title: USRC Onondaga

abstract: USRC Onondaga was an Algonquin-class cutter built for the U.S. Revenue Cutter Service for service on the Great Lakes. Because of the Spanish–American War, she was cut in half shortly before completion and transported to Ogdensburg, New York for service on the Atlantic coast although the war ended before she could be put into service. After the formation of the United States Coast Guard in 1915 she became USCGC Onondaga. She served as a patrol vessel at various Atlantic coast ports before World War I and unlike most Coast Guard cutters during World War I, she remained under the control of the Commandant of the Coast Guard. After the war she patrolled for a brief time based at New London, Connecticut before being decommissioned in 1923.

text:
# USRC Onondaga

**USRC *Onondaga*** was an *Algonquin*-class cutter built for the U.S. Revenue Cutter Service for service on the Great Lakes. Because of the Spanish–American War, she was cut in half shortly before completion and transported to Ogdensburg, New York for service on the Atlantic coast although the war ended before she could be put into service. After the formation of the United States Coast Guard in 1915 she became **USCGC *Onondaga***. She served as a patrol vessel at various Atlantic coast ports before World War I and unlike most Coast Guard cutters during World War I, she remained under the control of the Commandant of the Coast Guard. After the war she patrolled for a brief time based at New London, Connecticut before being decommissioned in 1923.

## Construction

The United States Revenue Cutter Service cutter *Onondaga* was laid down in 1897 at the Globe Iron Works's yard in Cleveland (yard number 72) and launched on 23 December 1897, with Miss Louis Augusta Allen being the sponsor. She was a steel-hulled vessel equipped with a triple-expansion steam engine, Scotch boilers, and a single screw. She was one of the first RCS cutters built with electric generators to supply current for lights and call bells. Before *Onondaga* could be completed, she was transferred to U.S. Navy control because of the outbreak of the Spanish–American War on 24 March 1898 and the contractor was directed to cut the ship in half for transport to Ogdensburg, New York. She was reassembled and was finally accepted for service by the government 13 August and returned to Department of the Treasury control on 17 August at the conclusion of hostilities. She was placed in commission 24 October at Ogdensburg and ordered to report for duty at Boston, Massachusetts.

## History

### 1899–1917

After *Onondaga* arrived at Boston, she received winter cruising orders to patrol the area from the St. Croix River to Nantucket Shoals. During February 1899, she was tasked with breaking ice in the harbor at Sullivan, Maine. On 8 December 1899, she received orders transferring her to Philadelphia, Pennsylvania, with a patrol area set from Great Egg Harbor to Fort Monroe, Virginia, including Delaware Bay. While stationed at Philadelphia, she also had a temporary assignment escorting Marine Hospital Service ship *Senator* from Hampton Roads, Virginia, to Havana, Cuba, in June 1900. In September 1900 she was temporarily assigned to Galveston, Texas. *Onondaga* was also used to cover other Revenue Cutter Service cutters′ patrol areas when they were laid up for repairs. On 1 July 1902, *Onondaga* conveyed Maine United States Senator William P. Frye and his party from New York City to Portland, Maine. On 7 April 1904, she received orders to return to Galveston, Texas, and tow USRC *Galveston* to the Revenue Cutter Service Depot at Curtis Bay, Maryland, for major repairs. On 10 December 1904, the tug *Boxer* collided with *Onondaga* at Philadelphia, striking her stern and necessitating that *Onondaga* undergo extensive repairs at Kensington Shipyard Company in Philadelphia. Repairs were completed 7 February 1905, and she departed for Norfolk, Virginia, to patrol for the remainder of her winter cruise. On 11 November 1905 she was notified that all winter patrols were to be based out of Norfolk while summer patrols were to be conducted out of Philadelphia. After 13 April 1907, all patrols were based out of Norfolk, with occasional temporary duty at Tompkinsville on Staten Island, New York, while the cutters normally stationed there were in shipyards for repairs. On 29 October 1907 she had a wireless telegraph installed at Norfolk.

On 7 June 1909, *Onondaga* was placed out of commission at the Revenue Cutter Service Depot for repairs. She sailed without commission to Norfolk for additional repairs and returned to the Revenue Cutter Service Depot 30 September 1909. Repairs were completed 6 November 1909, and she recommissioned and returned to normal patrol duties. On 6 March 1910, USRC *Mohawk* assisted by *Onondaga*, towed the abandoned and waterlogged four-masted schooner *Asbury Fountain* to Norfolk after *Asbury Fountain* collided with the steamer SS *Jamestown*. On 23 May 1912, *Onondaga* was at Philadelphia, representing the Revenue Cutter Service at the convention of the Permanent International Association of Navigation Congresses. On 9 May 1913, *Onondaga* received United States Secretary of the Treasury William Gibbs McAdoo and his party aboard for a cruise from Baltimore, Maryland, to Richmond, Virginia.

On 9 October 1913, the steel-hulled bark *Manga Reva* departed Philadelphia, Pennsylvania, bound for San Francisco, California, via Cape Horn with a cargo of coal, but about a week after she cleared Delaware Bay, her crew of 28 men mutinied while she was in the Atlantic Ocean 600 nautical miles (1,100 km) east of Bermuda. The mutineers forced her captain and other officers to sail her back toward Philadelphia. On 9 November 1913, she anchored inside the breakwater off Lewes, Delaware, in the midst of a gale. The weather prevented the pilot who came aboard from guiding her up the Delaware Bay to Philadelphia, and as he disembarked *Manga Reva*′s captain, despite warnings from the mutineers not to mention the mutiny, slipped him a note asking for help. The pilot notified the Philadelphia Navy Yard at League Island in Philadelphia of the mutiny, and the navy yard promptly radioed *Onondaga*. In response, *Onondaga* made for Lewes at full speed. With a small crowd of onlookers from Lewes using telescopes to observe the action from the beach, *Onondaga* arrived on the scene on 10 November 1913 and fastened herself to *Manga Reva* with grappling hooks. Members of *Onondaga*′s crew leaped over the rail and onto the deck of *Manga Reva* and found the mutineers gathered on *Manga Reva*′s quarterdeck armed with sheath knives and other weapons they had found, shouting defiance at *Onondaga*′s crew. More *Onondaga* crewmen came aboard *Manga Reva* armed with rifles and fixed bayonets. The mutineers, intoxicated from drinking *Manga Reva*′s liquor supply overnight, retreated, and within five minutes, and with no shots fired, *Onondaga*′s crew brought the mutiny to an end and arrested the mutineers.

On 5 August 1914, at the outbreak of World War I in Europe, *Onondaga* was authorized for duty in enforcing neutrality laws in the Chesapeake Bay area. On 19 October 1914 she was placed out of commission at the Revenue Cutter Service Depot for overhaul, and her crew transferred to the Revenue Cutter Service Academy training ship USRC *Itasca* When the Revenue Cutter Service merged with the United States Life-Saving Service to form the United States Coast Guard on 28 January 1915, *Onondaga* became a United States Coast Guard cutter, designated as USCGC *Onondaga*. She was recommissioned on 29 January 1915 and her crew returned to her from *Itasca*.

In the spring of 1915, the Italian steamer *Verona* arrived at the immigration station at Cape Henlopen, Delaware, carrying several hundred immigrants and, after immigration authorities discovered a suspected case of smallpox on board, the immigrants were confined to the quarantine station at Cape Henlopen. Many of the immigrants were eager to reach New York City in time to celebrate Easter Sunday with relatives on 4 April 1915, and about 200 of them pushed through the wire and past the guards at the quarantine station and arrived at the train station 3 miles (4.8 km) away in Lewes, demanding tickets to Philadelphia, but the station manager held them at bay with a pistol. *Onondaga* arrived at Lewes and disembarked a detachment of 50 United States Marines carrying rifles with fixed bayonets, prompting the unarmed immigrants to return to the quarantine station. The following day, a steamer arrived to take the immigrants to Philadelphia.

During the summer of 1915, Lieutenants Elmer F. Stone and Norman B. Hall of *Onondaga* proposed the use of airplanes to increase the search capabilities of the cutter in locating overdue fishing schooners. With the approval of *Onondaga*′s commanding officer, Captain Benjamin M. Chiswell, they flew scouting missions in an airplane loaned to them by a representative of the Curtiss Aeroplane Company. On 16 October 1915, *Onondaga* was assigned a winter patrol area from Great Egg Harbor, New Jersey, to Cape Hatteras, North Carolina, with a home port of Cape Lookout, North Carolina. On 17 October 1916 her patrol area was changed to Cape Romain, South Carolina, to Cape Canaveral, Florida, with her home port at Savannah, Georgia. She patrolled this area until being recalled to the United States Coast Guard Depot on 31 March 1917. On 5 April 1917 she was decommissioned in preparation for transfer to the United States Navy for service in World War I.

### World War I

After 6 April 1917, the Coast Guard was placed under the control of the Department of the Navy by executive order; however, *Onondaga* was unique among the cutters in the Coast Guard in that she was never assigned to a naval district commandant but instead received her orders directly from the Commandant of the Coast Guard. After re-commissioning on 18 May 1917, she sailed for New London, Connecticut where Captain Frederick C. Billard, also superintendent of the Coast Guard Academy, took command of her. *Onondaga* was used to convoy vessels turned over for use by the Coast Guard during the war from one port to another and to transfer personnel between units. She also was used to train newly recruited enlistees and cadets at the Academy and for towing disabled vessels to shipyards for repair.

On 20 February 1918, *Onondaga* rescued the entire crew of the British steamship SS *Veturia* after she foundered on Diamond Shoals off the North Carolina coast. Captain Billard maneuvered *Onondaga* close by the grounded *Veturia* in heavy seas and dense fog and one of the small boats from *Onondaga* made seven trips rescuing the stranded crew of the grounded ship. Captain Billard and his crew received a commendation from the British Admiralty. The owners of the *Veturia*, Gow, Harrison and Company, sent a letter to the Secretary of the Navy, Josephus Daniels, expressing appreciation for the rescue. While on patrol near Montauk Point on 13 March 1918, she came to the aid of SS *Kershaw*, taking some of the crew off the stricken ship and placing them aboard USRC *Tuscarora*.

### Post-war service and decommissioning

On 28 August 1919 the Coast Guard was returned to Department of the Treasury control. *Onondaga* continued patrol operations based out of New London until 1920, at which time she transferred to Baltimore. She continued to operate out of Baltimore until 1 January 1923, when she was placed out of commission at the Coast Guard Depot for repairs. Funding for needed repairs was never received and her condition gradually deteriorated to the point where she had to be sold for scrap. She was sold 16 September 1924 to Charles A. Jording of Baltimore for US$7,840.

