Aircraft Carriers Quotes

What in the hell is going on around here?” she yelled. “Could you guys keep it down to aircraft-carrier noise?

How skillful to tax the middle class to pay for the relief of the poor, building resentment on top of humiliation! How adroit to bus poor black youngsters into poor white neighborhoods, in a violent exchange of impoverished schools, while the schools of the rich remain untouched and the wealth of the nation, doled out carefully where children need free milk, is drained for billion-dollar aircraft carriers. How ingenious to meet the demands of blacks and women for equality by giving them small special benefits, and setting them in competition with everyone else for jobs made scares by an irrational, wasteful system. How wise to turn the fear and anger of the majority toward a class of criminals bred - by economic inequity - faster than they can be put away, deflecting attention from the huge thefts of national resources carried out within the law by men in executive offices.

Before the first streaks of light at dawn on December 7, 275 miles north of Oahu, the six (Japanese) carriers of the Striking Force turned into the southeast wind. Pounding into heavy swells at high speed, the carriers pitched severely with thunderous impact. The wind, surging seas, and roar of warming aircraft engines made communications possible only by hand signals and handheld signal lamps. Salt spray reached the high flight decks, and Commander Fuchida, the group leader, was very concerned about the conditions for launching planes. If this had been a training exercise the launch might have been delayed until conditions improved. However, this was not an exercise, and there would be no delay.

And why did men insist on buying the largest size? Didn’t they understand the concept of sizes? Did they think buying a magnum sized condom was going to fool me into thinking their Toyota Camery was an aircraft carrier?

America pays defense contractors to build aircraft carriers. Google pays brilliant programmers to do whatever the hell they want.

After the Battle of Midway it was clear that the Pacific war would be won by planes launched from ships. Both Japan and the United States began crash programs to build aircraft carriers as fast as possible. During 1943 and 1944, Japan produced seven of these huge, costly vessels. In the same period, the United States produced ninety.

Paying attention is more important to reliability than moving slowly. Because he pays close attention, a Navy pilot can land a 40,000 lb. aircraft at 140 miles per hour on a pitching carrier deck, at night, more safely than the average teenager can cut a bagel.

War is easier than peace. The government elects to punish an enemy it perceives as weak because it is easier to send an aircraft carrier to the Persian Gulf than to attempt the harder task of making American society not so wretchedly defaced by its hungry children, its crowded prisons, and its corporate thieves....

For anyone who wants to understand the art of storytelling, this film [The Hunt for Red October] should suffice; one wonders why universities persist in teaching narrative principles on the basis of Propp, Greimas or other such punishing curricula, instead of investing in a projection room. Premise, plot, protagonists, adventures, quest, heroes and other stimulants: all you need is Sean Connery in the uniform of a Russian submarine officer and a few well-placed aircraft carriers.

President Obama dropped the term 'war on terror', and rightly so. Terrorism is not an enemy but a type of warfare that may or may not be adopted by an enemy. Imagine if, after Pearl Harbor, an attack that relied on aircraft carriers, President Roosevelt had declared a global war on naval aviation. By focusing on terrorism instead of al Qaeda or radical Islam, Bush elevated a specific kind of assault to a position that shaped American global strategy, which left the United States strategically off-balance. Obama may have clarified the nomenclature, but he left in place a significant portion of the imbalance, which is an obsession with the threat of terrorist attacks. As we consider presidential options in the coming decade, it appears imperative that we clear up just how much of a threat terrorism actually presents and what that threat means for U.S. policy.

In her more compassionate moments, Mamaw asked if it made any sense that our society could afford aircraft carriers but not drug treatment facilities—like Mom’s—for everyone.

If Helen had the face that launched a thousand ships, Kelly would have made those guys invent aircraft carriers.

How skillful to tax the middle class to pay for the relief of the poor, building resentment on top of humiliation! How adroit to bus poor black youngsters into poor white neighborhoods, in a violent exchange of impoverished schools, while the schools of the rich remain untouched and the wealth of the nation, doled out carefully where children need free milk, is drained for billion-dollar aircraft carriers. How ingenious to meet the demands of blacks and women for equality by giving them small special benefits, and setting them in competition with everyone else for jobs made scarce by an irrational, wasteful system. How wise to turn the fear and anger of the majority toward a class of criminals bred—by economic inequity—faster than they can be put away, deflecting attention from the huge thefts of national resources carried out within the law by men in executive offices.

She and Don were taken to a hangar where a pair of F-15 fighter jets were waiting: his and hers, as it turned out. “Why?” Don asked uneasily. “We’re taking you to the U.S.S. William Jefferson Clinton.” “An aircraft carrier?

US Ship: Please change course 0.5 degrees to the south to avoid a collision. CND reply: Recommend you divert your course 15 degrees to the South to avoid a collision. US Ship: This is the Captain of a US Navy Ship. I say again, divert your course. CND reply: No. I say again, you divert YOUR course! US Ship: THIS IS THE AIRCRAFT CARRIER USS CORAL SEA, WE ARE A LARGE WARSHIP OF THE US NAVY. DIVERT YOUR COURSE NOW!! CND reply: This is a lighthouse. Your call.

