Sperry AS-12 - Historique

PA : "La circulation au sol s'est arrêtée sur la U.S. Highway 830 à environ 10 miles à l'ouest de Longview lundi, lorsque le sous-marin Tender USS Sperry labouré dans la chaussée brisant l'autoroute et renversant les lignes électriques et téléphoniques. Le 530 pieds Sperry était en train de descendre le fleuve Columbia en route du Portland Rose Festival à San Diego lorsque son pilote a perdu la direction, a déclaré le siège du 13e district naval.

Des témoins ont déclaré que les sirènes hurlaient et que le système de sonorisation du navire lançait une alerte à l'équipage alors que le navire traversait la rive boueuse près de la petite ville de Stella et s'immobilisait après avoir coupé la moitié du trottoir.

La Marine a déclaré que le Sperry s'est échoué pendant environ deux heures avant de reculer et de descendre la rivière. Le navire n'a pas été visiblement endommagé, a indiqué la marine.

Les Sperry, stationné à San Diego, est commandé par le capitaine Michael M. Elliott, Manlius, N.Y.. Un pilote civil était à bord au moment de l'accident."

"L'US 830 à environ 10 milles à l'ouest de Stella, Washington, a été endommagé lundi après-midi lorsqu'il a été heurté par le sous-marin USS Sperry lorsque la direction du navire a échoué. Le navire n'a pas été visiblement endommagé et la direction a été réparée. Il est domicilié à San Diego ." (AP Wirephoto).

Cliquez sur l'image pour agrandir

Image JOURNAL (AP Wirephoto), U.S. Highway 830 endommagée par l'U.S.S. Crash de Sperry, le 12 juin 1967. "The Yuma Daily Sun", mardi 13 juin 1967, avec l'aimable autorisation du site "NewspaperArchive.com", 2019.

"L'USS Sperry, un tender sous-marin, a fait une entaille profonde dans l'autoroute 830 près de Longview, dans l'État de Washington, lorsqu'il a perdu sa puissance de direction après avoir entamé un virage dans le fleuve Columbia hier. Le navire a reculé et a poursuivi sa route vers la mer." (Téléobjectif UPI).

Militaire

L'escadron de développement de sous-marins 5, créé en 1967 en tant que groupe de développement de sous-marins 1 par le chef des opérations navales, est le point focal opérationnel pour toutes les questions de submersion profonde de la marine. Depuis sa mise en service, l'Escadron de développement est devenu le référentiel de travail pour la technologie des grands fonds et l'application opérationnelle en mer de cette technologie.

Situé à la base sous-marine de San Diego, la mission principale du Submarine Development Squadron 5 (SubDevRon) est la tâche très compliquée et importante du sauvetage sous-marin. C'est l'objectif principal de l'escadron, mis en œuvre par l'unité de submersion profonde (DSU) à la base aéronavale de North Island, également à San Diego. Le DSU entretient les deux seuls véhicules de sauvetage en submersion profonde de la Marine, le Mystic (DSRV 1) et l'Avalon (DSRV 2). Un véhicule est prêt à être sauvé et en attente à tout moment pour effectuer un sauvetage sous-marin - 24 heures sur 24, sept jours sur sept, 365 jours par an. Le DSRV et ses 200 tonnes de matériel de support peuvent être transportés n'importe où dans le monde à bord d'un avion cargo C-5 Galaxy.

L'Escadron de développement 5 est également responsable de la recherche et de la récupération en haute mer et des opérations de recherche scientifique pour une variété d'agences, tant à l'intérieur qu'à l'extérieur de l'armée. Outre les différentes unités de la DSU, l'escadron de développement est en charge de deux sous-marins : l'USS Dolphin (AGSS 555) et l'USS Parche (SSN 683). Dolphin a son port d'attache à San Diego et est le dernier sous-marin diesel-électrique de recherche et développement de plongée profonde de la marine. Parche opère à partir de la base sous-marine de Bangor, Washington, de concert avec les autres détachements du nord-ouest de l'escadron.

En 1967, le commandant de l'escadron de développement de sous-marins FIVE a été créé en tant que groupe de développement de sous-marins UN par le chef des opérations navales. En 1982, le chef des opérations navales a officiellement créé le détachement UN du groupe de développement des sous-marins pour le commandement des véhicules sans pilote. Submarine Development Group One était un commandement locataire à SUBASE Bangor. La mission de sauvetage des sous-marins est menée par des éléments du commandant du groupe de développement des sous-marins, y compris les véhicules de sauvetage en submersion profonde (DSRV) Mystic et Avalon et les plongeurs de la Marine américaine occupant les chambres de sauvetage des sous-marins volants à l'unité de submersion profonde, à North Station aéronavale de l'île, San Diego CA. L'USS Dolphin (AGSS 555), une unité du Submarine Development Group One, est utilisé pour la recherche et le développement d'équipements et de systèmes de sonar avancés.