## Footnotes

## Citations

1. "Here and There". *The Dayton Herald*. 9 December 1897. p. 1. Retrieved 16 October 2018  via Newspapers.com.
2. Record of Movements, p 51
3. Colton, Tim, "Globe Iron Works, Cleveland Ohio", shipbuildinghistory.com, Shipbuilding History
4. Canney, p 56
5. Record of Movements, p 57
6. "*Onondaga* (6100613)". Miramar Ship Index. Retrieved 18 October 2018.
7. "Revenue Cutter Launched". *The Dayton Herald*. 24 December 1897. p. 7. Retrieved 16 October 2018  via Newspapers.com.
8. "Onondaga, 1898", Cutters, Craft & U.S. Coast Guard-Manned Army & Navy Vessels, U.S. Coast Guard Historian's Office
9. Evans, p 158
10. Canney, p 49
11. "Annual report of the Supervising Inspector-general Steamboat-inspection Service, Year ending June 30, 1905". Washington: Government Printing Office. 1905. p. 56. Retrieved 21 May 2020  via Haithi Trust.
12. Record of Movements, p 52
13. Record of Movements, p 53
14. Record of Movements, p 54
15. King, p 143
16. Record of Movements, p 55
17. newspaper abstracts.com "Mutiny On The Magna Reva Ended By The Revenue Cutter Onondaga," *New York Times*, 10 November 1913 Retrieved 2 September 2018
18. newspaperabstracts.com "Revenue Cutter Crew Nab Ship Mutineers," *The Washington Post*, 16 November 1913 Retrieved 2 September 2018
19. Morgan, Michael, "A Mutiny on a Ship Ended at Delaware Breakwater," *Delaware Wave*, 28 August 2018, p. 37.
20. Record of Movements, p 56
21. "U.S. Coast Guard General Order No. 1", Historic Documents & Publications, U.S. Coast Guard Historian's Office
22. Morgan, Michael, "Hidden History of Lewes," Charleston, South Carolina: The History Press, 2014, ISBN 978-1-62584-520-7, pp.97–98. Retrieved 31 July 2018
23. Register of the officers, vessels and stations of the United States Coast Guard, 1 August 1915, U.S. Government Printing Office, p 58
24. Evans, p 188
25. Larzelere, pp 137–138
26. Larzelere, p 93
27. Kroll, p 113
28. Larzelere, p 97
29. Larzelere, pp 98–99
30. Johnson, p 67

## InfoBox

| USRC *Onondaga* during 1901 America's Cup. | |
| --- | --- |
| History | |
| United States | |
| Name | *Onondaga* |
| Namesake | Onondaga |
| Operator |  |
| Awarded | 30 March 1897 |
| Builder | Globe Iron Works, Cleveland |
| Cost | US$193,800 |
| Yard number | 72 |
| Launched | 23 December 1897 |
| Sponsored by | Miss Louis Augusta Allen |
| Completed | 13 August 1898 |
| Commissioned | 24 October 1898 |
| Decommissioned | 1 January 1923 |
| Fate | Sold for scrap, 16 September 1924 |
| General characteristics | |
| Displacement | 1,192 long tons (1,211 t) |
| Length | 205 ft 6 in (62.64 m) |
| Beam | 32 ft (9.8 m) |
| Draft | 13 ft 2 in (4.01 m) |
| Installed power | Triple-expansion steam engine |
| Speed | 16 knots (max) |
| Complement | 73 |
| Armament | 4 × 6-pounder rapid-fire guns (1915) |


title: USS Fechteler (DD-870)

abstract: USS Fechteler (DD-870), named for Rear Admiral Augustus Francis Fechteler USN (1857–1921) and/or his son Lieutenant Frank Casper Fechteler (1897-1922), was a Gearing-class destroyer laid down by the Bethlehem Steel Corporation at Staten Island in New York on 12 April 1945, launched on 19 September 1945 by Miss Joan S. Fechteler, granddaughter of Rear Admiral Fechteler and niece of Lieutenant Fechteler, she was also the sponsor of the first USS Fechteler and commissioned on 2 March 1946. Fechteler operated with the Seventh Fleet in support of United Nations Forces during the Korean War, underwent conversion to a radar picket destroyer from 1 April to 1 December 1953, alternated operations along the west coast and in Hawaiian waters with deployments to the western Pacific with the Seventh Fleet, and participated in Sea Dragon and Market Time operations, patrolled on search and rescue duties and carried out naval gunfire support missions during the Vietnam War. Fechteler was decommissioned and stricken from the Naval Vessel Register on 11 September 1970 and sold for scrap on 28 June 1972.

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# USS Fechteler (DD-870)

**USS *Fechteler* (DD-870)**, named for Rear Admiral Augustus Francis Fechteler USN (18571921) and/or his son Lieutenant Frank Casper Fechteler (1897-1922), was a *Gearing*-class destroyer laid down by the Bethlehem Steel Corporation at Staten Island in New York on 12 April 1945, launched on 19 September 1945 by Miss Joan S. Fechteler, granddaughter of Rear Admiral Fechteler and niece of Lieutenant Fechteler, she was also the sponsor of the first USS *Fechteler* and commissioned on 2 March 1946.

*Fechteler* operated with the Seventh Fleet in support of United Nations Forces during the Korean War, underwent conversion to a radar picket destroyer from 1 April to 1 December 1953, alternated operations along the west coast and in Hawaiian waters with deployments to the western Pacific with the Seventh Fleet, and participated in Sea Dragon and Market Time operations, patrolled on search and rescue duties and carried out naval gunfire support missions during the Vietnam War.

*Fechteler* was decommissioned and stricken from the Naval Vessel Register on 11 September 1970 and sold for scrap on 28 June 1972.

## Service history

### Before the Korean War

Her home port was Norfolk, Virginia. *Fechteler* operated with carriers in the Virginia Capes area, and made a brief winter cruise to Argentia, Newfoundland. On 6 January 1947 she sailed from Norfolk for the west coast, and on 26 May sailed from San Diego for her first tour of duty in the Far East. Serving in the occupation, she called at several Chinese ports, as well as at Okinawa, Hong Kong, Yokosuka, and Guam. She returned to San Diego 22 January 1948, to resume west coast training operations.

### Korean War

*Fechteler* completed a second tour of duty in the Far East in 1949, and in June 1950, when the Korean War broke out, was at sea off San Francisco on exercises. At once she sailed for Pearl Harbor, where she stood by in preparation for the possible spreading of the conflict, and on 14 July returned to San Diego to prepare for Korean service. She served in the Far East on two war-time deployments, the first from 13 November 1950 to 8 August 1951, the second from 23 February 1952 to 29 September 1952. During both of these, she screened TF 77 in its air operations, sailed with the escort and patrol force, and gave bombardment and close gunfire support to the troops ashore.

### Radar picket destroyer

*Fechteler* was decommissioned and placed in reserve 1 April 1953, for conversion to a radar picket destroyer. Recommissioned 1 December 1953, she sailed 10 May 1954 for duty in the Far East until 6 September, when she sailed on westward to join the Atlantic Fleet at Newport, arriving 27 October. In addition to participating in the Atlantic schedule of east coast and Caribbean exercises, she also joined in a midshipman cruise in the summer of 1955, voyaging to Málaga, Spain; Plymouth, England; and Guantánamo Bay, Cuba.

Once more assigned to the Pacific Fleet, Fechteler sailed from Newport 14 May 1956 for Long Beach, which she reached 28 June. In 1956, 1957–58, 1958–59, and 1960, she cruised in the Far East on duty with the 7th Fleet, serving both on the Taiwan Patrol, and with carrier task forces as a radar warning ship.

### FRAM

In 1963, *Fechteler* entered the Long Beach Naval Shipyard and received the FRAM I modernisation. She was redesignated DD-870 and operated off Vietnam in the second half of the 1960s.

The destroyer was stricken on 11 September 1970. On 28 June 1972, she was sold to Zidell Explorations Inc. at Portland, Oregon and broken up for scrap.

*Fechteler* received five battle stars for Korean War service.

## InfoBox

| USS *Fechteler* in June 1964 | |
| --- | --- |
| History | |
| United States | |
| Name | USS *Fechteler* |
| Builder | Bethlehem Mariners Harbor, Staten Island |
| Laid down | 12 April 1945 |
| Launched | 19 September 1945 |
| Commissioned | 2 March 1946 |
| Decommissioned | 11 September 1970 |
| Stricken | 11 September 1970 |
| Fate | Scrapped 28 June 1972 |
| General characteristics | |
| Class and type | *Gearing*-class destroyer |


title: USS Fechteler (DE-157)

abstract: USS Fechteler (DE-157) was a Buckley-class destroyer escort in service with the United States Navy from 1943 to 1944. She was sunk by the German submarine U-967 in the Western Mediterranean on 5 May 1944.

text:
# USS Fechteler (DE-157)

**USS *Fechteler* (DE-157)** was a *Buckley*-class destroyer escort in service with the United States Navy from 1943 to 1944. She was sunk by the German submarine *U-967* in the Western Mediterranean on 5 May 1944.

## History

The destroyer escort was named in honor of Augustus Fechteler, a rear admiral who served in the United States Navy during World War I. *Fechteler* was launched on 22 April 1943 at the Norfolk Naval Shipyard; sponsored by Miss Joan S. Fechteler, granddaughter of Rear Admiral Fechteler and commissioned 1 July 1943.

Between 8 September 1943 and 31 December, *Fechteler* made two voyages on the key convoy route New YorkNetherlands West Indies – North Africa, escorting vulnerable tankers carrying fuel and other oil products essential to modern warfare. After overhaul at New York City, she took part in experimental antisubmarine exercises in Narragansett Bay, from which she sailed on 28 February 1944 for the Azores and Derry, Northern Ireland. Arriving on 6 March 1944, she joined the escort of a New York-bound convoy, reaching the United States on 22 March.

On 1 April 1944, *Fechteler* sailed from New York for Hampton Roads, Virginia, where she joined a convoy for Bizerte, arriving on 22 April after coming under heavy enemy air attack two days before. Homeward-bound, *Fechteler* was torpedoed by *U-967* commanded by Albrecht Brandi on 5 May in the Western Mediterranean. As the ship began to break in two and sink, it was abandoned. Twenty-nine of the crew were killed and 26 wounded. USS *Laning* and other ships of the convoy rescued 186 survivors.

## Awards

*Fechteler* received one battle star for World War II service.

36°7′N 2°40′W / 36.117°N 2.667°W / 36.117; -2.667

## InfoBox

|  | |
| --- | --- |
| History | |
| United States | |
| Name | USS *Fechteler* |
| Namesake | Rear Admiral Augustus Fechteler |
| Ordered | 1942 |
| Builder | Norfolk Navy Yard |
| Laid down | 7 February 1943 |
| Launched | 22 April 1943 |
| Commissioned | 1 July 1943 |
| Decommissioned | 5 May 1944 |
| Honors and<br>awards | 1 battle star (World War II) |
| Fate | Torpedoed and sunk by *U-967* in the Western Mediterranean, 5 May 1944 |
| General characteristics | |
| Class and type | *Buckley*-class destroyer escort |
| Displacement | * 1,400 long tons (1,422 t) light * 1,673 long tons (1,700 t) standard |
| Length | 306 ft (93 m) |
| Beam | 37 ft (11 m) |
| Draft | 13 ft 6 in (4.11 m) |
| Propulsion | * 2 × boilers * General Electric turbo-electric drive * 12,000 shp (8.9 MW) * 2 × solid manganese-bronze 3,600 lb (1,600 kg) 3-bladed propellers, 8 ft 6 in (2.59 m) diameter, 7 ft 7 in (2.31 m) pitch * 2 × rudders * 359 tons fuel oil |
| Speed | 23 knots (43 km/h; 26 mph) |
| Complement | 15 officers, 198 men |
| Armament |  |


title: USS Akron

abstract: USS Akron (ZRS-4) was a helium-filled rigid airship of the U.S. Navy, the lead ship of her class, which operated between September 1931 and April 1933. It was the world's first purpose-built flying aircraft carrier, carrying F9C Sparrowhawk fighter planes, which could be launched and recovered while it was in flight. With an overall length of 785 ft (239 m), Akron and her sister ship Macon were among the largest flying objects ever built. Although LZ 129 Hindenburg and LZ 130 Graf Zeppelin II were some 18 ft (5.5 m) longer and slightly more voluminous, the two German airships were filled with hydrogen, and so the two US Navy craft still hold the world record for the largest helium-filled airships. Akron was destroyed in a thunderstorm off the coast of New Jersey on the morning of 4 April 1933, killing 73 of the 76 crewmen and passengers. The accident involved the greatest loss of life in any airship crash.

text:
# USS Akron

**USS *Akron* (ZRS-4)** was a helium-filled rigid airship of the U.S. Navy, the lead ship of her class, which operated between September 1931 and April 1933. It was the world's first purpose-built flying aircraft carrier, carrying F9C Sparrowhawk fighter planes, which could be launched and recovered while it was in flight. With an overall length of 785 ft (239 m), *Akron* and her sister ship *Macon* were among the largest flying objects ever built. Although LZ 129 *Hindenburg* and LZ 130 *Graf Zeppelin II* were some 18 ft (5.5 m) longer and slightly more voluminous, the two German airships were filled with hydrogen, and so the two US Navy craft still hold the world record for the largest helium-filled airships.

