, IIcavy

'1'01,,1

.'

2

.\

I~

2H

2·,

2I

9

12

12

(5)

(5)

(5)

-

\'A (Prop) - All"ck \'A (II)",

2H

(,H

7()

\

(.\) (,-

(,7

CVS- I I

VS

- AS\X'. Fixed·wing

liS

- AS\X'. Helicoptcr

VA (lcl)

- All"ck

I

2()

211

1(,

1(,

I

-1-1

,.,

VA (Prop) - Allack VA (\X')

· Allack. E:uly \'\'arning Total

NOTES:

I. COlllpo:-.ition :lnd sizt' of air group for which

~hip \\':l~

originally

dl'~i~n<..'d.

2. All wl':uhcr capahility . .\. Limilcu all wt':uher capahility . ..... 11c:l\'Y Allack (Illlck:lf clpahility) or Spcci:i1

r-.ti:-.~i()n

I)cl:u.:hml'l1t (n:ful'1ing). NOI pari ofrl.'gular :Iir group.

Summary of Aircraft Operating from USS INTREPID (1943-1973) Dat,ol Wingspan and ungth (It)

Wl'ighl (Empr)'& Max.)

Continent.1 R-975-3-l (525 HP)

32'x 12 'II"

3,965/5,736 lb.

1955

(2) Wright R 1820-82 (1525 HP)

69 '8" x 42 '3"

25,985 Ibs. max.

Tracker

1956

(2) Wrigh' R 1820·82 (1525HP)

69'8"x42'3"

Tracer

1960

(2) Wright R 1820-82A (1525 HP)

Sikorsky SH- 3

sea King

1961

K.m.n UH-2C

Scasprile

1962

Popular

IntroduCTion

Engint'

Naml'

(approximau)

(HP)

Piasecki HUP-2

None

1950

Grumman TF·I

Trader

Grumm.n S2F-2 Grumman WF·2

Df'signarion

Ma.l Spud

Rang,

(01 a/mudt')

(milt'S)

Arnulmmt

Special Types

52

-

None.

263 ~IPH @ 3.100 ft.

858

None.

17,640/25,985Ihs.

263 MI'H @ 3,100 ft.

858

No cannon, 4,000 lb. of Ordnance.

72'4"x45'4"

20,638/26,600 Ibs.

238 ~IPH @ 4.000 ft

1,008

(2) General Elceltie T58·GE-10 (1400 HP)

72-2/3' LOAX 16-5/6'

11,865/20,500 Ibs.

166

~IPH

625

2 - Mk 46 ASW torpedos.

(2) General Elccltie T58-GE·8B turbosluft (1250 HP)

527" LOAX 13'7"

7.040/12,800Ibs.

165 MPH

422

2 torpcdos

120

~IPH

No

weapon~.

Popular Namt'

Dllit oj Introduction (tlppm.l.inullt)

Grumman F6F-3

~lcllc ..

1943

Pratt & Whitney R2800-IOW (2000 HP)

42'lO"x3Y7"

Vouglll F4U-I

Corsair

1945

Pratt & Whitney R2600-8 (2000 HI')

Grumman F9F- 3

Panther

1948'

Vought F7U-3M

Clitiass

Douglas F3D-2

Wtighl (£m(JIY&

MtU'. Spud (at a/mud,)

Rungt (miles)

9,101/15,487 !bs.

375 MPH @ 17,300 ft.

1,090

Six .50 cal. MG (bombs/rockets in later versions.)

4I'10"x33'4"

8,982/14,OOOlbs.

417MPH@ 19,900 ft.

1,105

Six .50 cal. MG.

Prau & Whitney J48-P-8A (7000 Ibs. thrust)

38' x 38'

10,147/18,721 Ibs.

604 MPH @ Sea Level

1,300

Four 200101 cannon.

1951

(2) Westinghouse J46- WE-8A turbojets (4600 Ibs. thrust ea.)

38'8"x44'3"

31,642 Ibs. max.

680 MPH @ 10,000 ft.

660

Skynight

1951

(2) West inghollse J34- WE- 36 turbojets (3400 Ibs. thrust ea.)

50'x45'6"

26,850 Ibs. max.

600 MPH @ 20,000 ft.

1,200

4 x 20 nun cannon, crew 2.

McDonnell F3H-2

Demon

1955

Allison J71-A-2E (9700 Ibs. thrust)

35'4"X58'11"

33,000 Ibs. max.

647 MPH @ 30,000 ft.

1,370

4 x20mm cannon, 6,600 lb. bombs.