Le 17 novembre 1970, le SSN-575 SEAWOLF a transité par le canal de Panama coïncidant avec son changement de port d'attache de Groton, dans le Connecticut, au chantier naval de Mare Island à Vallejo, en Californie, pour être converti en une plate-forme de projet spécial. En 1974, SEAWOLF a terminé sa longue période de test et d'évaluation post-conversion et a mené son premier déploiement de la flotte du Pacifique, qui comprenait une opération indépendante pendant une période de trois mois. Pour l'exercice de ses fonctions, elle a reçu la deuxième mention élogieuse de l'unité de la Marine. En 1975, SEAWOLF est passé sous la direction exclusive de Submarine Development Group One, et pour ses performances exceptionnelles en 1974-1975, a reçu un Battle Efficiency "E". En 1976, SEAWOLF a reçu son deuxième Battle Efficiency "E" consécutif et le Engineering "E" for Excellence. Au cours de son deuxième déploiement de la flotte du Pacifique, elle a mené des opérations submergées indépendantes pendant trois mois et a démontré une endurance supérieure en restant submergée pendant 87 jours consécutifs, un record de l'US Navy. Elle a reçu sa troisième mention élogieuse de l'unité de la Marine. En 1977, SEAWOLF a reçu son troisième Battle Efficiency "E" et son deuxième Engineering "E" for Excellence. Au cours de son troisième déploiement de la flotte du Pacifique, elle a mené 79 jours consécutifs d'opérations submergées indépendantes et a reçu sa quatrième mention élogieuse de l'unité de la Marine et la Médaille expéditionnaire de la Marine. En 1978, SEAWOLF a mené son quatrième déploiement de la flotte du Pacifique. En août 1981, le SEAWOLF a participé à son cinquième déploiement de la flotte du Pacifique. Elle est retournée au port d'attache en octobre 1981 et a reçu la Médaille expéditionnaire de la Marine. En 1983, SEAWOLF a mené son sixième déploiement de la flotte du Pacifique de 76 jours et est retourné au chantier naval de Mare Island en mai 1983. Il a reçu la Navy Expeditionary Medal, un autre Battle Efficiency "E", un autre Engineering "E", un Supply "E" , et un Contrôle de Dégâts "DC". En 1984, le SEAWOLF a mené un déploiement de 93 jours dans le Pacifique occidental, est revenu en juillet et a continué son rythme de fonctionnement élevé avec de nombreuses opérations locales. Elle a reçu son troisième Supply "E" consécutif, un Communications "C" et le Deck Seamanship Award. En 1985, le SEAWOLF a mené son dernier déploiement réussi dans le Pacifique occidental et est retourné à l'île de Mare le 1er avril 1985 pour se préparer au déclassement. L'USS SEAWOLF (SSN 575) a été désarmé le 30 mars 1987.

En juin 1979, le secrétaire à la Marine a décerné Sperry (AS-12) la Mention élogieuse de l'unité Meritoriour pour service méritoire à l'appui des unités du groupe de sous-marins cinq, du groupe de développement des sous-marins un et de l'escadron de sous-marins trois du 1er avril 1978 au 1er décembre 1978.

Le 30 octobre 1976, l'USS Parche entre dans son nouveau port d'attache au chantier naval de Mare Island, à Vallejo, en Californie. Ici, elle a commencé sa nouvelle carrière avec Submarine Development Group One.

Le véhicule captif avancé (ATV) est un système de véhicule captif et sans pilote conçu pour fonctionner à des profondeurs allant jusqu'à 20 000 pieds. L'ATV a été conçu et construit au laboratoire Hawaï du SSC San Diego en tant que suivi du système de travail sans pilote à distance (RUWS). Il a été testé et évalué avec le système de recherche sans pilote avancé (AUSS) au NRaD de San Diego. Il a ensuite été transféré au Submarine Development Group One (SUBDEVGRU ONE) à San Diego en février 1993, SSC SD continuant à fournir le soutien, la réingénierie et la nouvelle fabrication des composants du système.

Les submersibles SEA CLIFF et TURTLE et ROV ATV de l'US Navy ont été mis à disposition pour des recherches académiques limitées grâce à un accord de coopération entre la NOAA et le Submarine Development Group One de l'US Navy à San Diego, en Californie. L'installation de soutien des sous-marins de la marine a été établie à Point Loma en novembre 1963 sur 280 acres de terrain. Le 27 novembre 1974, la base a été rebaptisée commandement à terre, desservant les sous-marins affectés, le groupe de sous-marins cinq, l'escadron de sous-marins trois, le groupe de développement de sous-marins un, le centre d'entraînement des sous-marins et plus tard, l'escadron de sous-marins onze. Le 1er octobre 1981, la base a été désignée comme base de sous-marins navals. À partir d'avril 1995, plusieurs commandements ont été mis hors service ou leurs ports d'attache ont été modifiés pour répondre aux exigences de réduction des effectifs de la Marine. Les commandements de San Diego ont été régionalisés dans le but de fournir des services de base égaux ou meilleurs tout en gérant un budget réduit. Les six installations navales de Point Loma ont été regroupées sous le nom de Naval Base Point Loma le 1er octobre 1998.

Service d'après-guerre[modifier | modifier la source]

1945-1960[modifier | modifier la source]

Il est stationné à Guam du 11 juillet 1945 au 11 janvier 1946. Pendant ces six mois, son séjour dans les Mariannes n'est interrompu qu'une seule fois, fin novembre et début décembre, lorsqu'il rejoint les sous-marins. Blennie, Ventilateur, dos bleu, Charrs, Poisson rouge, Chat de mer, et Segundo dans une croisière d'entraînement. Ils ont visité l'atoll d'Ulithi dans les îles Caroline et l'île Manus dans les îles de l'Amirauté avant de retourner au port d'Apra 10 jours avant Noël.

Onze jours dans la nouvelle année, Sperry leva l'ancre à Apra et se dirigea vers Long Beach, en Californie. Il est arrivé à Terminal Island le 20 février et a commencé une révision complète qui a été achevée en juillet 1947. Contrairement à beaucoup de ses navires jumeaux, Sperry est resté une unité active de la flotte, opérant à partir de San Diego, en Californie. Elle a obtenu l'efficacité de combat convoitée "E" trois années de suite en 1948, 1949 et 1950. En 1949, elle a participé à l'opération Miki, un jeu de guerre qui simulait la reconquête d'un Oahu occupé par l'ennemi et, tout en retournant à San Diego, elle a opéré à l'appui des premiers tirs médiatisés de missiles à partir de sous-marins. De 1950 à 1953, il a entretenu et fourni de nombreux sous-marins remis en service pour la guerre de Corée. En 1952, il a effectué son seul voyage dans le Pacifique occidental, naviguant via Pearl Harbor, où il séjourna du 6 août au 21 septembre, et servant à Chi Chi Jima dans les îles Bonin du 2 au 9 octobre. Elle est revenue à la côte ouest des États-Unis le 25 octobre.

En décembre 1951, les lignes de bataille en Corée se sont plus ou moins stabilisées le long du 38e parallèle et les hostilités ont lentement diminué au cours des deux années suivantes. Sperry est progressivement revenue à sa routine de temps de paix. Au cours des 10 années suivantes, il a continué à opérer à partir de San Diego, passant la plupart de son temps au port à entretenir les sous-marins de la flotte, mais se mettant parfois en route pour des croisières d'entraînement le long de la côte ouest. Sa zone d'opération s'étendait du nord du Mexique au Canada.