*Akron* was destroyed in a thunderstorm off the coast of New Jersey on the morning of 4 April 1933, killing 73 of the 76 crewmen and passengers. The accident involved the greatest loss of life in any airship crash.

## Technical description

The airship's skeleton was built of the new lightweight alloy duralumin 17-SRT. The frame introduced several novel features compared with traditional Zeppelin designs. Rather than being single-girder diamond trusses with radial wire bracing, the main rings of *Akron* were self-supporting deep frames: triangular Warren trusses 'curled' round to form a ring. Though much heavier than conventional rings, the deep rings promised to be much stronger, a significant attraction to the navy after the in-flight break up of the earlier conventional airships R38/ZR-2 and ZR-1 *Shenandoah*. The inherent strength of these frames allowed the chief designer, Karl Arnstein, to dispense with the internal cruciform structure used by Zeppelin to support the fins of their ships. Instead, the fins of *Akron* were cantilevered: mounted entirely externally to the main structure. *Graf Zeppelin*, *Graf Zeppelin II*, and *Hindenburg* used a supplementary axial keel along the hull centerline. However, the *Akron* used three keels, one running along the top of the hull and one each side, 45 degrees up from the lower centreline. Each keel provided a walkway running almost the entire length of the ship. The electric and telephone wiring, control cables, 110 fuel tanks, 44 water ballast bags, 8 engine rooms, engines, transmissions, and water-recovery devices were placed along the lower keels. The inert gas helium was used instead of flammable hydrogen, which improved streamlining by allowing the engines to be safely placed inside the hull. A generator room, with 2 Westinghouse d.c. generators powered by a 30-h.p. internal combustion engine, was forward of the No. 7 engine room.

The main rings were spaced at 22.5 m (74 ft) and between each pair were three intermediate rings of lighter construction. In keeping with conventional practice, 'station numbers' on the airship were measured in meters from zero at the rudder post, positive forward and negative aft. Thus the tip of the tail was at station −23.75 and the nose mooring spindle was at station 210.75. Each ring frame formed a polygon with 36 corners and these (and their associated longitudinal girders) were numbered from 1 (at the bottom centre) to 18 (at the top centre) port and starboard. Thus a position on the hull could be referred to, for example, as "6 port at station 102.5" (the number 1 engine room).

While Germany, France and Britain used goldbeater's skin to gas-proof their gasbags, *Akron* used Goodyear Tire and Rubber's rubberised cotton, heavier but much cheaper and more durable. Half the gas cells used an experimental cotton-based fabric impregnated with a gelatin-latex compound. This was more expensive than the rubberised cotton but lighter than goldbeater's skin. It was so successful that all the gasbags of *Macon* were made from it. There were 12 gas cells, numbered 0 to XI, using Roman numerals and starting from the tail. While the 'air volume' of the hull was 7,401,260 cu ft (209,580 m3), the total volume of the gas cells at 100 percent fill was 6,850,000 cu ft (194,000 m3). At a normal 95 percent fill with helium of standard purity, the 6,500,000 cu ft (180,000 m3) of gas would yield a gross lift of 403,000 lb (183,000 kg). Given a structure deadweight of 242,356 lb (109,931 kg), this gives a useful lift of 160,644 lb (72,867 kg) available for fuel, lubricants, ballast, crew, supplies and military load (including the skyhook airplanes)

Eight Maybach VL II 560 hp (420 kW) gasoline engines were mounted inside the hull. Each engine turned a two-bladed, 16 ft 4 in (4.98 m) diameter, fixed pitch, wooden propeller via a driveshaft and bevel gearing which allowed the propeller to swivel from the vertical plane to the horizontal. With the engines' ability to reverse, this allowed thrust to be applied forward, aft, up or down. It appears from photographs that the four propellers on each side were contra-rotating, each one turning the opposite way to the one ahead of it. Thus it would appear that the designers were aware that running the propellers in the air disturbed by the one ahead was not ideal. While the external engine pods of other airships allowed the thrust lines to be staggered, placing all four engine rooms on each side of the ship along the lower keel resulted in *Akron*'s propellers all being in line. This proved problematic in service, as it induced considerable vibration which was especially noticeable in the emergency control position in the lower fin. By 1933, *Akron* had two of her propellers replaced by more advanced, ground-adjustable, three-bladed, metal propellers. These promised a performance increase and were adopted as standard for *Macon*.

The outer cover was of cotton cloth, treated with four coats of clear and two coats of aluminum pigmented cellulose dope. The total area of the skin was 330,000 sq ft (31,000 m2) and it weighed, after doping, 113,000 lb (51,000 kg).

The prominent dark vertical bands on the hull were condensers of the system designed to recover water from the engines' exhaust for buoyancy compensation. In-flight fuel consumption continuously reduces an airship's weight and changes in the temperature of the lifting gas can do the same. Normally, expensive helium has to be released to compensate and any way of avoiding this is desirable. In theory, a water recovery system such as this can produce 1 lb of ballast water for every lb of fuel burned, though this is unlikely to be achieved in practice.

*Akron* could carry up to 20,700 US gal (78,000 L) of gasoline (126,000 lb (57,000 kg)) in 110 separate tanks which were distributed along the lower keels to preserve the ship's trim, giving her a normal range of 5,940 nmi (6,840 mi; 11,000 km) at cruising speed. Theoretical maximum ballast water capacity was 223,000 lb (101,000 kg) in 44 bags, again distributed along her length, though normal ballast load at unmasting was 20,000 lb (9,100 kg). Maximum ballast was never an option, because a full fuel and ballast load would have left only 4,600 lb (2,100 kg) lifting capacity for aircraft, crew, and supplies, and each fully loaded F9C fighter alone weighed 2,800 lb (1,300 kg).

The heart of the ship, and her sole reason for existing, was the airplane hangar and trapeze system. Aft of the control car, in bay VII, between frames 125 and 141.25, was a compartment large enough to accommodate up to five F9C Sparrowhawk airplanes. However, two structural girders partially obstructed *Akron*'s aftmost hangar bays, limiting its capacity to three airplanes (one in each forward corner of the hangar and one on the trapeze). A modification to remove this design flaw was pending at the time of the ship's loss.

The F9C was not the ideal choice, being designed as a 'conventional' carrier-borne fighter. It was heavily built to withstand carrier landings, downward visibility was not very good and it initially lacked an effective radio. But the primary role of *Akron*'s airplanes was long-range naval scouting. What was actually needed was a stable, fast, lightweight scouting airplane with a long range, but none existed capable of fitting between the structural members and into the airship's hangar, as the F9C could.

The trapeze was lowered through the T-shaped door in the bottom of the ship and into the slipstream, with an airplane attached to the crossbar by the 'skyhook' above its top wing, its pilot on board and its engine running. The pilot tripped the hook and the airplane fell away from the ship. On his return, he positioned himself beneath the trapeze and climbed up until he could fly his skyhook onto the crossbar, at which point it automatically latched shut. Now, with the engine idling, the trapeze and airplane were raised into the hangar, the pilot cutting his engine as he passed through the door. Once inside, the airplane was transferred from the trapeze to a trolley, running on an overhead 'monorail' system by which it could be shunted into one of the four corners of the hangar to be refueled and re-armed. Having a single trapeze raised two problems: it limited the rate at which airplanes could be launched and recovered and any fault in the trapeze would leave any airborne scouts with nowhere to land. The solution was a second, fixed trapeze permanently rigged further aft along the bottom of the ship at station 102.5 and known as the 'perch'. By 1933 a perch was fitted and in use. Three more perches were planned (at stations 57.5, 80 and 147.5) but these were never fitted.

*Akron* revived an idea used, and eventually rejected, by the German Navy zeppelins during World War I: the *spähkorb* or 'spy basket'. The "angel basket" or "sub-cloud observation car", allowed the airship to remain hidden in a cloud layer, while still observing the enemy below. The small car, rather like an airplane fuselage without wings, could be lowered on a 1000 foot long cable. The observer on board communicated with the ship by telephone. In practice, the device was unstable, almost looping over the airship during its only test flight.

During the design stage, in 1929, the navy requested an alteration to the fins. It was considered desirable for the bottom of the lower fin to be visible from the control car. Charles E. Rosendahl had witnessed, from the control room, *Graf Zeppelin* almost snagging her fin on high-tension power lines during her heavy take off into an unsuspected but very marked temperature inversion from Mines Field, Los Angeles at the start of the last leg of her round-the-world flight earlier that year. The design change would also allow direct vision between the main control car and the emergency control position in the lower fin. The control car was moved 8 ft (2.4 m) aft and all the fins were shortened and deepened. The leading edge root of the fins no longer coincided with a main (deep) ring and instead the foremost attachment was now to an intermediate ring at frame 28.75. This achieved the required visibility, improved low-speed controllability, due to the increased span of the control surfaces, and simplified stress calculations, by reducing the number of fin attachment points. The designers and the navy's inspectors, led by the very experienced Charles P Burgess, were entirely satisfied with the revised stress calculations. However, this alteration has been the subject of much criticism as an "inherent defect" in the design and is often alleged to have been a major factor in the loss of *Akron*'s sister ship *Macon*. Construction for both ships amounted to $8,800,000 (in 1931 dollars) with the *Akron* accounting $5,538,400 of the total.

## Construction and commissioning

Construction of *ZRS-4* was begun on 31 October 1929 at the Goodyear Airdock in Akron, Ohio by the Goodyear-Zeppelin Corporation. Because it was larger than any airship previously built in the US, a special hangar was constructed. Chief Designer Karl Arnstein and a team of experienced German airship engineers instructed and supported design and construction of both U.S. Navy airships USS *Akron* and USS *Macon*.

On 7 November 1929, Rear Admiral William A. Moffett, the Chief of the U.S. Navy's Bureau of Aeronautics, drove the "golden rivet" into the main ring of "ZRS4". Erection of the hull sections began in March 1930. Secretary of the Navy Charles Francis Adams chose the name *Akron* (for the city near where it was being built), and Assistant Secretary of the Navy Ernest Lee Jahncke announced it in May 1930.

On 8 August 1931, *Akron* was launched (floated free of the hangar floor) and christened by First Lady Lou Henry Hoover, the wife of the President of the United States, Herbert Clark Hoover. The maiden flight of *Akron* took place around Cleveland on the afternoon of 23 September with Secretary of the Navy Adams and Rear Admiral Moffett on board. The airship made ten trial flights, including a 2,000-mile (3,200 km) journey over a period of 48 hours to St. Louis, Chicago, and Milwaukee. On 21 October, *Akron* left the Goodyear Zeppelin Air Dock for the Lakehurst Naval Air Station (NAS), with Lieutenant Commander Charles E. Rosendahl in command, arriving the next day. On Navy Day, 27 October 1931, the *Akron* was commissioned as a Navy vessel.

## History of service

### Maiden voyage

On 2 November 1931, *Akron* departed on her first cruise down the eastern seaboard to Washington, D.C. On 3 November the *Akron* took to the air with 207 persons on board. This demonstration was to prove that in an emergency airships could provide limited but high speed airlift of troops to outlying possessions. Over the weeks that followed, some 300 hours aloft were logged in a series of flights, including a 46-hour endurance flight to Mobile, Alabama, and back. The return leg of the trip was made via the valleys of the Mississippi River and the Ohio River.