McDonnell F2H-3

Banshee

1952

(2) Westinghouse J34-WE-34 (3250 Ibs. thrust)

4I'9"x48'2"

13,183/25,214Ibs.

580 MPH x Sea Level

1,170

Four 20m01 cannon.

Grumman F9F-8

Cougar

1953

Pratt & Whitney J48-P-8A (7250 Ibs. thrust)

34 '6"x4I'9"

1I,866/20,098Ibs.

647 MPH x 2,000 ft.

1,208

Four 20mm cannon.

Douglas F4D-I

Sky ray

1954

Prall & Whitney J57-P-2 turbojet (9700 Ibs. thrust)

33'6"x45'8"

25,000 Ibs. max.

695 MPH x 36,000 ft.

1,200

4 X20mm cannon, 4,000 lb. bombs.

I:ury

1955

Westinghouse )65-W-4 (7650 Ibs. thrllst)

37'I"x37'7"

12,205/2I,876Ibs.

681 MPH x Sea Lcvel

990

Crusader

1956

Prau & Whitney )-57-P-A (16,000 lb•. thrust)

35'8"x54'3"

15,513/27,468Ibs.

1,209 MPH x 35,000 ft.

1.612 x 621 MPH

Four 200101 cannon, two Sidewinders.

Tiger

1957

Wright)-65- W -18 (7450 lb•. thrllst)

31'7'(, "x46'11"

14,330/21,280 lb.

753 MPH x Sea Level

1,269 x 578 MPH

Four 20mm cannon, two Sidewinders.

Dauntless

1941

Wright R 1820-60 (1200 HP)

41'6"x33'

6,533/IO,700Ibs.

252 MPH @ 13,800 ft.

1,115 (1"/1000 lb. bomb)

Two .50 cal. MG; two .30 cal. MG; (Up to 1,600 lb•. o( bomb. under fuselage and Two 325 lb. under wing•. ) Normal load-One 1,000 lb. bomb.

Grumman (Eastern) T8M-3

Avcnger

1942

Wright R2600-20 (1900 HI')

54'2"x40'

10,843/18,250 lb•.

267 MPH @ 15,000 ft.

1,130 (I" /torpedo)

Three _50 cal. and One .30 ca. MG + Up to 2,000 lb. in bomb bay. (Usual armament One tOrpedo.)

CUCli.s S82C-5

Hclldivcr

1944

Wright R2600-20 (1900 HI')

49'9"x36'8"

IO,589/16,287Ibs.

290 MPH @ 16,500 ft.

1,324

Douglas AD-I

Skyraider

1946 IAD-4, 19501

Wright R33059-26wA (2700 HI')

50'x39'3 "

1I,712/25,OOOlbs.

349 MPH @ 20,000 ft.

1,347 (wl2,OOO lb. bomb and 12 HVAR rockets)

Dougla. AD-5W (AE-IE)

Sky raider

1951

Wright R-3350-26w Cyclone (2700 HP)

50'x40'1"

25,000 lb•. max.

311 MPH @ 18,000 fl.

1,294

2 X20mm cannon, crew 3.

Dougla. AD-6 (A-IH)

Skyraider

1952

Wright R-3350-26W Cyclone (2700 HI')

50'x39'2 "

25,000 lb•. max.

322 MPH@ 18,000 ft.

1,143

4 x 20mm cannon, 8,000 lb. bomb•.

Savage

1949

(2) Wright R2800-44W (2300 HI' @ 30,000 ft.) AND (1) AIII.on J33-A-10 (4600 lb•. thrust)

7I'5"x64'1"

30,776/54,000 Ibs.

449 MPH @ 34,000 ft.

2.474 (1"/3,200 lb. bomb load)

Dougla. A3D-2

Skywarrior

1954

(2) Prall & Whitney )57-1'-10 turbojets (12,400 lb•. thrus, ca.)

72'6"x76'4"

82,000 Ibs. max.

610 MPli @ 10,000 fl.

2,100

Douglas A4D-2

Sky hawk

1956

Wright )65-W-16A (7700 lb•. thrust)

27'6"x38'3"

9,146/22,500Ibs.

661 MPH max.

Dt's'gntltWII

---

EnRine (HI')

WiflKSI'llrl and l..Rn/llh (/t.)

}.fax)

Armamt'nl

Fighters

North Amerlc.n FJ-3

Vought F8U-1

Grumman F II F-I

4 X20 cannon, 4 air-tO-air missiles.

Four 200101 cannon.