1961-2011 [ modifier | modifier la source]

D'avril à septembre 1961 Sperry était au chantier naval de Long Beach en cours de mise à jour par une révision de la réhabilitation et de la modernisation de la flotte. À la mi-septembre, elle est revenue à ses devoirs comme offre de sous-marin à San Diego, bien que maintenant avec la capacité d'entretenir des sous-marins de missiles balistiques.

Sperry a entretenu des sous-marins à partir de San Diego pendant encore vingt ans, jusqu'à ce qu'il soit finalement désarmé là-bas le 30 septembre 1982 et rayé du Naval Vessel Register le même jour. L'ancien appel d'offres a été transféré à l'administration maritime le 1er février 1999 et était initialement disponible pour une éventuelle utilisation comme navire-musée.

Le 9 août 2011, Sperry a été vendu par MARAD à ESCO Marine de Brownsville, Texas pour 1 526 726 $ pour être démantelé. Ώ] Sperry a quitté la flotte de réserve de Suisun Bay le 28 septembre 2011 pour être nettoyé de la croissance marine et de la peinture extérieure lâche par Allied Defence Recycling à l'ancien chantier naval de Mare Island. ΐ] Le 17 octobre 2011, Sperry a quitté l'île Mare en remorque derrière le remorqueur Rachel en route vers le canal de Panama et a transité par le canal de Panama le 17 novembre 2011 en étant remorqué par Rachel. Α] Sperry est ensuite arrivé à Brownsville et est actuellement en cours de démolition.

En 2011, aucun autre navire de la marine des États-Unis n'a été nommé Sperry.

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Elmer A. Sperry : pionnier de la technologie navale moderne

Elmer A. Sperry jette une longue ombre sur l'histoire des technologies navales, nautiques et aéronautiques modernes, que peu de gens connaissent bien, mais devraient, pour un homme couronné à la fois le « père de la technologie de navigation moderne » et « le père des systèmes de rétroaction et de contrôle automatiques ». ,&rdquo ainsi qu'un pionnier de la technologie des fusées et des missiles.
"Il est sûr de dire qu'aucun Américain n'a autant contribué à nos progrès techniques navals", a fait l'éloge de Charles Francis Adams III, secrétaire à la Marine de 1929 à 1933, à l'occasion de la mort du génie de l'ingénierie Elmer Ambrose Sperry, le 16 juin 1930, à 69 ans.
Nommé au sein d'un nouveau Conseil de consultation navale en 1915, Sperry a passé la décennie suivante à travailler en étroite collaboration avec la Marine, parfois aux côtés de son fils aviateur Lawrence (voir l'histoire connexe, p. 38), développant des gyrocompas, des stabilisateurs, des pilotes automatiques, des viseurs de bombes. , des systèmes de conduite de tir automatique et des projecteurs puissants pour les navires et les avions. Une grande partie de cette technologie a été déployée par la Marine au cours des deux guerres mondiales et continue d'être utilisée sous une forme ou une autre sur des navires de toutes tailles aujourd'hui.

&ldquoExploiter le mouvement de la terre&rdquo
Décrivant Sperry comme &ldquo. . . celui qui a exploité le mouvement de la terre pour faire son offre. . ., le New York Times dans un éditorial le lendemain de sa mort, célébrait ainsi ses réalisations :
&ldquoPour ceux qui voyagent par mer, il a fourni non seulement le pilote qui, quoi qu'il en soit, garde son gouvernail en place, mais aussi un &lsquostabilisateur&rsquo pour empêcher le roulis du navire et un dispositif de signalisation pour éviter les collisions. Pour ceux qui voyagent en avion, il a aidé à maintenir l'équilibre de leurs avions et à diminuer les risques d'incendie et à pénétrer le brouillard.
Les inventions de Sperry, qui impliquaient souvent de l'électricité et utilisaient une forme de système de contrôle, ont grandement contribué aux progrès de l'éclairage, de l'exploitation minière, de la sécurité ferroviaire, des tramways, des freins, des moteurs, de l'allumage automatique, des pilotes automatiques, du radar, des missiles guidés, des drones et des systèmes sans fil. Mais si quelqu'un mérite l'épitaphe «steady comme elle va,&rdquo Sperry le fait.
Le New York Times avait raison quand IT a décrit Sperry comme &ldquo. . . jamais pensé à la façon dont il pourrait rendre les habitants de la terre un peu plus à l'aise, que ce soit sur mer, sur terre ou dans les airs. diriger le mouvement. S'il bougeait, qu'il ait besoin d'être stabilisé, navigué ou alimenté, Sperry était dessus. Il a même produit certaines des premières versions de voitures électriques, de drones, de télécommandes et de technologies que nous commençons à peine à effleurer la surface d'aujourd'hui qu'il expérimentait au début des années 1900.
Sperry s'est même associé au physicien A. A. Michelson en 1922 pour développer une instrumentation permettant de mesurer la vitesse de la lumière. La valeur de la vitesse de la lumière acceptée par beaucoup aujourd'hui (299 792,5 km/sec) ne varie que de 2,5 km/sec par rapport à celle obtenue avec le miroir octogonal en acier de Sperry.
Beaucoup considèrent ses contributions à la navigation inertielle comme les plus importantes. La navigation inertielle combine un ordinateur, des capteurs de mouvement et des capteurs de rotation (gyroscopes) pour calculer en continu à l'estime la position, l'orientation et la vitesse d'un objet en mouvement sans avoir besoin de références externes. Ces systèmes sont utilisés dans une gamme d'applications, du transport, c'est-à-dire les sous-marins, les navires, les voitures et les avions, aux missiles guidés et aux vaisseaux spatiaux.
&ldquoLes systèmes inertiels peuvent détecter la direction et la vitesse et, par inertie, indiquer où se dirige le navire. C'est une machine à l'estime parfaite », a déclaré Craig Dalton, professeur de transport maritime à la Massachusetts Maritime Academy.
Les idées de Sperry avaient souvent des années, voire des décennies, d'avance sur son temps. Par exemple, ses premiers travaux sur le pilote automatique pour les navires et les avions sont perçus par certains comme antérieurs au début de la cybernétique contemporaine et à l'étude scientifique du contrôle et de la communication, rattachée au milieu à la fin des années 40 selon la plupart des témoignages.
Et tandis que la marine américaine a refusé de poursuivre pleinement ces voies pendant la Première Guerre mondiale, la & ldquo Sperry air bomb & rdquo et d'autres efforts pour contrôler la trajectoire des torpilles placent Sperry parmi les premiers développeurs de drones et de systèmes de contrôle sans fil.