### Participation in a search exercise (January 1932)

On the morning of 9 January 1932, *Akron* departed from Lakehurst to work with the Scouting Fleet on a search exercise. Proceeding to the coast of North Carolina, *Akron* headed out over the Atlantic where it was assigned to find a group of destroyers bound for Guantánamo Bay, Cuba. Once these were located, the airship was to shadow them and report their movements. Leaving the coast of North Carolina at about 7:21 on the morning of 10 January, the airship proceeded south, but bad weather prevented sighting the destroyers (contact with them was missed at 12:40 EST, although their crews had sighted *Akron*) and eventually shaped a course toward the Bahamas by late afternoon. Heading northwesterly into the night, *Akron* then changed course shortly before midnight and proceeded to the southeast. Ultimately, at 9:08 am on 11 January, the airship succeeded in spotting the light cruiser USS *Raleigh* and 12 destroyers, positively identifying them on the eastern horizon two minutes later. Sighting a second group of destroyers shortly thereafter, *Akron* was released from the evaluation about 10:00 a.m., having achieved a "qualified success" in the initial test with the Scouting Fleet, but the performance could have been better with radio detection finding equipment, and scout planes.

As the U.S. naval aviation historian Richard K. Smith wrote in his definitive study, *The Airships Akron & Macon: Flying Aircraft Carriers of the United States Navy*, with "consideration given to the weather, duration of flight, a track of more than 3,000 mi (4,800 km) flown, her material deficiencies, and the rudimentary character of aerial navigation at that date, the *Akron*'s performance was remarkable. There was not a military airplane in the world in 1932 which could have given the same performance, operating from the same base."

### First accident (February 1932)

*Akron* was to have taken part in Fleet Problem XIII, but an accident at Lakehurst on 22 February 1932 prevented her participation. While the airship was being taken from her hangar, the tail came loose from her moorings, was caught by the wind, and struck the ground. The heaviest damage was confined to the lower fin area, which required repair. Also, ground handling fittings had been torn from the main frame, necessitating further repairs. *Akron* was not certified as airworthy again until later in the spring. Her next operation took place on 28 April, when it made a nine-hour flight with Rear Admiral Moffett and Secretary of the Navy Adams aboard.

As a result of this accident, a turntable with a walking beam on tracks powered by electric mine locomotives was developed to secure the tail and turn the ship even in high winds so that it could be pulled into the massive hangar at Lakehurst.

### Testing of the "spy basket"

Soon after returning to Lakehurst to disembark her distinguished passengers, *Akron* took off again to conduct a test of the "spy basket"—something like a small airplane fuselage suspended beneath the airship that would enable an observer to serve as the ship's "eyes" below the clouds while the ship herself remained out of sight above them. The first time the basket was tried (with sandbags aboard instead of a man), it oscillated so violently that it put the whole ship in danger. The basket proved "frighteningly unstable", swooping from one side of the airship to the other before the startled gaze of *Akron*'s officers and men and reaching as high as the ship's equator. Though it was later improved by adding a ventral stabilizing fin, the spybasket was never used again.

### Experimental use as a "flying aircraft carrier"

*Akron* and *Macon* (which was still under construction) were regarded as potential "flying aircraft carriers", carrying parasite fighters for reconnaissance. On 3 May 1932, *Akron* cruised over the coast of New Jersey with Rear Admiral George C. Day, and the Board of Inspection and Survey, on board, and for the first time tested the "trapeze" installation for in-flight handling of aircraft. The aviators who carried out those historic "landings"—first with a Consolidated N2Y trainer and then with the prototype Curtiss XF9C-1 Sparrowhawk—were Lieutenant D. Ward Harrigan and Lieutenant Howard L. Young. The following day, *Akron* carried out another demonstration flight, this time with members of the House Committee on Naval Affairs on board; this time, Lieutenants Harrigan and Young gave the lawmakers a demonstration of *Akron*'s aircraft hook-on ability.

### "Coast-to-coast" flight and second accident (May 1932)

Following the conclusion of those trial flights, *Akron* departed from Lakehurst, New Jersey on 8 May 1932, for the American west coast. The airship proceeded down the eastern seaboard to Georgia and then across the southern gulf states, continuing over Texas and Arizona. En route to Sunnyvale, California, *Akron* reached Camp Kearny in San Diego on the morning of 11 May and attempted to moor. Since neither trained ground handlers nor specialized mooring equipment were present, the landing at Camp Kearny was fraught with danger. By the time the crew started the evaluation, the helium gas had been warmed by sunlight, increasing lift. Lightened by 40 short tons (36 t), the amount of fuel spent during the transcontinental trip, *Akron* was now uncontrollably light.

The mooring cable was cut to avert a catastrophic nose-stand by the errant airship which floated upwards. Most of the mooring crew—predominantly "boot" seamen from the Naval Training Station San Diego—released their lines although four did not. One let go at about 15 ft (4.6 m) and suffered a broken arm while the three others were carried further aloft. Of these, Aviation Carpenter's Mate 3rd Class Robert H. Edsall and Apprentice Seaman Nigel M. Henton soon plunged to their deaths while Apprentice Seaman C. M. "Bud" Cowart held on to his line and then secured himself to it before being hoisted on board the airship an hour later. *Akron* moored at Camp Kearny later that day before proceeding to Sunnyvale, California. Footage from the accident appears in the film *Encounters with Disaster*, released in 1979 and produced by Sun Classic Pictures.

### West Coast flights

Over the weeks that followed, *Akron* "showed the flag" on the West Coast of the United States, ranging as far north as the Canada–US border before returning south in time to exercise once more with the Scouting Fleet. Serving as part of the "Green Force", the *Akron* attempted to locate the "White Force". Although opposed by Vought O2U Corsair floatplanes from "enemy" warships, the airship located the opposing forces in just 22 hours, a fact not lost upon some of the participants in the exercise in subsequent critiques.

In need of repairs, *Akron* departed from Sunnyvale on 11 June 1932 bound for Lakehurst, New Jersey, on a return trip that was sprinkled with difficulties, mostly because of unfavorable weather, and having to fly at pressure height while crossing the mountains. *Akron* arrived on 15 June after a "long and sometimes harrowing" aerial voyage.

*Akron* next underwent a period of voyage repairs before taking part in July in a search for *Curlew*, a yacht which had failed to reach port at the end of a race to the island of Bermuda. The yacht was later discovered safe off Nantucket. It then resumed operations capturing aircraft on the "trapeze" equipment. Admiral Moffett again boarded *Akron* on 20 July, but the next day left the airship in one of her N2Y-1s which took him back to Lakehurst after a severe storm had delayed the airship's own return to base.

### Further tests as "flying aircraft carrier"

*Akron* entered a new phase of her career that summer of 1932, engaging in intense experimentation with the revolutionary "trapeze" and a full complement of F9C-2s. A key element of the entrance into that new phase was a new commanding officer, Commander Alger Dresel.

### Third accident (August 1932)

Another accident hampered training on 22 August when *Akron*'s tail fin became fouled by a beam in Lakehurst's massive Hangar No 1 after a premature order to commence towing the ship out of the mooring circle. Nevertheless, rapid repairs enabled eight more flights over the Atlantic during the last three months of 1932. These operations involved intensive work with the trapeze and the F9C-2s, as well as the drilling of lookouts and gun crews.

Among the tasks undertaken were the maintenance of two aircraft patrolling and scouting on *Akron*'s flanks. During a seven-hour period on 18 November 1932, the airship and a trio of planes searched a sector 100 mi wide.

### Return to the fleet

After local operations out of Lakehurst for the remainder of 1932, *Akron* was ready to resume operations with the fleet. On the afternoon of 3 January 1933, Commander Frank C. McCord relieved Commander Dresel as commanding officer, the latter becoming the first commanding officer of *Akron*'s sister ship *Macon*, whose construction was almost complete. Within hours, *Akron* headed south down the eastern seaboard toward Florida where, after refueling at the Naval Reserve Aviation Base, Opa-locka, Florida, near Miami, the next day proceeded to Guantánamo Bay for an inspection of base sites. At this time the N2Y-1s were used to provide aerial "taxi" service to ferry members of the inspection party back and forth.

Soon thereafter, *Akron* returned to Lakehurst for local operations which were interrupted by a two-week overhaul and poor weather. In March, it carried out intensive training with an aviation unit of F9C-2s, honing hook-on skills. During the course of these operations, an overfly of Washington DC was made 4 March 1933, the day Franklin D. Roosevelt first took the oath of office as President of the United States.

On 11 March, *Akron* departed Lakehurst bound for Panama stopping briefly *en route* at Opa-locka before proceeding on to Balboa where an inspection party looked over a potential air base site. While returning northward, the airship paused at Opa-locka again for local operations exercising gun crews, with the N2Y-1s serving as targets, before getting underway for Lakehurst on 22 March.

## Loss

150km
100miles  Location of crash

On the evening of 3 April 1933, *Akron* cast off from the mooring mast to operate along the coast of New England, assisting in the calibration of radio direction finder stations. Rear Admiral Moffett was again on board along with his aide, Commander Henry Barton Cecil, Commander Fred T. Berry, the commanding officer of NAS Lakehurst, and Lieutenant Colonel Alfred F. Masury, U.S. Army Reserve, a guest of the admiral, the vice-president of Mack Trucks, and a strong proponent of the potential civilian uses of rigid airships.

After casting off at 19:28, *Akron* soon encountered fog and then severe weather, which did not improve when the airship passed over Barnegat Light, New Jersey, at 22:00. According to Richard K. Smith, "\[u\]nknown to the men on board the *Akron*, they were flying ahead of one of the most violent stormfronts to sweep the North Atlantic States in ten years. It would soon envelop them." Enveloped in fog, increased lightning and heavy rain, it became extremely turbulent at 00:15. The *Akron* began a rapid nose-down descent, reaching 1,100 feet (340 m) while still falling. Ballast was dumped, which stabilized the ship at 700 feet (210 m), and climbed back to 1,600-foot (490 m) cruising altitude. Then a second violent descent sent the *Akron* downwards at 14 feet per second (4.3 m/s). "Landing stations" alerted the crew, as the ship descended tail-down. The lower fin struck the sea, water entered the fin, and the stern was dragged under. The engines pulled the ship into a nose-high attitude, then the *Akron* stalled, and crashed into the sea.

*Akron* broke up rapidly and sank in the stormy Atlantic. The crew of the nearby German merchant ship *Phoebus* saw lights descending toward the ocean at about 00:23 and altered course to starboard to investigate, with her captain believing that he was witnessing an airplane crash. At 00:55, executive officer Lieutenant Commander Herbert V. Wiley was pulled from the water while the ship's boat picked up three more men: Chief Radioman Robert W. Copeland, Boatswain's Mate Second Class Richard E. Deal, and Aviation Metalsmith Second Class Moody E. Erwin. Despite artificial respiration, Copeland never regained consciousness, and he died aboard *Phoebus*. Although the German sailors spotted four or five other men in the water, they did not know their ship had chanced upon the crash of *Akron* until Lt. Commander Wiley regained consciousness half an hour after being rescued. The crew of *Phoebus* combed the ocean in boats for over five hours in a fruitless search for more survivors. The Navy blimp *J-3*—sent out to join the search—also crashed, with the loss of two men.

The U.S. Coast Guard cutter *Tucker*—the first American vessel on the scene—arrived at 06:00, taking the airship's survivors and the body of Copeland on board. Among the other ships combing the area for survivors were the heavy cruiser *Portland*, the destroyer *Cole*, the Coast Guard cutter *Mojave*, and the Coast Guard destroyers *McDougal* and *Hunt*, as well as two Coast Guard aircraft. The fishing vessel *Grace F* from Gloucester, Massachusetts, also assisted in the search, using her seining gear in an effort to recover bodies. Most casualties had been caused by drowning and hypothermia, since the crew had not been issued life jackets, and there had not been time to deploy the single life raft. The accident left 73 dead, and only three survivors. Wiley, standing next to the two other survivors, gave a brief account on 6 April.