He told me later that he was surprised to learn that with flat surfaces the amount of radar energy returning to the sender is independent of the target’s size. A small airplane, a bomber, an aircraft carrier, all with the same shape, will have identical radar cross sections.

The dining table was covered with platters of food: everything and pumpernickel bagels, everything minibagels, everything flagels, bialys, cream cheese, scallion cream cheese, salmon spread, tofu spread, smoked and pickled fish, pitch-black brownies with white chocolate swirls like square universes, blondies, rugelach, out-of-season hamantaschen (strawberry, prune, and poppy seed), and “salads”—Jews apply the word salad to anything that can’t be held in one’s hand: cucumber salad, whitefish and tuna and baked salmon salad, lentil salad, pasta salad, quinoa salad. And there was purple soda, and black coffee, and Diet Coke, and black tea, and enough seltzer to float an aircraft carrier, and Kedem grape juice—a liquid more Jewish than Jewish blood. And there were pickles, a few kinds. Capers don’t belong in any food, but the capers that every spoon had tried to avoid had found their way into foods in which they really didn’t belong, like someone’s half-empty half-decaf. And at the center of the table, impossibly dense kugels bent light and time around them. It was too much food by a factor of ten. But it had to be.

Submarines are the worst. Even the largest feel cramped. The last time I was aboard one, we weren’t even allowed to work out. The gym was located on the other side of the nuclear reactor from our quarters, and we weren’t authorized to pass through the reactor area to get there. Aircraft carriers are a hell of a lot larger, but they can be just as boring. At least they have lounges where you can play video games and there are no restrictions on getting to the gym to blow off steam. In fact, on one occasion, we were specifically requested to go to the gym by the CO. We were on the Kitty Hawk when they were having a problem with gangs. Apparently, some punk sailors who were gang members were causing quite a discipline problem aboard ship. The CO of the boat pulled us over and told us when the gang used the gym. So we went down to work out, locked the door behind us, and fixed the gang problem.

After the Battle of Midway it was clear that the Pacific war would be won by planes launched from ships. Both Japan and the United States began crash programmes to build aircraft carriers as fast as possible. During 1943 and 1944, Japan produced seven of these huge, costly vessels. In the same period, the United States produced ninety.

Churchill created the Royal Naval Air Service, which had fifty planes by 1914, and pioneered the concept of aerial bombing of Zeppelin airship aerodromes and German lines of communication. The first successful launch of a plane off the deck of a battleship took place in January 1912, and some military historians see Churchill as the father of the modern aircraft carrier.

I went on writing reviews for the newspaper, and critical articles crying out for a different approach to culture, as even the most inattentive reader could hardly fail to notice if he scratched the surface a little, critical articles crying out, indeed begging, for a return to the Greek and Latin greats, to the Troubadours, to the dolce stil nuovo and the classics of Spain, France and England, more culture! more culture! read Whitman and Pound and Eliot, read Neruda and Borges and Vallejo, read Victor Hugo, for God’s sake, and Tolstoy, and proudly I cried myself hoarse in the desert, but my vociferations and on occasions my howling could only be heard by those who were able to scratch the surface of my writings with the nails of their index fingers, and they were not many, but enough for me, and life went on and on and on, like a necklace of rice grains, on each grain of which a landscape had been painted, tiny grains and microscopic landscapes, and I knew that everyone was putting that necklace on and wearing it, but no one had the patience or the strength or the courage to take it off and look at it closely and decipher each landscape grain by grain, partly because to do so required the vision of a lynx or an eagle, and partly because the landscapes usually turned out to contain unpleasant surprises like coffins, makeshift cemeteries, ghost towns, the void and the horror, the smallness of being and its ridiculous will, people watching television, people going to football matches, boredom navigating the Chilean imagination like an enormous aircraft carrier. And that’s the truth. We were bored. We intellectuals. Because you can't read all day and all night. You can't write all day and all night. Splendid isolation has never been our style...

Navy: Please divert your course 15 degrees to the North to avoid a collision. Civilian: Recommend you divert your course 15 degrees to South to avoid a collision. Navy: This is the Captain of a US Navy ship. I say again, divert your course. Civilian: No, I say again, divert your course. Navy: This is the aircraft carrier Enterprise. We are a large warship of the US Navy. Divert your course now!! Civilian: This is a lighthouse. Your call.” Canadian naval radio conversation38

While our land forces are for unpredictable contingencies, our sea and air forces secure the global commons. The navy is our away team: its operations tempo around the world is the same, whether in peacetime or wartime. So crucial is our navy that were just one of America’s eleven aircraft carriers sunk or disabled by an enemy combatant, it would constitute a national disaster in strategic and reputational terms as devastating as 9/11. Manifest Destiny, the conquest of a continent with its unleashing of vast economic wealth and national will, reaches a point of concision here at Naval Base San Diego. It is a fitting end to my journey.