L'inventeur rival d'Edison
Machine à inventer virtuellement non-stop, Sperry a collecté ou avait en instance près de 380 brevets, soit deux fois plus que Thomas Edison au moment de sa mort (et Edison a continué à détenir le record de la plupart des brevets accordés à un Américain). Sperry était également un entrepreneur prolifique, fondant huit entreprises en cours de route.
Sperry était un homme de son âge et à une époque où l'inventeur-entrepreneur est entré en jeu pour la première fois. Certains, comme Edison et Henry Ford, ont créé de toutes nouvelles industries et empires manufacturiers avec leurs inventions. D'autres, comme Sperry, bien que certainement intéressés par le profit et la réussite financière, étaient davantage attirés par la science impliquée et l'opportunité d'appliquer de nouvelles technologies et mécaniques, selon son biographe, le professeur Thomas Hughes Park, auteur du très référencé Elmer Sperry &ndash Inventeur et ingénieur. Il a été contraint de vendre sa première entreprise, la Sperry Electric Light, Motor, and Car Brake Co., qu'il a fondée en 1880 à l'âge de 20 ans, cinq ans après sa fondation. L'expérience a été une leçon pour Sperry. Il était intéressé à être à la disposition d'autres personnes pour des missions, ou autant à diriger une entreprise, qu'à avoir l'opportunité d'explorer de nouvelles technologies et d'innover, et la chance de s'attaquer aux problèmes de son choix. All of which led him to launch one of the country&rsquos first research laboratories in 1888.
What Sperry is known most for is the gyroscope and its application to many problems, most notably in his version of the gyrocompass, but that&rsquos just the tip of the iceberg of the man&rsquos inventions and interests.
He was among a handful of inventors toying with electric cars in the late 1800s, winning patents for combustion engines (later adapted to aircraft engines), automatic transmissions and electric brakes, street cars and automobiles, as contemporaries in England and Germany produced vehicles for sale, and electric cab companies buzzed onto the scene on both sides of the Atlantic. But the concept was doomed, both by the unreliability of rechargeable electric batteries and the mass production of gas-powered cars at half the cost of electric.
That state of affairs would prove fortuitous for other modes of transportation &ndash notably ships and planes, the latter another emerging &ndash and more successful &ndash technology in the late 1800s to early 1900s.
Sperry&rsquos early interest in electricity &ndash which he dropped out of Cornell after a year to pursue &ndash was eventually overtaken by his fascination with gyroscopes and gyrocompasses. He neither discovered these concepts, nor was he the first to market with patents. That was German Hermann Anschütz-Kaempfe, who was awarded a gyrocompass patent in 1906 in the U.K.
Sperry could barely contain his enthusiasm at a 1908 meeting of the Society of Naval Architects and Marine Engineers (SNAME), telling the gathering, &ldquoThe marine interests may certainly expect great and material aid from this wonderful instrument. Not only, I predict, will it guide our ships, but it will be found to have other important and far-reaching bearing upon the operation of ships at sea.&rdquo
Sperry&rsquos approach in general was to expand upon and further advance existing applications, which he particularly applied to gyroscopes. For example, by 1907, Sperry was working on the issue of stability in moving vehicles. He took gyrostabilizer technology already in existence &ndash it fostered stability by pushing rolling ships in the opposite direction of the force of the waves &ndash and added a motion sensor, a motor to amplify the effect of the sensor on the gyroscope and an automatic feedback and control system. The net result was a better performing stabilizer. He followed that up with his improvements on existing gyrocompass technology.
His timing was perfect.
The gyrocompass was immune from deviation and variation problems, which had been difficult to overcome, particularly in the huge steel warships that the Navy was starting to turn out. According to Sperry Marine&rsquos corporate history, three things drove the transformation of the gyroscope from a curiosity to a usable technology. &ldquoThese were the increasing use of steel in ships which then brought about the second need: to overcome the unreliability of the magnetic compass within a steel ship, and finally, the great powers were preparing to conduct underwater warfare &ndash in steel hull ships.&rdquo A fourth variable was also key &ndash an electronically driven gyroscope invented by G.M. Hopkins would enable the gyroscope to act as a reliable reference device in those steel ships.