### Aftermath of loss

*Akron*'s loss spelled the beginning of the end for the rigid airship in the U.S. Navy, especially since one of her leading proponents, Rear Admiral William A. Moffett, was among the dead. President Roosevelt said, "The loss of the *Akron* with her crew of gallant officers and men is a national disaster. I grieve with the Nation and especially with the wives and families of the men who were lost. Ships can be replaced, but the Nation can ill afford to lose such men as Rear Admiral William A. Moffett and his shipmates who died with him upholding to the end the finest traditions of the United States Navy." The loss of the *Akron* was the largest loss of life in any airship crash.

*Macon* and other airships received life jackets to avert a repetition of this tragedy. When *Macon* was damaged in a storm in 1935 and subsequently sank after landing in the sea, 70 of the 72 crew were saved.

The songwriter Bob Miller wrote and recorded a song, "The Crash of the Akron", within one day of the disaster.

In 2003, the U.S. submarine *NR-1* surveyed the wreck site and performed sonar imaging of the *Akron'*s girders.

## Assessment

For numerous reasons, in the opinion of Richard K. Smith, *Akron* never got the chance to show what it was capable of. Initially, the idea had been to use her as a scout for the fleet, just as the German Navy zeppelins had been used during World War I, with her airplanes being simply useful auxiliaries capable of extending her range of vision or of defending her against attacking enemy aircraft. Gradually, in the minds of the more forward-thinking officers familiar with airship and scouting fleet operations, that was reversed, it and *Macon* came to be regarded as aircraft carriers, whose sole job was to get the scouting airplanes to the search area and then to support them in their flights. The mothership herself should stay in the background, out of sight of enemy surface units, and act merely as a mobile advanced base for the airplanes, which should do all of the actual searching. Any aircraft carrier could do that, but only an airship could do it so quickly since her speed was at least twice that of a surface ship, enabling her to get to the scene or be switched from flank to flank quickly. However, it was an experimental ship, a prototype, and it took time for the doctrine and suitable tactics to evolve. It also took time to develop the techniques of navigating, controlling, and coordinating the scouts. At first, developments were hampered by inadequate radio equipment, as well as the difficulties encountered by the scout pilots in navigating, scouting, and communicating from their cramped open cockpits.

Some politicians, some senior officers, and some sections of the press seemed predisposed to judge the airship experiment a failure without regard to the evidence. Even within the Navy's Bureau of Aeronautics, many opposed spending so much on a single asset. Smith also asserts that political pressure inside and outside the navy led to the ship being pushed too early to attempt too much. Little allowance seems to have been made for the fact that this was a prototype, an experimental system, and that tactics for her use were being developed "on the hoof." As a result, the airship's performance in fleet exercises was not all that some had hoped and gave an exaggerated impression of the ship's vulnerability and failed to demonstrate her strengths.

## Specifications (as built)

Data based on the book *The Story of the Airship* by Hugh Allen.

**General characteristics**

* **Crew:** 60
* **Length:** 785 ft (239 m)
* **Diameter:** 132 ft 11 in (40 m)
* **Height:** 146.5 ft (44.7 m)
* **Volume:** 6,500,000 cu ft (180,000 m3)
* **Gross weight:** 403,000 lb (182,798 kg)
* **Useful lift:** 182,000 lb (83,000 kg)
* **Powerplant:** 8 × Maybach VL II 60 deg. V12 water-cooled engines, 560 hp (420 kW) each
* **Propellers:** 2-bladed fixed-pitch, rotatable wooden propellers

**Performance**

* **Maximum speed:** 73 kn (84 mph, 135 km/h)
* **Cruise speed:** 43 kn (50 mph, 80 km/h)
* **Range:** 9,190 nmi (10,580 mi, 17,030 km) at 50 miles per hour (80 km/h)

**Armament**

* **Guns:** 8 x.30-cal machine guns

* Hook, Thomas, *Sky Ship: the Akron Era.* Annapolis, Md: Airshow Publishers, 1976.
* Robinson, Douglas H, and Charles L. Keller. *"Up Ship!": U.S. Navy Rigid Airships 1919–1935.* Annapolis, Maryland: United States Naval Institute, 1982. ISBN 0-87021-738-0
* Shock, James R, *U.S. Navy Airships 1915–1962*, Edgewater, Florida: Atlantis Productions, 2001. ISBN 0-9639743-8-6
* Smith, Richard K, *The Airships Akron & Macon: Flying Aircraft Carriers of the United States Navy.*, Annapolis, Maryland: United States Naval Institute, 1965. ISBN 0-87021-065-3
* Rosendahl, C E, *Up Ship!* New York, NY: Dodd, Mead and Company,1932.
* Department of the Navy, Naval Historical Center. USS *Akron* Archived 13 April 2005 at the Wayback Machine. Retrieved 5 May 2005.

*This article incorporates text from the public domain* Dictionary of American Naval Fighting Ships*.*

39°27′7.8″N 73°42′27.00″W / 39.452167°N 73.7075000°W / 39.452167; -73.7075000

## InfoBox

| USS *Akron* (ZRS-4) | |
| --- | --- |
| *Akron* approaching the mooring mast at NAS Sunnyvale | |
| General information | |
| Manufacturer | Goodyear-Zeppelin Corporation, Akron, Ohio |
| Owners | United States Navy |
| Serial | ZRS-4 |
| Aircraft carried | 5 × Curtiss F9C 'Sparrowhawk', Consolidated N2Y-1, Waco XJW-1 |
| Flights | 73 |
| Total hours | 1695.8 |
| History | |
| Manufactured | 31 October 1929 (commenced)
8 August 1931 (launched) |
| First flight | 23 September 1931 |
| In service | 27 October 1931 (commissioned) |
| Last flight | 4 April 1933 |
| Fate | Crashed off coast of New Jersey, 4 April 1933 |


title: USS Hogan

abstract: USS Hogan (DD-178/DMS-6) was a Wickes-class destroyer in the United States Navy during World War II.

text:
# USS Hogan

**USS *Hogan* (DD-178/DMS-6)** was a *Wickes*-class destroyer in the United States Navy during World War II.

## Namesake

Daniel Hogan entered the Navy on board the schooner USS *Revenge* at Boston, Massachusetts, in 1811 and transferred to frigate USS *Constitution* on 18 February 1812. During the War of 1812 he won distinction on board *Constitution* in an engagement with the British frigate HMS *Guerriere*. When *Constitution's* flag was shot away from the main topgallant masthead, Hogan climbed the rigging and lashed the colors to the masthead. This action was to prevent the enemy from thinking *Constitution* had struck her colors.

In later action between *Constitution* and HMS *Java* on 3 January 1813 he was severely wounded, losing the fingers of both hands. He died on 1 September 1818.

## Construction and commissioning

*Hogan* was launched by Union Iron Works, San Francisco, California, 12 April 1919; sponsored by Mrs. Magnus A. Anderson, a sister of the Secretary of the Interior Franklin K. Lane and commissioned 1 October 1919.

## Service history

After shakedown, *Hogan* arrived at San Diego on 21 November to join the Pacific Destroyer Force. From 23 November to 6 February 1920 she sailed in company with her division and engaged in fleet maneuvers, patrol duty, torpedo exercises and target practice along the California coast. On 25 March she departed for Hawaii, where she operated for the next month. The destroyer rejoined her squadron at San Diego in late April for five months of gunnery exercises and trial runs in that area. She returned to San Diego in early 1921 and engaged in important experimental torpedo practice and divisional operations until 9 December. During that time, in October, *Hogan* became the first US Navy ship to be refuelled while underway, towed astern by the oiler *Cuyama*. For the remainder of her service *Hogan* assisted U.S. battleships in conducting torpedo firing exercises in the Pacific. She decommissioned at San Diego on 27 May 1922.

### Conversion to minesweeper

Recommissioned 7 August 1940, *Hogan* underwent conversion to a high speed minesweeper at Mare Island and reclassified **DMS-6**. Her activity up to World War II consisted mainly of intensified minesweeper training and patrol duty in the Caribbean and along the Eastern Coast,

### World War II

During the early months of the war, *Hogan* acted as a convoy escort in the Caribbean and eastern Atlantic, protecting shipping from U-boat attack. The first major operation in which she took part was the invasion of North Africa in late 1942. For this important amphibious assault, mounted over an entire ocean, *Hogan* departed Norfolk 24 October and arrived with the Center Force off Fedhala for preliminary sweeps 7 November. As the landings began early next day, the minesweeper continued to patrol the vital transport area. Just after 05:00, she was sent to investigate strange running lights and came upon a French steamer and escort vessel. *Hogan* ordered both ships to reverse course, and when the order was not obeyed fired a burst of machine gun fire across the escort's bow. The ship, *Victoria*, replied with fire of her own and attempted to ram the minesweeper, but *Hogan* avoided her and with 20 mm fire forced her surrender.

In the days that followed, the minesweeper continued to conduct antisubmarine patrol off Fedhala, searching for submarines that attacked the transports on 11 November. The ship entered Casablanca harbor on 18 November, the invasion a success, and after patrol duties sailed for Norfolk, arriving on 26 December.

*Hogan* next returned to coastal convoy duties until November 1943. She sailed on 13 November from Norfolk to join the Pacific Fleet, transited the Panama Canal, arriving at Mare Island on 5 December. The minesweeper was needed for the first phase of the long island campaign toward Japan, the invasion of the Marshalls, and sailed for Pearl Harbor and Kwajalein on 16 January 1944. *Hogan* carried out anti-submarine patrol off Roi Island before departing on 4 February for Espiritu Santo, where she arrived on 27 February.

After another period of convoy duty, *Hogan* arrived at Milne Bay on 7 April to prepare for the Hollandia operation. The attack group sailed on 18 April and arrived at Humboldt Bay four days later. *Hogan* and other minesweepers cleared enemy mines for Admiral Daniel Barbey's invasion force, after which the ship carried out shore bombardment and screening duties. She arrived at Cape Sudest with HMAS *Westralia* on 25 April.

*Hogan* sailed from Eniwetok on 10 June to make preliminary sweeps of Saipan for the invasion to come. She remained off Saipan during the assault on 15 June, coming under enemy shore fire, and moved to Guam the next day. As the Japanese fleet moved toward the Marianas for a decisive naval battle, *Hogan* returned to Saipan to protect the transports. In the great carrier battle which followed 19–20 June, the American fleet won a stunning victory, crippling the Japanese naval air arm and securing the Marianas operation from interference. *Hogan* returned to the staging base at Eniwetok on 30 June, but returned to Guam on 12 July to carry out screening and minesweeping duties for the assault there. She arrived at Espiritu Santo on 5 August 1944.

Following a tour of escort duty in the Solomons, *Hogan* steamed via Pearl Harbor to San Francisco for repairs, arriving on 5 October. As the recapture of the Philippines gained momentum, the ship steamed from San Francisco on 6 November and arrived at the Manus staging area on 4 December 1944. Moving to Leyte Gulf before Christmas, *Hogan* sortied with the Minesweeping and Hydrographic Group on 2 January 1945. Kamikaze attacks began soon afterward, and continued during the voyage to Lingayen Gulf. The minesweepers entered the invasion area on 2 January and began their sweeping operations. Four of the minesweepers were sunk or damaged, and *Hogan*'s gunners were busy with attacking aircraft. With the operation well underway, the ship arrived at Leyte Gulf on 16 January.

After retiring to Tinian, *Hogan* sailed once more on 7 February to take part in the important assault on Iwo Jima. During this operation she swept mines, screened transports, and carried out shore bombardment before departing with a group of battleships and their escorts 7 March. Arriving Pearl Harbor on 13 April via Ulithi she continued to San Diego on 3 May 1945.

*Hogan* underwent major repairs and reclassified **AG-105** on 5 June 1945. The veteran ship was assigned as a target ship for bombing tests and was sunk off San Diego on 8 November 1945.

## Awards

*Hogan* received six battle stars for World War II service, for sinking four submarines and bringing down two planes.