The buzz about Google these days is that it's like America itself: still the biggest game in town, but inevitably and irrevocably on the decline. Both are superpowers with unmatched resources, but both are faced with fast-growing rivals, and both will eventually be eclipsed. For America, that rival is China. For Google, it's Facebook. (This is all from tech-gossip blogs, so take it with a grain of salt. They also say a startup called MonkeyMoney is going to be huge next year.) But here's the difference: staring down the inevitable, America pays defense contractors to build aircraft carriers. Google pays brilliant programmers to do whatever they want.

Marine Captain Bankson T. Holcomb, Jr., a Japanese-language officer detached from Pearl Harbor’s codebreaking unit, picked up a transmission by a Japanese patrol pilot (probably the same one that had been picked up by the carrier’s radar). The aircraft had reached the end of its patrol route and the pilot had “nothing to report.

IN OCTOBER 2006, A US NAVAL SUPERCARRIER GROUP LED by the 1,000-foot USS Kitty Hawk was confidently sailing through the East China Sea between southern Japan and Taiwan, minding everyone’s business, when, without warning, a Chinese navy submarine surfaced in the middle of the group. An American aircraft carrier of that size is surrounded by about twelve other warships, with air cover above and submarine cover below. The Chinese vessel, a Song-class attack submarine, may well be very quiet when running on electric power but, still, this was the equivalent to Pepsi-Cola’s management popping up in a Coca-Cola board meeting after listening under the table for half an hour.

no one defined my role as a Pigeon more eloquently that President Reagan during the course of Operation Carrier Pigeon. The cryptic "pigeon language" utilized by all participants in the operation was intermixed with Wizard of Oz, Alice in Wonderland, and “Genie in the Bottle” cryptic programming themes. While Pigeon meant messenger, "Carrier Pigeon" referred to the U.S. Air Force aircraft that actually transported the arms and drugs. "Pigeon Droppings" included the sometimes multi-national dispersal of the arms and drugs after they reached their destination. "Pigeon Holing" meant covering up the criminal activity. These definitions, as I understood them then and understand them now, may well include deeper, more diverse meanings than I have perceived.

But here am I, riding this steel behemoth – the most ominous killing machine ever conceived; a weapon of war with the innocuous name of carrier. It transports our crew and air wing personnel to the Oriental dens of sin. It takes us to the blood-soaked terrain of the Vietnamese. It is, in a single thought, one of the most obscene but amazingly brilliant products of human ingenuity.

In early 2016, Amazon was given a license by the Federal Maritime Commission to implement ocean freight services as an Ocean Transportation Intermediary. So, Amazon can now ship others’ goods. This new service, dubbed Fulfillment by Amazon (FBA), won’t do much directly for individual consumers. But it will allow Amazon’s Chinese partners to more easily and cost-effectively get their products across the Pacific in containers. Want to bet how long it will take Amazon to dominate the oceanic transport business? 67 The market to ship stuff (mostly) across the Pacific is a $ 350 billion business, but a low-margin one. Shippers charge $ 1,300 to ship a forty-foot container holding up to 10,000 units of product (13 cents per unit, or just under $ 10 to deliver a flatscreen TV). It’s a down-and-dirty business, unless you’re Amazon. The biggest component of that cost comes from labor: unloading and loading the ships and the paperwork. Amazon can deploy hardware (robotics) and software to reduce these costs. Combined with the company’s fledgling aircraft fleet, this could prove another huge business for Amazon. 68 Between drones, 757/ 767s, tractor trailers, trans-Pacific shipping, and retired military generals (no joke) who oversaw the world’s most complex logistics operations (try supplying submarines and aircraft carriers that don’t surface or dock more than once every six months), Amazon is building the most robust logistics infrastructure in history. If you’re like me, this can only leave you in awe: I can’t even make sure I have Gatorade in the fridge when I need it.

it was probably more dangerous to remain aboard the fuel- and explosive-laden jeep carrier than to take off and glide-bomb a Japanese capital ship. As Leonard Moser, a plane captain on the Fanshaw Bay, was changing a carburetor on a VC-68 aircraft, half a dozen pilots hovered nearby, coveting a chance to climb into that cockpit and get their tails off the ship. The aviation machinist’s mate finished the job, then climbed up into the cockpit. “What are you doing?” one of the pilots asked. “I’m going to check this damn engine out,” Moser said, “and then go find a hole to hide in.” The pilot said that he would do his own engine check this time, thank you very much. Moser stepped aside. “He got in, started it up, and took off with a cold motor. My helper didn’t even have all of the cowling on. That pilot was glad to leave.