Gyroscopes and Gyrocompasses
As described by MIT, a gyroscope is a disk mounted on a base in such a way that the disk can spin freely on its X- and Y-axes that is, the disk will remain in a fixed position in whatever directions the base is moved.&rdquo A gyroscope will always point to a fixed point in space if left undisturbed. If force is exerted upon it, it will react at right angles to the force applied. This characteristic combined with other elements of precession, pendulocity and damping will allow the gyro to settle toward true north.
A gyrocompass incorporates a gyroscope and is a non-magnetic compass that uses a fast-spinning disc and the rotation of the Earth to automatically find geographical direction, or true north.
&ldquoA gyroscope is for stability purposes a gyrocompass is purely for navigation,&rdquo said Dr. Josh Smith, a professor at Kings Point. &ldquoThe original gyrocompass stood four feet tall at several 100 pounds and was used by the mate in charge of the watch. Now it can fit in the palm of your hand.
At the same time Anschutz-Kaempfe, who was seeking a reliable form of navigation for a submarine expedition to the Artic Pole, was patenting the first north-seeking gyrocompass, Sperry in 1908 received a patent for his version of the gyroscope. Sperry filed a patent the first ballistic gyrocompass 1911 (which he received in 1918 in the U.S.) and set about with his son Lawrence, trying to sell it to the U.S. Navy and others abroad.
Initial disinterest by the U.S. military led Sperry to successfully pitch his technology to Japan and Russia. Eventually the U.S. Navy came around and adopted his compasses and stabilizers in 1911 after successful trials on the USS Delaware and USS Drayton - as did the French, British and Italian Navies.
The Navy also began using Sperry&rsquos gyroscope-guided autopilot steering system, variously called a &ldquoMetal&rdquo or &ldquoIron&rdquo Mike.
&ldquoIt was a big manpower saver because you didn&rsquot need a helmsman,&rdquo said Dalton. &ldquoI had captains when I sailed who did not want seamen on the wheel because the autopilot used less fuel. Many captains believed the autopilot steered better than men.&rdquo
The Drayton trial produced the repeater compass and the target-bearing pointer. This was followed by a request from the Navy to examine the fire control problems faced by ships bearing long range guns.
Ship gun fire-control systems (GFCS) enable remote and automatic targeting of guns, with or without the aid of radar or optical sighting. Sperry developed the first full gun battery fire control systems, which were placed aboard every U.S. battleship during World War I.
Before the advent of the fire control systems, if a gunner aimed a gun and the boat pitched, his gun would end up pointing in the water. But Sperry gave the gun mounts turrets that prevent the ship&rsquos pitch from interfering with the trajectory of the gun.
Sperry also provided the Navy with a 5-ton device called a gyro stabilizer, designed to keep ships from rolling, The Navy installed it on the USS Worden, and another one on a submarine. The onset of WWI put further orders on hold.
In 1910, Sperry started the Sperry Gyroscope Company in Brooklyn to sell his inventions, locating near the port of New York so ship captains could easily visit his factory.
Among the projects the company worked on during World War I was an autopilot for airplanes, gunfire control systems, machine guns that could easily track their targets, bomb sights and gyroscopically-guided aerial torpedoes. Like so many of his earlier inventions, these often relied on automatic control and feedback systems. In 1918, he produced a high-intensity arc lamp that had an unheard of brilliance equal to that of a billion candles. It was used as a searchlight by both the Army and Navy, and helped to fend off German air raids on London and Paris.
In the midst of all that activity Naval Secretary Josephus Daniels launched the Naval Consulting Board in 1915 with the help of Thomas Edison to put the brightest minds of technology and science to work for the war effort. Sperry was tapped as part of the inaugural crew and went on to lead several committees, and eventually held the chairmanship. It was there he and his son Lawrence teamed up with Peter Hewitt to develop the Hewitt-Sperry Automatic Airplane, a so-called &ldquoflying bomb&rdquo and one of the first successful precursors of unmanned aerial vehicles, or as they are called today, drones. It is considered by some to be a precursor of the cruise missile.
&ldquoTorpedos never were especially accurate. A gyroscope helped keep them running straight and true,&rdquo according to Kings Point&rsquos Smith.
Also in 1915, Anschütz-Kaempfe slapped Sperry with a patent lawsuit over his gyroscope technology after Sperry attempted to sell his gyroscope to the German Navy. Anschütz-Kaempfe retained as an expert witness, a young Swiss patent office employee named Albert Einstein. In a trial that dragged out over two years, Einstein shredded Sperry&rsquos defense, and Anschütz-Kaempfe won the lawsuit in Germany. Sperry, however, prevailed with his patent in the U.S. and the U.K.
After the war, one of Sperry&rsquos last accomplishment came in September 1929, when Sperry engineers working with the U.S. Army Air Corps, developed and successfully tested two new capabilities &ndash the artificial horizon and the aircraft directional gyro &ndash recording the first all-blind flight in history. The technology was quickly adopted by commercial airlines and installed aboard mail planes.

An Iron Legacy
The reach and enormity of Sperry&rsquos contribution to naval science, offensive weaponry and the navigation and control of transports on water and in the air, cannot be overstated. It stretches well beyond his lifetime and is still working to aid sailors, pilots and the military around the globe.
Sperry, once a member of countless technical and scientific societies, was the recipient of numerous awards and honors.
In 1941 the Navy christened the USS Sperry (AS-12) in his honor, while the Post Office introduced an airmail stamp in recognition of the contributions of both father and son to flight.
Today, there are a number of awards given out in his name, including one from Northrup Grumman given to a U.S. Naval Academy midshipman every year, one from Honeywell and the Elmer A. Sperry Award for &ldquoadvancing the art of transportation engineering,&rsquo&rsquo given out by a consortium of societies he once belong to.
According to Sperry biographer Hughes, among the many upon whom the inventor made a great impression was Helen Keller, no stranger to fame and admiration herself.
Sperry went out of his way to &ldquoshow&rdquo her how the gyroscope worked, the movement of the compass and the brightness of the arc lights.
A &ldquowonder-filled&rdquo Keller summed it up best when she said she thought Sperry would be remembered for a compass and a star for &ldquoif there were no other immortality, you would live forever in that achievement.&rdquo
And so he will.

Sperry&rsquos Patents

Elmer A. Sperry was a man of wide ranging interests and ideas, delving into areas ranging from electricity to navigation, to automation to motion control and missile guidance, to even the more mundane, such as his golf bag support (patent #1,686,774) &ndash to name a few. Along the way, he founded at least eight companies and two technical societies, served on countless boards and industry and technical associations, and collected an estimated 380 or so patents. What follows is a sampling of Sperry patents that have enhanced and influence maritime technology over the last century or so:

NAVIGATION:
Ship Gyroscope (Filed 1908),Ship Gyrocompass (Filed 1909), Gyroscopic Navigation Apparatus, Navigational Apparatus, Navigational Instruments, Repeater System For Gyrocompasses, Electric Drive For Gyroscopes, Controlling Mechanism For Ships Gyroscopes, Gyroscopic Pendulum, Control Gyro

STABILIZATION:
Gyroscopic Apparatus For Determining Periodic Motion, Gyroscopic Stabilizer, Stabilizing Gyroscopes, Multiple Gyro Ship Stabilizer, Ship Stabilizing And Rolling Apparatus, Gyroscopic Roll And Pitch Recorder, Means For Preventing The Pitching Of Ships

DEFENSIVE:
Various Patents For Detecting, Tracing, Locating And Signaling Submarine Boats, Anti-Aircraft Systems