As of 2009, no other ship in the United States Navy has borne this name.

## InfoBox

|  | |
| --- | --- |
| History | |
| United States | |
| Name | USS *Hogan* |
| Namesake | Daniel Hogan |
| Builder | Union Iron Works, San Francisco, California |
| Laid down | 25 November 1918 |
| Launched | 12 April 1919 |
| Commissioned | 1 October 1919 |
| Decommissioned | 27 May 1922 |
| Recommissioned | 7 August 1940 |
| Decommissioned | 11 October 1945 |
| Reclassified | * **DMS-6**, 1940 * **AG-105**, 5 June 1945 |
| Stricken | 1 November 1945 |
| Honors and<br>awards | 6 battle stars (World War II) |
| Fate | Sunk as a target, 8 November 1945 |
| General characteristics | |
| Class and type | *Wickes*-class destroyer |
| Displacement | 1,060 long tons (1,077 t) |
| Length | 314 ft 6 in (95.86 m) o/a |
| Beam | 31 ft 8 in (9.65 m) |
| Draft | 8 ft 6 in (2.59 m) |
| Propulsion | Geared Turbines, 2 screws |
| Speed | 35 knots (65 km/h; 40 mph) |
| Complement | 101 officers and enlisted |
| Armament |  |


title: USS Resolute (SP-3218)

abstract: - Note: This ship should not be confused with the third USS Resolute (SP-1309) or fifth USS Resolute (SP-3003), which were in commission at the same time. The fourth USS Resolute (SP-3218) was a tug that served in the United States Navy in 1919. Resolute was built as a wooden-hulled commercial tug in 1906 at Mobile, Alabama. She was ordered purchased from her owner, John Emile Dredging Company of Jacksonville, Florida, on 8 August 1918 for World War I service in the U.S. Navy. The war had ended by the time she was commissioned as USS Resolute (SP-3218) on 14 January 1919. Resolute performed local patrol and minesweeping duties within the Parris Island, South Carolina, Section Patrol area, operating from Port Royal, South Carolina. On 31 May 1919, Resolute was transferred to the United States Marine Corps at Parris Island. On 21 April 1920, she was sold to West India Steamship Company of New York City, for which she served through at least 1926. No records are available regarding her operations or fate after 1926.

text:
# USS Resolute (SP-3218)

*Note: This ship should not be confused with the third USS *Resolute* (SP-1309) or fifth USS *Resolute* (SP-3003), which were in commission at the same time.*

The fourth **USS *Resolute* (SP-3218)** was a tug that served in the United States Navy in 1919.

*Resolute* was built as a wooden-hulled commercial tug in 1906 at Mobile, Alabama. She was ordered purchased from her owner, John Emile Dredging Company of Jacksonville, Florida, on 8 August 1918 for World War I service in the U.S. Navy. The war had ended by the time she was commissioned as USS *Resolute* (SP-3218) on 14 January 1919.

*Resolute* performed local patrol and minesweeping duties within the Parris Island, South Carolina, Section Patrol area, operating from Port Royal, South Carolina.

On 31 May 1919, *Resolute* was transferred to the United States Marine Corps at Parris Island. On 21 April 1920, she was sold to West India Steamship Company of New York City, for which she served through at least 1926. No records are available regarding her operations or fate after 1926.

## InfoBox

|  | |
| --- | --- |
| History | |
| United States | |
| Name | USS *Resolute* |
| Namesake | Resolute: marked by firm determination; resolved (previous name retained) |
| Completed | 1906 |
| Acquired | 8 August 1918 |
| Commissioned | 14 January 1919 |
| Fate | Transferred to United States Marine Corps 31 May 1919 |
| Notes | * In commercial service 1906–1918 * In U.S. Marine Corps service 1919–1920 * In commercial service from 1920 |
| General characteristics | |
| Type | Tug |
| Tonnage | 68 tons |
| Length | 89 ft (27 m) |
| Beam | 17 ft (5.2 m) |
| Draft | 8 ft (2.4 m) (mean) |
| Speed | 6.9 knots |
| Complement | 14 |


title: USS Sam Houston (1861)

abstract: USS Sam Houston was a small (66-ton) schooner captured by the Union Navy during the beginning of the American Civil War. She served the Union Navy during the blockade of ports and waterways of the Confederate States of America as a ship's tender, pilot boat, and dispatch boat, but also as a gunboat when the occasion presented itself.

text:
# USS Sam Houston (1861)

**USS *Sam Houston*** was a small (66-ton) schooner captured by the Union Navy during the beginning of the American Civil War.

She served the Union Navy during the blockade of ports and waterways of the Confederate States of America as a ship's tender, pilot boat, and dispatch boat, but also as a gunboat when the occasion presented itself.

## Service history

*Sam Houston*, also called *Samuel Houston*, was a small schooner which, before the Civil War, had operated along the Texas coast. During the first months of the conflict, she served as a pilot boat. On 18 June 1861, Secretary of the Navy Gideon Welles was warned that the little schooner was about to sail from Galveston, Texas, to carry $100,000 in gold to Havana, Cuba, to purchase "arms and munitions of war." On 7 July 1861, USS *South Carolina* captured *Sam Houston* off Galveston.

Comdr. James Alden, took her into the Federal Navy as a ship's tender. She served the Gulf Blockading Squadron, for the most part as a dispatch vessel, operating between Pensacola Bay and blockading ships stationed along the U.S. Gulf coast. No records have been found giving details of her commissioning; but, late in October 1862, she was commanded by Acting Master George W. Wood.

On 2 October 1861, she captured 4-ton schooner, *Reindeer*, off San Luis Pass, Texas. She removed its cargo of salt before sinking the prize. The Report of the Secretary of the Navy for 1865 states that *Sam Houston* was entitled to share in the capture of schooner, *Solidad Cos*, taken by *South Carolina* on 11 September. After Federal naval jurisdiction in the Gulf of Mexico was divided early in 1862, *Sam Houston* operated in the West Gulf Blockading Squadron, performing widely varied duties through the end of the war. For almost a year after peace returned, she served as a pilot boat of the Gulf Squadron. She was sold at New Orleans, Louisiana, on 25 April 1866 to J.B. Walton.

*This article incorporates text from the public domain* Dictionary of American Naval Fighting Ships*. The entry can be found here.*

## InfoBox

|  | |
| --- | --- |
| History | |
| United States | |
| Captured | 7 July 1861 |
| Fate | Sold, 25 April 1866 |
| General characteristics | |
| Displacement | 66 tons |
| Propulsion | schooner sail |
| Complement | 15 |
| Armament | one heavy 12-pounder smoothbore cannon |


title: USS Numitor

abstract: USS Numitor (ARL-17) was to be laid down as an LST-542-class tank landing ship but was instead laid down as one of 39 Achelous-class repair ships landing craft repair ships built for the United States Navy during World War II. Named for Numitor, she was the only US Naval vessel to bear the name.

text:
# USS Numitor

**USS *Numitor* (ARL-17)** was to be laid down as an *LST-542*-class tank landing ship but was instead laid down as one of 39 *Achelous*-class repair ships landing craft repair ships built for the United States Navy during World War II. Named for Numitor (in Roman mythology, King Numitor of Alba Longa, son of Procas, and the father of Rhea Silvia), she was the only US Naval vessel to bear the name.

## Construction

*LST-954* was redesignated **ARL-17** and named *Numitor* on 14 August 1944. *Numitor* was laid down on 19 September 1944, at Hingham, Massachusetts, by the Bethlehem-Hingham Shipyard; launched on 18 October 1944. After conversion by Bethlehem Key Highway Shipyard, Baltimore, Maryland, she was commissioned on 3 April 1945.

## Service history

After shakedown in Chesapeake Bay, the landing-craft repair ship departed Norfolk, Virginia 12 May 1945; transited the Panama Canal; received additional gear on the West Coast, sailed via Pearl Harbor, the Marshall Islands, and Caroline Islands, and reached Okinawa, 10 August 1945. With the end of World War II her base of operations transferred to Sasebo, Japan, where the ship continued in occupation service from 22 September until 22 February 1946.

Returning to the United States, *Numitor* again transited the Panama Canal and arrived Orange, Texas, 17 June 1946. Initially assisting in the deactivation of other vessels, she was placed out of commission in reserve 1 July 1947. Struck from the Naval Vessel Register on 1 April 1960, *Numitor* was sold to the Southern Scrap Material Co., of New Orleans, Louisiana. The hull was later sold to the Dravo Corporation for conversion to a drydock.

### Citations

1. Bethlehem-Hingham 2011.
2. Navsource 2013.
3. DANFS LST-954.
4. DANFS Numitor 2015.

## Bibliography

**Online resources**

* "LST-954". *Dictionary of American Naval Fighting Ships*. Naval History and Heritage Command. Retrieved 14 June 2017. This article incorporates text from this source, which is in the public domain.
* "Numitor". *Dictionary of American Naval Fighting Ships*. Naval History and Heritage Command. 14 August 2015. Retrieved 14 June 2017. This article incorporates text from this source, which is in the public domain.
* "Bethlehem-Hingham, Hingham MA". ShipbuildingHistory.com. 11 August 2011. Retrieved 14 June 2017.
* "USS Numitor (ARL-17)". Navsource.org. 13 December 2013. Retrieved 14 June 2017.

## InfoBox

| USS *Numitor* (ARL-17) underway, date and location unknown. | |
| --- | --- |
| History | |
| United States | |
| Name | * *LST-954* * *Numitor* |
| Namesake | Numitor |
| Builder | Bethlehem-Hingham Shipyard, Hingham, Massachusetts |
| Yard number | 3424 |
| Laid down | 19 September 1944 |
| Launched | 18 October 1944 |
| Commissioned | 3 April 1945 |
| Decommissioned | 1 July 1947 |
| Renamed | 14 August 1944 |
| Stricken | 1 April 1960 |
| Identification |  |
| Fate | Sold, and converted to a drydock |
| General characteristics | |
| Class and type |  |
| Displacement | * 3,900 long tons (4,000 ) light * 4,100 long tons (4,200 t) full load |
| Length | 328 ft (100 ) oa |
| Beam | 50 ft (15 m) |
| Draft | 11 ft 2 in (3.40 m) |
| Installed power |  |
| Propulsion |  |
| Speed | 11.6 kn (21.5 km/h; 13.3 mph) |
| Complement | 22 officers, 233 enlisted men |
| Armament |  |


title: Udara lanka

abstract: Udara lanka, the Ceylon hedge blue, is a small butterfly found in Sri Lanka that belongs to the lycaenids or blues family.

text:
# Udara lanka

***Udara lanka***, the **Ceylon hedge blue**, is a small butterfly found in Sri Lanka that belongs to the lycaenids or blues family.

## Description

Male upperside: uniform purplish blue; an extremely narrow bordering of black to the termen of both the forewings and hindwings present in a few specimens, absent in most; also the hindwing is slightly shaded with dusky black along the costa. Underside: shining silvery white. Forewings and hindwings with the usual *Cyaniris* markings but the postdiscal transverse series of abbreviated pale brown lines on the former almost in line one with the other, the whole series placed slightly obliquely on the wing and appreciably curved. On the hindwing the markings are small and regular, the lower discal series of spots bisinuate. The transverse lunular line beyond the discal markings that is comparatively distinct in most forms, is in this barely indicated on both forewings and hindwings. Antennae, head, thorax and abdomen dusky black; beneath: the palpi, thorax and abdomen snow white.

Female upperside: differs from the male in the ground colour which is slightly paler and on the forewing by the very broad costal and terminal blackish-brown border; on the hindwing by the similar border to the costal margin, the slightly broader black anteciliary line and a posterior subterminal series of somewhat indistinct black spots. Underside, antennae, head, thorax and abdomen as in the male.