Astrophage has a predator!” There’s a whole biosphere at Adrian. Not just Astrophage. There’s even an active biosphere within the Petrova line. This is where it all started. Has to be. How else can we explain countless extremely different life-forms that all evolved to migrate in space? They all came from the same genetic root. Astrophage was just one of many, many life-forms that evolved here. And with all life, there is variance and predation. Adrian isn’t just some planet that Astrophage infected. It’s the Astrophage homeworld! And it’s the home of Astrophage’s predators. “This is amazing!” I yell. “If we find a predator…” “We take home!” Rocky says, two octaves higher than normal. “It eat Astrophage, breed, eat more Astrophage, breed, eat more more more! Stars saved!” “Yes!” I press my knuckles against the tunnel wall. “Fist-bump!” “What, question?” I rap the tunnel again. “This. Do this.” He emulates my gesture against the wall opposite my hand. “Celebration!” I say. “Celebration!” The crew of the Hail Mary sat on the couch in the break room, each with their drink of choice. Commander Yáo had a German beer, Engineer Ilyukhina had a distressingly large tumbler of vodka, and Science Specialist DuBois had a glass of 2003 Cabernet Sauvignon that he had poured ten minutes in advance to ensure it had time to breathe. The break room itself had been a struggle to arrange. Stratt didn’t like anything that wasn’t directly related to the mission, and an aircraft carrier wasn’t exactly overflowing with extra space. Still, with more than a hundred scientists from all over the world demanding a place to relax, she had relented. A small room in the corner of the hangar deck was built to house the “extravagance.” Dozens of people crowded into the room and watched the TV feed on the wall-mounted monitor. By silent agreement, the crew got to sit on the couch.

The Ten Ways to Evaluate a Market provide a back-of-the-napkin method you can use to identify the attractiveness of any potential market. Rate each of the ten factors below on a scale of 0 to 10, where 0 is terrible and 10 fantastic. When in doubt, be conservative in your estimate: Urgency. How badly do people want or need this right now? (Renting an old movie is low urgency; seeing the first showing of a new movie on opening night is high urgency, since it only happens once.) Market Size. How many people are purchasing things like this? (The market for underwater basket-weaving courses is very small; the market for cancer cures is massive.) Pricing Potential. What is the highest price a typical purchaser would be willing to spend for a solution? (Lollipops sell for $0.05; aircraft carriers sell for billions.) Cost of Customer Acquisition. How easy is it to acquire a new customer? On average, how much will it cost to generate a sale, in both money and effort? (Restaurants built on high-traffic interstate highways spend little to bring in new customers. Government contractors can spend millions landing major procurement deals.) Cost of Value Delivery. How much will it cost to create and deliver the value offered, in both money and effort? (Delivering files via the internet is almost free; inventing a product and building a factory costs millions.) Uniqueness of Offer. How unique is your offer versus competing offerings in the market, and how easy is it for potential competitors to copy you? (There are many hair salons but very few companies that offer private space travel.) Speed to Market. How soon can you create something to sell? (You can offer to mow a neighbor’s lawn in minutes; opening a bank can take years.) Up-front Investment. How much will you have to invest before you’re ready to sell? (To be a housekeeper, all you need is a set of inexpensive cleaning products. To mine for gold, you need millions to purchase land and excavating equipment.) Upsell Potential. Are there related secondary offers that you could also present to purchasing customers? (Customers who purchase razors need shaving cream and extra blades as well; buy a Frisbee and you won’t need another unless you lose it.) Evergreen Potential. Once the initial offer has been created, how much additional work will you have to put in in order to continue selling? (Business consulting requires ongoing work to get paid; a book can be produced once and then sold over and over as is.) When you’re done with your assessment, add up the score. If the score is 50 or below, move on to another idea—there are better places to invest your energy and resources. If the score is 75 or above, you have a very promising idea—full speed ahead. Anything between 50 and 75 has the potential to pay the bills but won’t be a home run without a huge investment of energy and resources.

indistinguishable from Delta. Gumm said the pi­lot-train­ing plan is an­oth­er way in which En­deav­or is re­bound­ing as a top-flight pas­sen­ger car­ri­er. The airline was renamed Endeavor after the former Pinnacle Airlines emerged from bankruptcy in 2013. At­lan­ta-based Delta, which ac­quired North­west Airlines in 2008, em­ploys near­ly 80,000 peo­ple around the globe and op­er­ates a fleet of 700 air­craft. Neal St. Anthony

There is a wealth of time and money the size of an aircraft carrier for planning wars, but the amount of time and money for helping soldiers when they get home is more akin to the size of a guillotine.

The region is one of the world’s fastest-growing aviation markets. Its 50-odd carriers are awaiting delivery of 1,600 new planes, about the same number as are in their fleets today. Boeing, an American planemaker, thinks regional airlines will need to order more than 3,000 new aircraft over the next 20 years.

One day the fighter pilot guided from the ground will chase, at supersonic speed, the atom-bomb carrier for scores of miles high up in the stratosphere. But science must not become an aim in itself. Only the spirit of attack borne in a brave heart will bring a success to any fighter aircraft, no matter how highly developed it may be.