AIRPLANES:
Speed And Direction Indicator, Aeroplane Stabilizer, Position Indicator, Automatic Pilot, Automatic Sighting Mechanism For Aircraft Guns, Gyroscopic Inclinometer, Beacon System For Night Flying, Automatic Steering For Dirigibles, Variable Pitch Propeller, Automatic Launching Device For Airplanes (!127)

WEAPONS:
Driving And Governing Means For Torpedoes, Electrical And Gyroscopic Apparatus For Torpedoes, Automatic Gun Pointing, Multiple Turret Target Indicator, System Of Gunfire Control, Submarine Mine, Wireless Controlled Aerial Torpedo, Gravity Bomb, Wakeless Torpedo, Bomb Site, Fire Control System. Method Of Gunfire Control For Battleships, Automatic Accelerator, Automatic Steering (1926)

OTHER PATENTS OF NOTE:
Multiple Patents For Power Gearing And Controllers For Electric Cars (Filed 1984-1896), Electric Vehicle &ndash (Filed 1898), Wireless Control System, Electrical Arc Light, Signaling System For Warships, and engines of all kinds.

Sperry&rsquos Companies

Inventor-entrepreneur Elmer A. Sperry was fond of launching new companies to manufacture new inventors and support his wide ranging interests, at times folding, morphing or selling off older companies even as he was forming new ones. He is perhaps most closely associated with the Sperry Gyroscope Co.:

&bull Sperry Electric Light, Motor, and Car Brake Co., founded at the age of 20 to manufacture Sperry&rsquos electric dynamos and arc lamp invention. (1880)

&bull Sperry Electric Mining Machine Co. (1888)

&bull The Elmer A. Sperry Co., for research and development work (1888)

&bull Sperry Streetcar and Electric Railway Co., for electric streetcars and their components (1894)

&bull Chicago Fuse Wire Co., (1900) and separately established an electro chemical laboratory in Washington, DC. , where he discovered a process for recovering tin from scrap metal.

&bull Sperry Gyroscope Co. (1910), founded to manufacture navigation equipment, chiefly his own inventions &ndash the marine gyrostabilizer and the gyrocompass. During World War I the company diversified into aircraft components, such as bomb sights, fire control systems, airplane stabilizers and autopilot.

&bull Sperry Development Co. (1926), Sperry Products Inc. and Sperry Rail Service - all associated with his rail detector and diesel engine products.

The Sperry companies that remained, including the Lawrence Sperry Aircraft Co., eventually became the Sperry Corp. several years after the deaths of both Elmer Sperry and his son Lawrence, with the maritime sector spinning off into Sperry Marine in 1997, which eventually became part of Northrup Grumman Corp., a worldwide supplier of navigation, communication, information and automation systems for commercial marine and naval markets.
Also a member of many engineering, aeronautical, maritime, industry and other scientifically-oriented organizations, Sperry founded at least two:

&bull Founder and charter member of the American Institute of Electrical Engineers
&bull Founder and charter member of the American Electro-Chemical Society

O'KANE-RICHARD

RADM Richard Hetherington "Dick" O'Kane USN Ret. graduated the Naval Academy in May 1934 and went to sea on USS Chester CA-27, then USS Pruitt DD-347. In 1938 he completed Submarine Training at New London and started his long connection with submarine service on the USS Argonaut SM-1. His next assignment was as Executive Office, USS Wahoo SS-238. The Wahoo completed five combat patrols during his assignment that ended in 1943.

Detached, he was ordered as Prospective Commanding Officer of a submarine so new that it was under construction when the orders were cut. After commissioning, October 1943, he was Commanding Officer, USS Tang SS-306. In five War Patrols the Tang sank 31 ships, one of the very top Pacific Campaign records for submarine achievement. One of his favorite tactics of attack was to take the Tang into an enemy convoy and attack ships ahead and behind in the heart of the convoy while avoiding escorting combat ships. He excelled at combat aircraft lifeguard duties to recover aviators. Off Truk Island Tang rescued 22 airmen (and one Japanese airman) in one mission, earning a Presidential Unit Citation one of two earned during his command of the Tang.

In the Formosa Sea O'Kane launched a spread of three torpedoes and the third circled back and sunk the Tang. O'Kane and eight of his crew survived the sinking but only five, including O'Kane survived being exposed to the cold water and were taken prisoner by the Japanese. O'Kane spent the remainder of the war at the Japanese Prisoner of War Camp, Omori Japan. He was later a witness at the Japanese War Crimes Trials.

He returned to active duty as CO, USS Pelias AS-14 with PACRESFLT, then as XO, USS Nereus AS-17. His next assignment was as COMSUBDIV 32, then as a student, Armed Forces Staff College, followed by Officer in Charge, Sub School, New London, and then back to sea as CO, USS Sperry AS-12. He completed his career as a student, Naval War College and then duty in Washington D.C., retiring as a Rear Admiral in 1957.

Other awards earned by RADM O'Kane are the Navy Commendation Medal W/V, Purple Heart, Combat Action Ribbon, Prisoner of War Medal, National Defense Service Medal with Fleet Clasp, Asiatic-Pacific Campaign Medal W/9 stars, World War II Victory Medal and National Defense Service Medal.

The Wardroom of the oldest active attack submarine in the Pacific Fleet carries a cribbage board presented to RADM O’Kane by the commissioning crew of the second USS TANG (SS-563). When decommissioned, the board transfers to the next oldest attack boat in the Pacific.

Rear Admiral O'Kane and his wife are buried at Arlington National Cemetery.

Submitted by Doug Bewall RMCM USN Ret.

RADM Richard Hetherton O’Kane, USN (Retired)

As Commanding Officer of the USS TANG SS-306, RADM O’Kane was credited with sinking 31 enemy merchant and Man-O-War ships, totaling 227,800 tons, during World War II.

Take a self-guided tour around the two miles of trail surrounding Lake Swano.

We invite you to walk the trails and watch the seasonal changes of the watershed.

While visiting GHC's Model Watershed, it is important to remember to: avoid damage to plants and erosion by staying on the trail carry out all your trash leave only footprints move quietly, observe more keep pets on a leash and pickup after them (waste bags provided at trailhead) and no unauthorized wheeled vehicles.