## Taxonomy

The butterfly was earlier known as *Lycaenopsis lanka* Moore, *Cyaniris lanka*, and later as *Polyommatus lanka*.

## Range

It is found in Sri Lanka.

## Cited references

## InfoBox

| Ceylon hedge blue | |
| --- | --- |
|  | |
|
| Scientific classification | |
| Domain: | Eukaryota |
| Kingdom: | Animalia |
| Phylum: | Arthropoda |
| Class: | Insecta |
| Order: | Lepidoptera |
| Family: | Lycaenidae |
| Genus: | *Udara* |
| Species: | ***U. lanka*** |
| Binomial name | |
| ***Udara lanka***<br>Moore, 1877 | |
|
| Synonyms | |
| *Lycaenopsis lanka*, *Polyommatus lanka*, *Cyaniris lanka* | |


title: Udara blackburni

abstract: Udara blackburni, the Koa butterfly, is a butterfly in the family Lycaenidae that is endemic to Hawaiʻi. It is also known as Blackburn's butterfly, Blackburn's bluet, Hawaiian blue or green Hawaiian blue. The wingspan is 22–29 mm. The larvae feed on Acacia species, Pithecellobium, Samanea saman, Perottetia sandwicensis, Dodonaea viscosa and Pipturus albidus. Udara blackburni is one of only two butterfly species that are native to Hawai'i, the other being Vanessa tameamea. These butterflies have wings that are blue on the upper side and green on the under side.

text:
# Udara blackburni

***Udara blackburni***, the **Koa butterfly**, is a butterfly in the family Lycaenidae that is endemic to Hawaiʻi. It is also known as Blackburn's butterfly, Blackburn's bluet, Hawaiian blue or green Hawaiian blue.

The wingspan is 22–29 mm.

The larvae feed on *Acacia* species (especially *Acacia koa*), *Pithecellobium*, *Samanea saman*, *Perottetia sandwicensis*, *Dodonaea viscosa* and *Pipturus albidus*.

*Udara blackburni* is one of only two butterfly species that are native to Hawai'i, the other being *Vanessa tameamea*. These butterflies have wings that are blue on the upper side and green on the under side.

## Description and biology

These butterflies have a wingspan of about an inch. The upper sides of their wings are blue and they often perch with their wings folded which reveals the under sides of the wings which are green. The adults feed on flower nectar with their long coiled up proboscis. The caterpillars are primarily found feeding on the Koa tree but occasionally on ʻaʻaliʻi, olomea, and māmaki plants.

## Distribution and habitat

This species is endemic to Hawaiʻi and has been recorded on the islands of Kauaʻi, Oʻahu, Maui, Molakaʻi, Lanaʻi, and Hawaiʻi Island. Of the main Hawaiian Islands, the only two that have no records of these butterflies are Niʻihau and Kahoʻolawe.

## Cultural significance

Native insects developed a lot of cultural meaning to Polynesians in the Hawaiian Islands.

## InfoBox

| Koa butterfly | |
| --- | --- |
|  | |
| Mating pair | |
| Conservation status | |
|
Least Concern  (IUCN 3.1) | |
| Scientific classification | |
| Domain: | Eukaryota |
| Kingdom: | Animalia |
| Phylum: | Arthropoda |
| Class: | Insecta |
| Order: | Lepidoptera |
| Family: | Lycaenidae |
| Genus: | *Udara* |
| Species: | ***U. blackburni*** |
| Binomial name | |
| ***Udara blackburni***
(Tuely, 1878) | |
|
| Synonyms | |
| * *Holochila blackburni* Tuely, 1878 * *Lycaena blackburni* Meyrick, 1899 * *Candalides blackburni* Gruenberg, 1922 * *Vaga blackburni* Zimmerman, 1958 | |


title: USWA Middleweight Championship

abstract: The USWA Middleweight Championship was a short-lived title in the United States Wrestling Association for the lighter wrestlers in 1993.

text:
# USWA Middleweight Championship

The **USWA Middleweight Championship** was a short-lived title in the United States Wrestling Association for the lighter wrestlers in 1993.

## Title history

Key
| No. | Overall reign number |
| --- | --- |
| Reign | Reign number for the specific champion |
| Days | Number of days held |

| No. | Champion | Championship change | | | Reign statistics | | Notes | Ref. |
| --- | --- | --- | --- | --- | --- | --- | --- | --- |
| | | Date | Event | Location | Reign | Days | | |
| 1 | J. C. Ice | March 1, 1993 | USWA show | Memphis, Tennessee | 1 | 7 | Defeated Nightmare Danny Davis in tournament final. |  |
| 2 | Danny Davis | March 8, 1993 | USWA show | Tennessee | 1 | 61 |  |  |
| 3 | Wolfie D | May 8, 1993 | USWA show | Memphis, Tennessee | 1 | 92 |  |  |
|  | Deactivated | 1993 |  |  |  |  | Title was abandoned |  |

## Footnotes

1. Royal Duncan & Gary Will (2000). "Memphis: UWAS Middleweight Title". *Wrestling Title Histories*. Archeus Communications. ISBN 0-9698161-5-4.
2. Hoops, Brian (May 8, 2017). "Daily Pro Wrestling History (05/08): Edge wins WWE title". Wrestling Observer Figure Four Online. Retrieved May 9, 2017.

## InfoBox

| USWA Middleweight Championship | |
| --- | --- |
| Details | |
| Promotion | United States Wrestling Association |
| Date established | 1993 |
| Date retired | 1993 |
| Statistics  First champion(s) J. C. Ice  Most reigns All champions (1 reign)  Longest reign Wolfie D (92 days)  Shortest reign J. C. Ice (7 days) | |


title: Ubiad

abstract: Ubiad is a village in the administrative district of Gmina Chełmiec, within Nowy Sącz County, Lesser Poland Voivodeship, in southern Poland. It lies approximately 7 kilometres (4 mi) north-east of Chełmiec, 7 km (4 mi) north of Nowy Sącz, and 70 km (43 mi) south-east of the regional capital Kraków.

text:
# Ubiad

**Ubiad** \[ˈubjat\] is a village in the administrative district of Gmina Chełmiec, within Nowy Sącz County, Lesser Poland Voivodeship, in southern Poland. It lies approximately 7 kilometres (4 mi) north-east of Chełmiec, 7 km (4 mi) north of Nowy Sącz, and 70 km (43 mi) south-east of the regional capital Kraków.

## InfoBox

| Ubiad | |
| --- | --- |
| Village | |
| Ubiad | |
| Coordinates: 49°41′3″N 20°42′23″E / 49.68417°N 20.70639°E / 49.68417; 20.70639 | |
| Country | Poland |
| Voivodeship | Lesser Poland |
| County | Nowy Sącz |
| Gmina | Chełmiec |
| Population | 565 |


title: Mysore Sand Sculpture Museum

abstract: Mysore Sand Sculpture Museum is the first sand sculpture museum in India, located in Mysore, Karnataka. It was inaugurated in 2014, with 150 sand sculptures on display, on a one-acre land at the base of Chamundi Hills. Each of the sculptures was created by sand artist MN Gowri and based on a theme such as Mysore's cultural heritage, wildlife and religion.

text:
# Mysore Sand Sculpture Museum

**Mysore Sand Sculpture Museum** is the first sand sculpture museum in India, located in Mysore, Karnataka. It was inaugurated in 2014, with 150 sand sculptures on display, on a one-acre land at the base of Chamundi Hills. Each of the sculptures was created by sand artist MN Gowri and based on a theme such as Mysore's cultural heritage, wildlife and religion.

## History

After dropping out during the second year of her mechanical engineering course, MN Gowri received training in computer animation during which she created three-dimensional models using 3ds Max software. As the sculptures created on computer did not have the "feeling of life", she tried out sand sculpting for the first time in 2011. Upon receiving appreciation for her work, she decided to start a sand sculpture museum on a one-acre leased land at the base of Chamundi Hills, by taking a loan of 20 lakh.

The museum was inaugurated in 2014, with 115 truckloads of construction sand being used to create 150 sculptures. The sculptures covered up to 16 different themes, largely dealing with Mysore's cultural heritage, wildlife and religion (mainly Hinduism, Islam and Christianity). Among the subjects of the sculptures displayed at the museum were Ganesha, Mysore Dasara, Santa Claus, Christmas tree, zodiac wheel, Islamic culture, Disneyland, marine life, Laughing Buddha, Chamundeshwari, Gitopadesha and Cauvery River.

In 2017, a three-dimensional selfie gallery was introduced at the museum.

## Maintenance

The sculptures are preserved within the museum's metal enclosing, with the overhead waterproof sheets allowing sunlight to pass through. Sculptures are brushed and remade every week in case of damages. According to Gowri, "the biggest challenge" is protecting the sculptures from insects and rodents, despite the usage of insecticides and pesticides.

## InfoBox

Mysore Sand Sculpture Museum
| Sand sculpture of Hindu goddess Chamundeshwari at the museum. | |
| --- | --- |
| Established | 2014 |
| Location | Chamundi Hills Road, Mysore, Karnataka, India |
| Type | Sand sculpture |
| Founder | MN Gowri |


title: Thaumatoneura inopinata

abstract: Thaumatoneura inopinata is a species of damselfly, sometimes called the cascade damselfly or giant waterfall damsel, and the only member of the genus Thaumatoneura. It is unusual in flying among the falling water and spray from waterfalls in moist tropical or subtropical forests in Costa Rica.

text:
# Thaumatoneura inopinata

***Thaumatoneura inopinata*** is a species of damselfly, sometimes called the **cascade damselfly** or **giant waterfall damsel**, and the only member of the genus ***Thaumatoneura***. It is unusual in flying among the falling water and spray from waterfalls in moist tropical or subtropical forests in Costa Rica.

## Taxonomy

*Thaumatoneura inopinata* is a highly distinctive species, making up a monotypic genus (*Thaumatoneura*) and subfamily (Thaumatoneurinae). It has been sometimes placed in the flatwing damselfly family Megapodagrionidae, but as a result of molecular phylogenetic studies by Dijkstra et al. in 2013, the genus *Thaumatoneura* is now considered one of two extant genera in the family Thaumatoneuridae.

The species was first described in 1897 by the English entomologist Robert McLachlan, but he did not know the origin of the specimen that he had bought as part of an insect collection. It later transpired that the damselfly was from the New World when another specimen was brought back from Panama.

The American entomologist Philip Powell Calvert visited Costa Rica and researched the species. The adult insects were seen in the vicinity of waterfalls, and nymphs were found on vegetated wet rocks, but it was some time before it was certain that these were of the same species. The matter was settled when one nymph was observed transforming into an adult. As the haemolymph was being pumped into the wings to expand them, the wings were at first pale green with blackish veins, and with the greenish body, the insect looked like a trembling, green leaf, exactly resembling the foliage close by.

## Distribution and habitat

The giant waterfall damsel is found in Costa Rica and Panama. Its natural habitats are subtropical or tropical moist montane forests and rivers where it is usually found in close vicinity to waterfalls.

## Description

Male giant waterfall damsels have two forms, one with entirely clear wings and the other with broad black bands across the wings. Females have clear wings with brown wing tips. In both sexes, the nodus (a notch in the leading edge of each wing) is closer to the base of the wings than is the case in most other damselfly species. When perched, the wings are held vertically above the abdomen, which allows water to drip off.

## Behaviour

The giant waterfall damsel can be seen flying among the falling water and spray produced by waterfalls. The eggs are laid among the mosses and tangled roots beside the cascade which are constantly kept wet by the water. The nymphs develop among this vegetation and do not normally enter the torrent. When their development is finished and they are ready to emerge, they climb onto a rock, their skin splits and the winged adults climb out.

## Status

The International Union for Conservation of Nature used to classify this species as "threatened" but more recently it has been found at an increasing number of locations in Costa Rica and although nowhere common, it is now assessed as being sufficiently numerous to be classified as "least concern". The chief threats it faces is deforestation, which alters stream habitats, and global warming which may cause some streams and waterfalls to dry up.