In his outstanding book Why the Allies Won (1995), the British historian Richard Overy analyses the outcomes of the Second World War, which were not, he claims, a given. One explanation he offers is the German army’s attempt to optimise use of its military munitions at the expense of tactical combat efficiency. At one point in the war, the Germans had no fewer than 425 different kinds of aircraft, 151 kinds of trucks, and 150 kinds of motorcycles. The price they paid for the technical superiority of German-made munitions was difficulty in mass-production, which was ultimately more important from a strategic point of view. In the decisive battles fought in Russia, one German force had to carry approximately one million spare parts for hundreds of types of armed carriers, trucks and motorcycles. The Russians, in contrast, used only two types of tanks, making for much simpler munitions maintenance during war. It was ‘good enough’ for them.

Today we say goodbye to a proud warrior. As we leave, each of us will take our members of [USS} Midway with us...you guys were the 'Magic.' It was a privilege to sail with you.

the spokesman of the Indonesian Ministry of Foreign Affairs said that he could not understand why an aircraft carrier was needed for that purpose. ‘We understand what a father feels at the loss of his son . . . ; from a human perspective we understand how everyone is prepared to help in the search. We do not understand why that would require an aircraft carrier.

Naval and occasionally land-based air power turned the great sea battles—the fighting near Singapore, the chase of the Bismarck, the Coral Sea, Midway, the fight over the Marianas, Leyte Gulf, and Okinawa—mostly into contests of carrier-based aircraft attacking with impunity any enemy ships except like kind.

What can I do now? What is the purpose of my life? I have four point five billion dollars and an international oil company. But what good is all that? Humans have surely invested more than forty-five billion dollars in saving species near extinction. And probably more than four hundred and fifty billion has already been spent on saving the environment from degradation. But what’s the use? Civilization continues to follow its path of destruction of all life on Earth except humans. Four point five billion is enough to build an aircraft carrier, but even if we build a thousand aircraft carriers, it would be impossible to stop the madness of humanity.

Given this American interest, how might war between the United States and China develop? Assume the year is 2010. American troops are out of Korea, which has been reunified, and the United States has a greatly reduced military presence in Japan. Taiwan and mainland China have reached an accommodation in which Taiwan continues to have most of its de facto independence but explicitly acknowledges Beijing’s suzerainty and with China’s sponsorship has been admitted to the United Nations on the model of Ukraine and Belorussia in 1946. The development of the oil resources in the South China Sea has proceeded apace, largely under Chinese auspices but with some areas under Vietnamese control being developed by American companies. Its confidence boosted by its new power projection capabilities, China announces that it will establish its full control of the entire sea, over all of which it has always claimed sovereignty. The Vietnamese resist and fighting occurs between Chinese and Vietnamese warships. The Chinese, eager to revenge their 1979 humiliation, invade Vietnam. The Vietnamese appeal for American assistance. The Chinese warn the United States to stay out. Japan and the other nations in Asia dither. The United States says it cannot accept Chinese conquest of Vietnam, calls for economic sanctions against China, and dispatches one of its few remaining carrier task forces to the South China Sea. The Chinese denounce this as a violation of Chinese territorial waters and launch air strikes against the task force. Efforts by the U.N. secretary general and the Japanese prime minister to negotiate a cease-fire fail, and the fighting spreads elsewhere in East Asia. Japan prohibits the use of U.S. bases in Japan for action against China, the United States ignores that prohibition, and Japan announces its neutrality and quarantines the bases. Chinese submarines and land-based aircraft operating from both Taiwan and the mainland impose serious damage on U.S. ships and facilities in East Asia. Meanwhile Chinese ground forces enter Hanoi and occupy large portions of Vietnam.

HOW TO LAND ON AN AIRCRAFT CARRIER

HOW TO LAND ON A HOSTILE AIRCRAFT CARRIER

HOW TO LAND A SHUTTLE IF IT’S ATTACHED TO THE CARRIER AIRCRAFT

We cannot always know where the line exactly falls between justified and unjustified uses of state force. But both in crafting laws and enforcing them: when in doubt, err toward liberty. Better that the government let some offenses go unmanaged than seek to totally manage them all and, in so doing, intrude too far, upon the innocent. If for no other reason: it is far easier to right a crooked life than a crooked law. The former is free to change as soon as error is brought to light, while the latter—to borrow a metaphor from President Obama—constitutes a veritable aircraft carrier slow to steer back on course. We carve our opinions into the stone of the state at our peril, for human error is inevitable, and these are hard opinions to retract.

Soon we were at Camp Eagle, a U.S. military base near Tuzla in Bosnia. The Tuzla airstrip was in constant use, sending planes to bomb the Taliban. As I talked to the service members there, I learned that before Camp Eagle had mostly been a peacekeeping mission to keep the Bosnian War from being reignited. They talked about having to be careful of landmines left behind. “I’m staying put with you guys then,” I said. I was mortified that before I came there, I had never even heard of Bosnia, and certainly didn’t know that American troops were there. When I’d reached out to the USO to volunteer to perform for service members, I’d had a vision of these sorts of big brothers and sisters in the military coming in to save the day. I was gonna put on this big show for them, high-octane with lots of red, white, and blue peekaboo clothes that I felt I had to wear for them. I even had a bikini top made from parachute material to go with army pants. But when I met actual service members, I wasn’t prepared for them to be so young. They were all my age or even younger. I did “God Bless America” as my last song at each stop, a capella, and Bosnia is where things changed. It was right at that first “stand beside her and guide her.” These men and women started to sing along with me, and I noticed they were just bawling their eyes out, so of course I did, too, and I knew that this was more than a song. It was a prayer. They just wanted to be with the people they loved, in the prairies, the mountains, and, yes, the rivers. I was so privileged to share in that moment. I have done a lot of singing at bases and aircraft carriers since, and every time I do “God Bless America,” I ask everyone to sing along. “I don’t care if you think you can’t sing,” I say. “I want to hear you.