Attack Aircraft DOllglas S8D-5

North American AJ·2

700

Two 20mm and Two .30 ca. MG + up to 1,000 lb. internal and 1,000 lb. external bomb load. Four 20mm and up to 8,000 lb. bomb load.

Up to 10,000 lb. bombs.

2x20mm cannOIl, 12,000 lb. bombs, crew 3

Two 20mm and up to 5,000 lb. of bombs.

53

The INTREPID entering Bridgetown, Barbados on 13 November 1958. This is a typical configuration Jar units oJrhe ESSEX class that were modernized as allack carriers under Projects SCB-27 and 125.

ESSEX Class Data Name

Essex Yorktown Intrepid Hornet Franklin Ticonderoga Rarulolph Lexington Bunker Hill Wasp Hancock Bennington Boxer Bon Homme Richard Leyte Kearsarge Oriskany Reprisal Antietam Princeton Shangri-La Lake Champlain Tarawa Valley Forge fwo lima Philippine Sea

Hull No.

CV 9' 10' 11 '

12' 13' 14 15 16' 17' 18' 19 20' 21 31' 32 33 34 35 36 37 38 39 40 45 46 47

Builder

Laid Down

Launched

Commissioned

Laid Up

SCB-27A/C

SCB-125

NN NN NN NN NN NN NN

4-28-41 12-1-41 12-1-41 8-3-42 12-7-42 2-1-43 5-10-43 7-15-41 9-15-41 3-18-42 1-26-43 12-15-42 9-13-43 2-1-43 2-21-44 3-1-44 5-1-44 7-1-44 3-14-43 9-14-43 1-15-43 3-15-43 5-1-44 9-7 -44 1-29-45 8-19-44

7-31-42 1- 21-43 4-26-43 8-30-43 10-14-43 2-7 -44 6-29-44 9-26-42 12-7-42 8-17-42 1-24-44 2-26-44 12-14-44 4-29-44 8-23-45 5-5-45 10-13-45

12-31-42 4-15-43 8-16-43 11-29-43 1-31-44 5-8-44 10-9-44 3-17-43 5-24-43 11-24-43 4-15-44 8-6-44 4-16-45 11-26-44 4-11-46 3-2-46 9-25-50

1-9-47 1-9-47 3-22-47 1-15-47 2-17-47 1-9-47 6-47 4-23-47 1-47 2-17-47 5-9-47 11-8-46

2-1-51 1-2-53 6-18-54 .. 10-1-53

3-1-56 10-15-55 5-2-57 8-24-55

3-8-60 9- 1-57 12-8-61 6-27-58

10-1-54' , 7 -1-5 3 9-1-55' ,

4-1-57 2-12-56 (27/125) 12-1-55 11-15-46 4-15-55

Q Q Q Q NY NN NY NN NY NY NY p P

N N N P

NN

Q

8-20-44 7-8-45 2-24-44 11-2-44 5-12-45 11-18-45

1-28-45 11-18-45 9-15-44 6-3-45 12-8-45 11-3-46

9-5-45

5-11-46

Notes: o

o

After CV number indicates "shon hull" type.

°In SCB 27 or 125 column indicates steam catapult.

= Norfolk Navy Yard, NN = Newport News, = Philadelphia Navy Yard, Q = Bethlehem-Quincy

Builders: N

P

54

NY

= New

York Navy Yard,

-

-

1-9-47

6-16-50

6-21-49 11-7-47 3-46 6-30-49

-

9-28-51 3-1-54" 11-30-52 II-I-55' ,

(27/125)

CVS

LPH

FRAM (FY)

Decommissioned

-

1962 1966 1965 1965

6-30-69 6-27-70 3-30-74 6-26-70

10-21-69 3-31-59 10-1-62

-

1961

11-1-56

-

6-30-59 11-15-55

-

1-59

-

8-53 3-1-52 1-31-57 10-1-58 As compo 5-29-59" Never completed. Hulk used for tests. Angled deck only. 8-8-53 11-12-53 3-2-59 2-1-55" (27/125) 6-30-59 8-1-57 9-19-52 I-55 11-12-53 7-1-61 Cancelled and broken up on the shipway. 11-15-55 -

1964 1963

1962

-

9-1-73 2-13-69 CVT in 1976 7-1-72 1-30-76 1-15-70 12-1-69 7-2-71 5-15-59 2-13-70 5-15-76

-

5-8-63 1-30-70 7-30-71 1-19-66 5-60 1-15-70

-

12-58

-

The first set of decommissioning dates refers to the period between World War Two and Korea. Only the severely damaged CV 1.3 and CV 17 were never reactivated. Although they received CVS designations they never operated as such. Note that the carriers in service in 1950, CV21, 32, 45, and 47 were among the last completed and were never rebuilt. CV31 was recommissioned for Korea in her original form, rebuilt later. Note that CV 39 was the only rebuilt carrier not to receive an angled deck.