## InfoBox

| *Thaumatoneura inopinata* | |
| --- | --- |
|  | |
| Conservation status | |
|
Least Concern  (IUCN 3.1) | |
| Scientific classification | |
| Domain: | Eukaryota |
| Kingdom: | Animalia |
| Phylum: | Arthropoda |
| Class: | Insecta |
| Order: | Odonata |
| Suborder: | Zygoptera |
| Superfamily: | Calopterygoidea |
| Family: | Thaumatoneuridae |
| Genus: | *Thaumatoneura*
McLachlan, 1897 |
| Species: | ***T. inopinata*** |
| Binomial name | |
| ***Thaumatoneura inopinata***
McLachlan, 1897 | |
|


title: Olaf Broch

abstract: Olaf Broch was a Norwegian linguist. He was born in Horten, and was a brother of children's writer Lagertha Broch, zoologist Hjalmar Broch, and social worker Nanna Broch. He was a professor of Slavic languages at the University of Oslo from 1900 to 1937. Among his works are Slawische Phonetik from 1911, Håndbok i elementær fonetikk from 1921, and Proletariatets diktatur from 1923. He translated works by Leo Tolstoy and Fyodor Dostoyevsky into Norwegian. He was decorated Commander of the Order of St. Olav in 1946. Broch was a pioneer in the field of Slavic studies in Norway and one of the first scholars to use modern methods to describe the phonetics of Slavic languages.

text:
# Olaf Broch

**Olaf Broch** (4 August 1867, Horten  28 January 1961, Oslo) was a Norwegian linguist. He was born in Horten, and was a brother of children's writer Lagertha Broch, zoologist Hjalmar Broch, and social worker Nanna Broch. He was a professor of Slavic languages at the University of Oslo from 1900 to 1937. Among his works are *Slawische Phonetik*  from 1911, *Håndbok i elementær fonetikk*  from 1921, and *Proletariatets diktatur*  from 1923. He translated works by Leo Tolstoy and Fyodor Dostoyevsky into Norwegian. He was decorated Commander of the Order of St. Olav in 1946.

Broch was a pioneer in the field of Slavic studies in Norway and one of the first scholars to use modern methods to describe the phonetics of Slavic languages.

### Notes

### Further reading

## InfoBox

| Olaf Broch | |
| --- | --- |
|  | |
| Born | (1867-08-04)4 August 1867
Horten, Norway |
| Died | 28 January 1961(1961-01-28) (aged 93)
Oslo |
| Nationality | Norwegian |
| Occupation | Linguist |
| Employer | University of Oslo |
| Relatives |  |
| Awards | Order of St. Olav (1946) |


title: Turgai Strait

abstract: The Turgai Strait, also known as the Turgay/Turgai Sea, Obik Sea, Ural Sea or West Siberian Sea, was a large shallow body of salt water during the Mesozoic through Cenozoic Eras. It extended north of the present-day Caspian Sea to the "paleo-Arctic" region, and was in existence from the Middle Jurassic to Oligocene, approximately 160 to 29 million years ago. The Turgai Strait was not absolutely continuous throughout this entire era, though it was a persistent and predominating feature in its region; it "fragmented southern Europe and southwestern Asia into many large islands, and separated Europe from Asia." The division of the Eurasian landmass by the Turgai Sea had the effect of isolating animal populations. The Turgai Strait derives its name from the Turgay Basin of modern-day Kazakhstan, where a stretch of the Turgai River flows.

text:
# Turgai Strait

The **Turgai Strait**, also known as the **Turgay/Turgai** **Sea**, **Obik Sea**, **Ural Sea** or **West Siberian Sea**, was a large shallow body of salt water (an epicontinental or epeiric sea) during the Mesozoic through Cenozoic Eras. It extended north of the present-day Caspian Sea to the "paleo-Arctic" region, and was in existence from the Middle Jurassic to Oligocene, approximately 160 to 29 million years ago.

The Turgai Strait was not absolutely continuous throughout this entire era, though it was a persistent and predominating feature in its region; it "fragmented southern Europe and southwestern Asia into many large islands, and separated Europe from Asia."

The division of the Eurasian landmass by the Turgai Sea had the effect of isolating animal populations.

The Turgai Strait derives its name from the Turgay Basin of modern-day Kazakhstan, where a stretch of the Turgai River flows.

* Rheic Ocean – Ancient ocean which separated two major palaeocontinents, Gondwana and Laurussia
* Sundance Sea – Inland sea that existed in North America during the mid- to late Jurassic Period of the Mesozoic Era
* Tethys Ocean – Prehistoric ocean between Gondwana and Laurasia

1. Allaby, Michael (2020). *A Dictionary of Geology and Earth Sciences* (5 ed.). Oxford University Press. doi:10.1093/acref/9780198839033.001.0001. ISBN 978-0-19-883903-3.
2. Briggs, John C. *Global Biogeography.* Amsterdam, Elsevier Science, 1995; pp. 71, 76, 84, 88, and ff.
3. Duellman, William Edward. *Biology of Amphibians.* Baltimore, Johns Hopkins University Press, 1994; p. 480.
4. Duellman, William E. (1986). *Biology of Amphibians*. JHU Press. p. 479. ISBN 9780801847806. Otherwise, most, if not all, continental masses were united into a single land mass — Pangaea. ... (M) Leiopelmatidae (L) Discoglossidae (U) Palaeobatrachidae (U) Cretaceous, 135 m.y. Turgai Sea separated east and west Eurasia
5. Tectonic units and division of the South Turgay Basin.


abstract: Franklin Township is one of twelve townships in Hendricks County, Indiana, United States. As of the 2010 census, its population was 1,297.

text:
# Franklin Township, Hendricks County, Indiana

**Franklin Township** is one of twelve townships in Hendricks County, Indiana, United States. As of the 2010 census, its population was 1,297.

## History

McCormack-Bowman House was added to the National Register of Historic Places in 1995.

## Geography

Franklin Township covers an area of 26.48 square miles (68.6 km2); of this, 0.04 square miles (0.10 km2) or 0.16 percent is water. The streams of Crittenden Creek and East Fork Mill Creek run through this township.

### Cities and towns

### Adjacent townships

### Cemeteries

The township contains five cemeteries: Hebron Presbyterian, Pleasant Hill, Snoddy Family, Stilesville and Walnut Grove.

### Major highways

### Airports and landing strips

* Vaughn Airport

* "Franklin Township, Hendricks County, Indiana". *Geographic Names Information System*. United States Geological Survey, United States Department of the Interior. Retrieved September 24, 2009.
* United States Census Bureau cartographic boundary files

1. "Census Bureau profile: Franklin Township, Hancock County, Indiana". United States Census Bureau. May 2023. Retrieved March 21, 2024.
2. "U.S. Census website". Retrieved July 20, 2008.
3. "National Register Information System". *National Register of Historic Places*. National Park Service. July 9, 2010.

## InfoBox

| Franklin Township | |
| --- | --- |
| Township | |
| The McCormack-Bowman House, a historic site in the township's northeastern corner | |
| Location in Hendricks County | |
| Coordinates: 39°38′36″N 86°37′22″W / 39.64333°N 86.62278°W / 39.64333; -86.62278 | |
| Country | United States |
| State | Indiana |
| County | Hendricks |
| Government | |
| Type | Indiana township |
| Area | |
| Total | 26.48 sq mi (68.57 km2) |
| Land | 26.43 sq mi (68.47 km2) |
| Water | 0.04 sq mi (0.11 km2)  0.16% |
| Elevation | 787 ft (240 m) |
| Population (2020) | |
| Total | 1,269 |
| Density | 49.1/sq mi (18.9/km2) |
| GNIS feature ID | 0453304 |


title: Wil Röttgen

abstract: Wil Röttgen is a German actor.

text:
# Wil Röttgen

**Wil Röttgen** (born September 20, 1966) is a German actor.

## Life

studied acting at the Lee Strasberg Theatre Institute London.

Wil Röttgen is Roman Catholic and lives the Christian faith as a parishioner of the St. Clement Church in Berlin, the Philipp Neri Institute (Wedding) and the Catholic parish of the Sacred Heart (Prenzlauer Berg). Wil Röttgen is also associated with the Catholic broadcaster Radio Horeb (Balderschwang)

## Film career

## Producer

* 2001: Bahama Mama (Raindance Award Winning Short Film)
* 2008: Charlie (Nominated at the Los Angeles Short Film Festival)

## Director

* 2008: Charlie (Nominated at the Los Angeles Short Film Festival)

## InfoBox

| Wil Röttgen | |
| --- | --- |
| Wil Röttgen during the shooting of the Porsche-Advertising SPEEDMASTER in 2012. | |
| Born | Wil Röttgen
(1966-09-20) September 20, 1966
Bonn |
| Occupation | Actor |
| Years active | 1999—present |


title: Time Was

abstract: Time Was is a documentary television series that premiered on HBO on November 11, 1979. It was hosted by Dick Cavett with each program looking at one decade from the past starting from the 1920s up to the 1970s. The historical program looked at the lifestyles and society during the various periods of time. The series was followed up with two other HBO documentary series hosted by Cavett, Remember When and Yesteryear.

text:
# Time Was

***Time Was*** is a documentary television series that premiered on HBO on November 11, 1979. It was hosted by Dick Cavett with each program looking at one decade from the past starting from the 1920s up to the 1970s. The historical program looked at the lifestyles and society during the various periods of time. The series was followed up with two other HBO documentary series hosted by Cavett, *Remember When* and *Yesteryear*.

## InfoBox

| *Time Was* | |
| --- | --- |
| Opening title for HBO's *Time Was* | |
| Starring | Dick Cavett |
| Country of origin | United States |
| No. of episodes | 7 |
| Production | |
| Running time | 60 minutes |
| Original release | |
| Network | HBO |
| Release | 1979 (1979) |


title: Megaselia halterata

abstract: The mushroom phorid fly (Megaselia halterata) is a species of scuttle fly or hump-backed flies in the family Phoridae. "The mushroom phorid" is also used to refer to M. halterata. Megaselia halterata is a common pest of mushroom cultivation, attracted by the aroma of developing fungal mycelium. The larvae damage both the mushroom mycelium and gill tissues. Megaslia halterata can be found worldwide. Megaselia halterata is an important pest of mushroom cultivation, capable of severely limiting mushroom yield. Megaselia are naturally infected by Howardula nematodes, however entomopathogenic nematodes do not readily control M. halterata.

text:
# Megaselia halterata

The **mushroom phorid fly** ***(Megaselia halterata)*** is a species of scuttle fly or hump-backed flies in the family Phoridae. "The mushroom phorid" is also used to refer to *M. halterata*. *Megaselia halterata* is a common pest of mushroom cultivation, attracted by the aroma of developing fungal mycelium. The larvae damage both the mushroom mycelium and gill tissues. *Megaslia halterata* can be found worldwide.

*Megaselia halterata* is an important pest of mushroom cultivation, capable of severely limiting mushroom yield. *Megaselia* are naturally infected by *Howardula* nematodes, however entomopathogenic nematodes do not readily control *M. halterata.*

## Physical appearance

Adult mushroom phorid flies are 2-3mm in length with a blackish-brown color. Their antennae are short, with only three segments. Belonging to the "Hump-backed flies" (Phoridae), they have a prominent-looking back side

## InfoBox

| *Megaselia halterata* | |
| --- | --- |
|
| Scientific classification | |
| Domain: | Eukaryota |
| Kingdom: | Animalia |
| Phylum: | Arthropoda |
| Class: | Insecta |
| Order: | Diptera |
| Family: | Phoridae |
| Genus: | *Megaselia* |
| Species: | ***M. halterata*** |
| Binomial name | |
| ***Megaselia halterata***<br>(Wood, 1910) | |
|