China has invested heavily in asymmetric systems designed to get the biggest bang for the buck. The Chinese have pioneered antisatellite technology, developed the means to counter stealth bombers, invested heavily in cyber intrusion, and built missiles costing a few million dollars that can sink a $4 billion American aircraft carrier.13 The missile price was so low—and the capability so high—because the missile may have been based on stolen American technology.

You were Air Force?” “Does it show?” he asked, coming out of his chair and introducing himself with a handshake. Maybe it did show, she thought, as she looked more closely. Maybe it helped explain the hard handshake and the riveting grip of those eyes. She wanted to like him right away, which only fueled her suspicion of him. “Aircraft carriers, land-based, or what?” she asked.

If you can’t fit your house in an airplane, you could try putting it on one. That’s how NASA transported the Space Shuttles across the country using a specialized Boeing 747 which carried the Shuttle on its back. To carry the Space Shuttle orbiter, the carrier aircraft has a special mount that protrudes from the top of the fuselage. This mount fits into a socket in the belly of the Shuttle orbiter. Next to the mount is an instructional plaque, which features the single best joke in the history of the aerospace industry: ATTACH ORBITER HERE NOTE: BLACK SIDE DOWN

Type for type, ships in general, and warships in particular, have always been bigger than their land-bound equivalents, often representing by far the largest and most complicated movable machines produced by, and at the disposal of, a given society at a given time and place. This was true in regard to the junks of pre-modern China, the galleys and sailing ships of the ancient Mediterranean, and the cogs of medieval Europe. As even a casual glance at a nuclear-propelled aircraft carrier of 90,000 tons burden will confirm, that still remains true today.

How long American naval superiority will last is uncertain, but as to whether or not it matters, history shows the answer to be a resounding yes. China holds approximately $1.2 trillion of United States debt. In a global economy of friendly competition, many view this as a matter of course. But what if China used $12 billion of this debt—1 percent—to deploy an aircraft carrier operating off each coast of the United States? The dynamics suddenly change. Whether the threat comes from another country or from machine-gun-toting pirates or suicide terrorists, an international economy requires naval power.

My feet catch the roof like the arrester hook of a fighter jet coming into an aircraft carrier.

The steeper angle of a true dive bombing run (about 70 degrees) was far less vulnerable to flak and far more accurate. Japanese carriers had thin unarmored flight decks, and on board the ships there were hundreds of aircraft, many of them being refuelled and re-armed. All the factors were now aligned for a devastating attack. Yorktown’s

Ironically, the last aircraft carrier to sink as a result of the Battle of Midway was an American one. By the early afternoon on June 6, there was some optimism about the prospect of saving the Yorktown, as salvage crews had put out the fires and stabilised the vessel using pumps. The Yorktown was also surrounded by 6 protective destroyers as an escort. However, these destroyers failed to detect the Japanese submarine I-168, which crept to within easy torpedo range. In the middle of the afternoon on June 6, the submarine fired four torpedoes, two of which punched through the Yorktown’s hull, causing more extensive flooding. The third hit the destroyer Hammann, sinking the destroyer within three minutes and causing mass casualties. The fourth torpedo missed, and the I168 was chased off by the remaining American destroyers.

The organization of high-tempo air operations from carriers remains an extremely challenging proposition even today, but in June 1942, the Japanese were world leaders in this field. Their fleet carriers would typically hold about 90 aircraft, confined into a very tight space. There were two hangar decks, with lifts connecting them to the flight deck above. Japanese ground crews were very well trained, with the result that they could turn around aircraft much faster than their British or American counterparts. Nonetheless, these were crowded ships, and they were already coming under attack from the Midway-based American aircraft. Furthermore, in addition to switching armament for Nagumo’s reserve bomber force, the crews were maintaining a rotating force of covering fighters. There were always Zeros on deck waiting to take off, being refuelled, or just having landed. Hoisting heavy torpedoes into the bomb bays of the Kates was also a very skilled operation that only specialist torpedo armorers were able to undertake. In short, this was a recipe for delay and confusion, even given the superb quality of the Japanese ground crew, and as Nagumo changed his mind twice in the span of less than an hour, the issues the Japanese faced on the carriers were exacerbated. 