Don Samuelson was educated at Grays Harbor College (AS, Marine Biology 1962) Pacific Lutheran University (BS, Chemistry and Biology, 1965) Oregon State University (MS General Science, 1971) and the Evergreen State College (MES Environmental Studies, 1998).

Samuelson began his professional career as Navy radiation health officer aboard the submarine tender USS Sperry AS-12, San Diego, CA, from 1967-70. After earning his master's degree in 1971, he served as an analytical chemist and fish culturist for the U.S. Environmental Protection Agency, Corvallis, OR, working in salmonid toxicology (1971-74). Samuelson then served as a coastal marine field agent for the Washington Sea Grant Program (University of Washington) based at Grays Harbor College (1974-78). From 1978-2004 he directed and instructed the fisheries and wildlife program at Grays Harbor College. Samuelson retired from the Naval Reserve (rank of Captain in the Medical Service Corps) with over 30 years of service (June 1996). He has been a commercial salmon and charter boat fisherman for over 40 years. He currently holds a U.S. Coast Guard masters license (certified to operate 100-ton vessels out to 100 miles offshore).

Samuelson has been certified as a Professional Fisheries Scientist by the American Fisheries Society (AFS) since 1974. He is an active member of AFS, the Pacific Fisheries Biologists Association, and the American Institute of Fisheries Research Biologists.

The GHC Board of Trustees named the Model Watershed in Samuelson's honor in May, 2004.

The Alder Creek watershed and Lake Swano have a long and colorful history. Human activities, since Europeans settled the area, have played a significant role in the shaping of the present landscape. Early in this century much of the lower two-mile reach of Alder Creek was ditched to drain the low-lying area of South Aberdeen and facilitate street construction and urban development. Lake Swano itself is an artificial lake.

It was created in 1948 by Mr. Swano Katalinich, the owner of a gravel pit located on the east side of Alder Creek. In the process of building an access road to the gravel pit, Mr. Katalinich dammed the stream, forming a small reservoir behind the dam. This reservoir later became known as Lake Swano (Engle, et al. 1996).

The first Grays Harbor College classes were held on the present campus in 1958. Shortly thereafter, Dr. John M. Smith, a biology instructor began utilizing Lake Swano and its surroundings for educational purposes.

In 1962, the college purchased the Katalinich gravel pits, including the lake. During the following year the student council and campus clubs initiated the planning of a Swano Lake Improvement Project. The Engineers Club took the lead on the planning, but the project was never implemented. The project was revisited in 1969 when Dr. Smith and Dr. James Bicknell revised the plans. In 1970, Dr. Bicknell organized the Students for Environmental Action (SEA) group to construct a trail around the lake. A path was cleared along the east and west sides of the lake, but due to an apparent lack of interest and funding, the project was abandoned (Nice, 1989, Engle, et al. 1996).

During the 1970's, Dr. Smith and Don Samuelson, a fisheries instructor, developed a college fisheries program, utilizing the lake and Alder Creek as resources for salmon rearing. The first adult salmon returns resulting from their efforts was documented in 1974. In 1987 an Aquaculture Center, complete with a fish hatchery, was constructed along Alder Creek below the lake. The following year a fisheries habitat interpretive trail was constructed along the west side of Alder Creek, heading north from the hatchery (Engle, et al. 1996). This trail was a joint effort of the college and the Grays Harbor Poggie Club, with funding provided by the Ben B. Cheney Foundation.

In 1984, a Lake Swano Committee was formed to plan the construction of the trail around the lake. Two years later, with funding provided by the Associated Students of Grays Harbor College, the Fish and Wildlife Club greatly improved access to the lake by installing steps down the hillside from the Natural Sciences (300) Building. In 1989 a Trail Planning Team was formed. It included college, as well as off-campus representation. A year later, a foot path was established completely around the lake.

In 1992, the Grays Harbor College Model Watershed interpretive trail construction began in earnest when the college was awarded a Centennial Clean Water Fund grant from the Washington State Department of Ecology (DOE). The aim of the grant was to construct 1.5 miles of interpretive trail, develop water quality education curricula and an implementation strategy, develop and implement a water quality public awareness program, and develop a water quality enhancement strategy for the Lake Swano/Alder Creek watershed (Nice, 1993). Approximately 1.8 miles of trail were surveyed and designed under this project, and with construction assistance provided through Washington State Department of Natural Resources "Jobs for the Environment" funding, roughly 1.4 miles of trail were installed. Curricula were gathered, a curriculum guide was compiled, and a baseline study of the Lake Swano was performed. Interpretation research was conducted however, funding was inadequate to complete a comprehensive interpretive plan, thus only trail head signs were installed.

Funding for a second phase of the project was awarded to the college by DOE in 1996. This second phase called for the completion of Americans with Disabilities Act (ADA) accessible trails, development of an interpretive plan and installation of interpretive signs, implementation of a watershed education center plan, creation of a public awareness plan, and water quality monitoring and enhancement.

In 1999, community collaborations were established and the accessible interpretive trail was completed. Five years later, in May 2004, the GHC Board of Trustees named the Model Watershed in Don Samuelson's honor.

Today, the trail around Lake Swano is a popular destination for the Grays Harbor community. It has been the site of organized runs and employee fitness challenges. It is a gentle, well-developed loop trail of around 1.4 miles. It is an excellent choice for anyone looking for a quiet area to hike or jog. Leashed dogs are also welcome to enjoy the scenery. Please be a responsible pet owner and use the waste bags that have recently been added to the entrance of the trail.

12 American History Facts You Never Learned in School

There is only so much time in a school year and only so many facts your teacher can share, especially when it comes to U.S. history.

As a country that's been around since 1776, America has a pretty expansive history. And it's difficult to cover more than 240 years of wars, massacres, and milestones in your standard U.S. history class. As a resort, teachers are often forced to exclude a lot of major moments from their lessons and student are left without knowing American history facts that range from interesting to important. For example, did you know there was a molasses flood in Boston in 1919? Or that the Emancipation Proclamation didn't really free all enslaved people? Probably not, unless you spend all your free time consuming American history.

Although this list of interesting facts about the U.S. is far from complete, it is a solid representation of the good and bad moments that have shapes America. Share these at your next dinner party or keep them in mind for the next Trivia Night.