CAMPAIGNS MARSHALL ISLANDS OPERATIONS

* ASIATIC-PACIFIC RAIDS * WESTERN CAROLINE ISLANDS OPERATION

* LEYTE OPERATION * THIRD FLEET OPERATIONS AGAINST JAPAN

* VIETNAM DEFENSE CAMPAIGN *

VIETNAM COUNTEROFFENSIVE, PHASE II

* VIETNAM COUNTEROFFENSIVE, PHASE III * VIETNAM COUNTEROFFENSIVE, PHASE V * VIETNAM COUNTEROFFENSIVE, PHASE VI AWARDS

NAVY UNIT COMMENDATION

NATIONAL DEFENSE MEDAL

MERITORIOUS UNIT COMMENDATION

VIETNAM SERVICE MEDAL

AMERICAN AREA CAMPAIGN SERVICE MEDAL

REPUBLIC OF VIETNAM CAMPAIGN MEDAL

ASIATIC-PACIFIC AREA CAMPAIGN SERVICE MEDAL

PHILIPPINE LIBERATION CAMPAIGN RIBBON

WORLD WAR TWO VICTORY MEDAL

REPUBLIC OF THE PHILIPPINES PRESIDENTIAL UNIT CITATION BADGE

<;HINA SERVICE MEDAL (EXTENDED)

COMMANDING OFFICERS Captain T.L. Sprague, USN (16 Aug. '43 - 28 Mar. '44)

Captain G.L. Kohr, USN (26 May '55 - 15 Aug. '55)

Captain J.G. Smith, USN (29 Apr. '64 - 3 May '65)

Commander R.K. Gaines, USN (28 Mar. '44 - 19 May '44)

Captain P.P. Blackburn, USN (15 Aug. '55 - 21 Sep. '56)

Captain G. Macri, USN (3 May '65 - 15 Jul. '66)

Captain W.O. Sample, USN (19 May '44 - 30 May '44)

Captain F. Massey, USN (21 Sep. '56 - 4 Oct. '57)

Captain .J. W. Fair, USN (15 Jul. '66 - 26 Jun. '67)

Captain J. F. Bolger, USN (30 May '44 - 15 Feb. '45)

Captain).H. Kuhl, USN (4 Oct. '57 - 4 Oct. '58)

Captain W.J. McVey, USN 26 Jun. '67 - 22 Jun. '68)

Captain G.E. Short, USN (15 Feb. '45 - 31Jan. '46)

Captain P. Masterton, USN (4 Oct. '58 - 30 Aug. '59)

Captain V.F. Kelley, USN (22 Jun. '68 - 1 Aug. '69)

Captain R.E. Blick, USN (31Jan. '46 - 11 Apr. '46)

Captain E.e. Outlaw, USN (30 Aug. '59 - 8 Sep. '60)

Captain H.N. Moore, Jr., USN (1 Aug. '69 - 1 Apr. '70)

Captain H.G. Sanchez, USN (11 Apr. '46 - 4 Nov. '46)

Captain e.S. Minter, Jr., USN (8 Sep. '60 - 24 May '61)

Captain I. W. Linder, USN (1 Apr. '70 - 30 Apr. '71)

Commander A.A. Giessor, USN (4 Nov. '46 - 22 Mar. '47)

Captain).L. Abbott, USN (24 May '61 - 14 Jun. '62)

Captain e.S. Williams, Jr., USN (30 Apr. '71 - 22 Dec. '73)

Captain B.B.C. Lovett, USN (9 Feb. '52 - 9 Apr. '52)

Captain R.J. Morgan, USN (14 Jun. '62 - 20 Apr. '63)

Captain R.H. Barker, USN (22 Dec. '73 - 10 Aug. '73)

Captain W.T. Easton, USN (18 Jun. '54 - 26 May '55)

CaptainJ.C. Lawrence, USN (20 Apr. '63 - 31 Apr. '64)

Commander L.E. Levenson, USN (10 Aug. '73 - 22 Apr. '74)

The USS INTREPID (CVA ll) in the South China Sea en route to Yankee Station off Vietnam on 17 October 1968.

ISBN 0-929521-20-X $8.95

USS INTREPID (CV 11)