When the necessary is impossible but the impossible is necessary, when no power wants to own the World of Disorder but, increasingly, no power can ignore it, it is going to take these hybrid combinations of drones and walls, aircraft carriers and Peace Corps volunteers, plus chickens, gardens, and Webs, to begin to create stability in the age of accelerations. Since

One of the real reasons that Russia’s President Vladimir Putin is so intent on remaining loyal to Syria’s Dictator Bashar Al-Assad, is that in January 2017, Russia and Syria signed a lease to extend Russia's control of its naval facility in the port of Tartus, Syria for 49 years. As with the United States Naval Base in Guantanamo, Cuba, the Russians have sovereign rights over the territory, considered a Material-Technical Support Point and not technically a naval base. The piers are large enough to accommodate four medium-sized vessels but not any of their larger ships of the line, including cruisers or their aircraft carrier. The facility which gives Russia a warm water port, consists of office space, two storage buildings, barracks and a parking garage for about six vehicles. Under the terms of this lease agreement, the Russians also operate Khmeimim Air Base located south-east of the city of Latakia, Syria. The present lease for these military facilities has an extension clause for an additional 25 years.

He parked in front of a wooden shack with a gaudy sign out front: THE HALA KAHIKI LOUNGE. “You’re gonna love this.” The inside was a movie set for a late-night jungle melodrama on WGN: walls of grimacing island gods, plastic leis and paper lanterns, and enough bamboo to build an Indonesian aircraft carrier. “Don’t worry, the Pusateris don’t have a piece of this.” Matty didn’t know he should have been worried about that until he mentioned it.

Sometimes, just to see what was happening, my father would drive to the airport…. Before my birth, during the “Roaring 20’s” Newark Airport was the first major airport to serve the greater New York area. It was opened for traffic on October 1, 1928, on 68 acres of reclaimed marshland adjacent to the Passaic River. The Port Authority of New York and New Jersey later took it over from the Army Air Corps and in 1948 started a major expansion and improvement program. Driving by and seeing activity from the road, we drove to where Eastern Airlines had a shiny new DC-3 on display, and as luck would have it, it was open to the public. It was an exciting moment when I boarded this aircraft and discovered that it was first constructed in 1934, the same year I was born. An example of modern technology, it was the first modern airliner and the forerunner of commercial aviation. The DC-3 was used during World War II, when the military version was identified as the C-47. After the war it continued as the primary carrier keeping Berlin open during the Berlin Airlift. On June 24, 1948 the Soviets prevented access to Berlin to the Western Allies’. Two days after the Soviet (Russians) announcement of the blockade, the United States Air Force airlifted the first cargo into Berlin. The American nicknamed the effort, "Operation Vittles," while British pilots dubbed the operation "Plain Fare." In July 1948, the operation was renamed the Combined Airlift Taskforce. Normal daily food requirements for Berlin were 2,000 tons with coal, for heating homes, being the number one commodity and two -thirds of all the tonnage flown in. The airlift ended on May 12, 1949 when the Soviets realized that the blockade wasn’t effective against the “Allied Resolve” and reopened the roads into Berlin.

The Japanese and the Americans were 200 miles apart, with the Japanese northeast of the Americans. Each side had two carriers: Japan’s Shōkaku and Zuikaku and America’s Yorktown and Lexington. The Americans could launch 121 aircraft, the Japanese 122.

The Americans lost the carrier Lexington, the destroyerSims, the tanker Neosho, and 69 aircraft.

F-35C & The South China Sea... Now what could possibly go wrong with that combination? I guess China will now be looking for that needle in a haystack.

Today new weapons, from fighter planes to aircraft carriers, are often obsolete by the time they are in service. The world’s arsenals are immense: it is estimated that there are over a billion small arms alone in the world and, at the other extreme, nuclear weapons capable of destroying humanity several times over. And serious disarmament measures remain more distant than ever. Yet so many of us, our leaders included, still talk of war as a reasonable and manageable tool. CHAPTER 4 MODERN WAR “From this place, and from this day forth, begins a new era in the history of the world, and you can all say that you were present at its birth.” —GOETHE

And here’s Professor Shen Dingli of Fudan University, speaking of India, China’s regional rival: “China actually has many ways to hurt India. China could send an aircraft carrier to the Gwadar port in Pakistan. China turned down Pakistan’s offer to station military units in the country. If India forces China to do that, of course we can put a navy at your doorstep.”94