Astronaut Neil Armstrong is recorded as saying, "That's one small step for man, one giant leap for mankind," when he first stepped onto the moon in 1969, but he was probably misquoted.

Armstrong told reporters after the Apollo 11 mission that he actually said, "that's one small step for une man, one giant leap for mankind." That missing "a" would make a lot more sense, because without it, Armstrong is repeating himself and saying "That's one small step for man," as in all of mankind, and then "one giant leap for mankind."

According to Space.com, computer programmer Peter Shann Ford analyzed audio of the transmission from the moon in 2006, and found that there was a pause between "for" and "man," and the radio just may not have transmitted the "a."

The Great Molasses Flood of 1919 was ta sticky situation with deadly consequences. United States Industrial Alcohol, which used the molasses to make liquor and in ammunitions manufacturing, had stored the molasses in a tank build after World War 1, according to History.com. One of the company's employees reportedly told them that the tank had been leaking and wasn't structurally sound, but they never took action to fix it.

On, Jan. 15, 1919, when it was warmer than usual, the tank burst and unleashed 2.3 million gallons of molasses, which rushed out onto Boston's streets. A 15-foot wall of molasses reportedly crashed down Commercial Street going 35 miles per hour. It was so strong that the Boston Globe wrote that it caused buildings to &ldquocringe up as though they were made of pasteboard,&rdquo according to History.com. Overall, 21 people died and 150 were injured.

Until 1974, when the Equal Credit Opportunity Act passed, banks required single, widowed, or divorced women to bring a man to cosign any credit application they submitted, regardless of how much money they made, according to The Guardian. Even worse: they would discount the value of a woman's income "when considering how much credit to grant, by as much as 50%."

The year after, First Women's Bank, the first commercial bank owned by a woman, opened in New York City. Women's rights activist Betty Friedan (pictured) had an account there, according to The Guardian.

Harriet Tubman is well known as the woman who fled slavery and then helped lead other enslaved people to freedom through the Underground Railroad. But that's not all she did: On June 2, 1863, during the Civil War, she also led the Combahee Ferry Raid under Union Colonel James Montgomery, according to the National Museum of African American History and Culture. She was the first woman to lead a major military operation in the U.S. During that operation, she and 150 African American Union soldiers rescued more than 700 enslaved people.

During Prohibition in the U.S., federal officials ordered industrial alcohol manufacturers to "denature" their products with chemicals like kerosene, iodine, and chloroform, which not only made the alcohol taste worse than it already did, but it also often made it deadly. Around 1927, the Treasury Department also told manufacturers to add more methyl alcohol to their product, so that it comprised 10 percent of the total products, according to Slate.

Once Prohibition ended in 1933, some estimates accuse the government of being responsible for the deaths of 10,000 people through its alcohol poisoning program.

On July 28, 1969, police in New York City raided the Stonewall Inn, a popular gay club, reportedly because the club was serving liquor without a license. During that time, police often violently raided clubs and bars that they thought provided safe harbor for LGBTQ+ people, according to History.com.

In the early morning hours of June 28, police beat patrons of Stonewall with their nightsticks and drew their guns, but the patrons fought back. The raid led to a days-long violent uprising and protest, becoming one of the key historic markers for the start of the LGBTQ rights movement. Stonewall is still a club in New York City, though now it's also designated a national monument.

The Emancipation Proclamation wasn't written by Abraham Lincoln with the intention of abolishing slavery. The proclamation freed enslaved people in designated areas in the South, and it was actually written as part of Lincoln's military strategy, according to History.com.

It freed slaves in the South, but it exempted Confederate states already under Union control and border states like Delaware, Maryland, Kentucky, and Missouri. The Union and Confederacy had been at war for two years when Lincoln issued the proclamation, so it was meant to bolster support for the Union's cause.

Slavery wasn't completely abolished until the 13th Amendment, which banned slavery, was added to the U.S. Constitution. Raquel White writes that "a clause in the amendment, however, says that it is illegal to enslave anyone unless they are a criminal." That amendment has allowed mass incarceration, where inmates work without pay often in inhumane conditions, to persist in the modern day U.S.

According to NPR, hundreds of Nazis settled in the United States after the war. According to the book and review, many entered the country one by one and served as spies for American intelligence officials. They were able to start over, living under false names so as to protect their identities and past.

In the 1940s, Zoot Suits &mdash a loose fitting pair of pants and jacket &mdash were commonly worn by Latino, Black, and other men of color, according to the Smithsonian website. But what some saw as a fashion statement, many saw as an insult towards America and its soldiers, given the wartime rations on fabric. As a result, the summer of 1943 was filled with attacks of members of these minority communities in Los Angeles, according to History. In an effort to stop the attacks, the Los Angeles City Council issued a ban on Zoot Suits.

Not all (if any) Native Americans moved to urban areas by choice. The Indian Relocation Act of 195, which dissolved federal recognition of most tribes and ended federal funding for reservations, made it difficult for families to stay on land that was rightfully theirs, according to the Atlantic.

In order to receive FDA approval and bring their oral contraceptive to the market in the 1950s, Gregory Pincus and John Rock needed to conduct a large-scale human study. But rather than go through the proper channels, they decided to take a short cut through Puerto Rico. According to PBS, the duo traveled to the U.S. territory and solicited poor, uneducated women to participate in their trial. Though the trial's researcher noted that the pill was 100% effective, she also reported numerous side effects like bloating and nausea, which Pincus and Rock reportedly felt were minor compared to the benefits. Additionally, three women died during the trial.

With over 800 injured and an immeasurable amount of deaths, the Tulsa race massacre of 1921 is considered the single worst incident of racial violence in American history by the Oklahoma Historical Society. The incident began when a 19-year old Black man was accused of assaulting a 17-year old white female in an elevator. A mob of more than 2,000 white residents gathered demanding justice for the supposed crime and began attacking Tulsa which was then known as the Black Wall Street of America.

Around 10,000 Black citizens were left homeless with $1.5 million in property and $750,000 in personal damage done. This vibrant and successful Black neighborhood was leveled within days leaving no trace of its progressive former self. The incident is rarely ever mentioned in schools across America.

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