After nightfall, when most of the American planes had been taken aboard, a new formation of planes arrived over the task force. First, the drone of their engines could be heard above the cloud cover; then they slipped into view, at about the height of the Lexington’s masts. “These planes were in very good formation,” recalled Lieutenant Commander Stroop. They had their navigation lights on, indicating that they intended to land. But many observers on both carriers and several of the screening vessels noted that something was awry. Captain Sherman of the Lexington counted nine planes, more than could be accounted for among the American planes that were still aloft. They were flying down the Yorktown’s port side, a counterclockwise approach, the reverse of the American landing routine. They were flashing their blinker lights, but none of the Americans could decipher the signal. Electrician’s mate Peter Newberg, stationed on the Yorktown’s flight deck, noticed that the aircraft exhausts were a strange shape and color, and Stroop noted that the running lights were a peculiar shade of red and blue. The TBS (short-range radio circuit) came alive with chatter. One of the nearby destroyers asked, “Have any of our planes got rounded wingtips?” Another voice said, “Damned if those are our planes.” When the first of the strangers made his final turn, he was too low, and the Yorktown’s landing signal officer frantically signaled him to throttle up. “In the last few seconds,” Newberg recalled, “when the pilot was about to plow into the stern under the flight deck, he poured the coal to his engine and pulled up and off to port. The signal light flicked briefly on red circles painted on his wings.” One of the screening destroyers opened fire, and red tracers reached up toward the leading plane. A voice on the Lexington radioed to all ships in the task force, ordering them to hold fire, but the captain of the destroyer replied, “I know Japanese planes when I see them.” Antiaircraft gunners on ships throughout the task force opened fire, and suddenly the night sky lit up as if it was the Fourth of July. But there were friendly planes in the air as well; one of the Yorktown fighter pilots complained: “What are you shooting at me for? What have I done now?” On the Yorktown, SBD pilot Harold Buell scrambled out to the port-side catwalk to see what was happening. “In the frenzy of the moment, with gunners firing at both friend and foe, some of us got caught up in the excitement and drew our .45 Colt automatics to join in, blasting away at the red meatballs as they flew past the ship—an offensive gesture about as effective as throwing rocks.” The intruders and the Americans all doused their lights and zoomed back into the cloud cover; none was shot down. It was not the last time in the war that confused Japanese pilots would attempt to land on an American carrier.

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The sailors of the Grand Fleet were much less polite. They called Courageous and Glorious the Outrageous and the Uproarious. The two sister ships and Furious were known as Helpless, Hopeless and Useless.

especially Courageous and Glorious, had expended prodigious amounts of ammunition. Courageous had fired ninety-two 15″ shells, Glorious fifty-seven, for one hit, shared between them, on one of the light cruiser Pillau’s gunshields. The two ships had also fired 180 4″ High Explosive and two hundred and thirteen 4″ common shell, for no result whatever. The light cruisers had done no better: they fired 2,519 6″ shells to achieve a total of three hits. Repulse, who had fired the last shots in the battle, had one hit on Königsberg,

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The complex Japanese aircraft designation systems proved confusing during and after the war. Several forms of nomenclature applied to Imperial Navy aircraft, but just two are important. The first system (“short form”) comprised a letter, number, letter (e.g., A5M). The first letter identified mission (A = carrier fighter, B = carrier bomber, G = land-based bomber, etc.). This was followed by a numeral indicating the numerical sequence of that model for the mission (5 = fifth carrier fighter). The second letter designated the manufacturer (the most important were A = Aichi, K = Kawanishi, M = Mitsubishi, N = Nakajima). The second major system was the type number from the year of service introduction under the Japanese calendar. By the Japanese calendar, 1936 was Year 2596, from which “96” was taken as the year of introduction. The year 1940 was Year 2600, hence the famous designation of the Mitsubishi A6M Carrier Fighter as the Type “0” or “Zero.” Imperial Army aircraft bore a Kitai (airframe) number (e.g., Ki-27), a type number/mission designator based on the Japanese calendar (Army Type 97 fighter had a 1937 year of introduction), and sometimes a name. The Imperial Navy resisted the use of names before capitulating to this system in 1943. To unify and simplify the identification of Japanese aircraft, the United States adopted a system by 1943 of providing male (fighters) and female (bombers) names for Japanese aircraft. Hence, the A6M “Zero” became officially the “Zeke” (although the Zero alone of Japanese aircraft continued to be widely known by that designation), while the “Nell” stood for the G3M and “Betty” for the G4M. This system has become so entrenched in decades of literature about the Pacific War that it will be used here for purposes of clarity.

All the fighting was conducted by aircraft carriers at sea and included Australian participation.

Japan lost four of its aircraft carriers and retreated. The Guadalcanal Campaign

Naval Warfare: For surface vessels and even submarines there was much continuity between the First and Second World Wars. The battleships, cruisers, destroyers, and submarines of the 1939-45 period were generally bigger, faster, and better armed than their 1914-18 predecessors but not fundamentally different. Indeed, they had not changed much since the Russo-Japanese War of 1905. Yet naval warfare was nevertheless transformed by the introduction of aviation. Fleets that were once built around battleships came to be built around aircraft carriers instead. Aircraft proved superior not just to conventional surface ships but also, in the Battle of the Atlantic, to submarines as well. German U-boats preying on Allied shipping were foiled through a variety of means including convoying of merchants ships and the use of radar and sonar. But the weapon that proved most effective was an aircraft dropping depth charges. The dispatch of long-range B-24s equipped with the latest radar to patrol the North Atlantic in 1943 helped to turn the tide against the U-boats. The proliferation of small escort carriers also allowed air cover for convoys even in the middle of the ocean. Submarines proved more effective in teh Pacific, where the vast distances precluded effective patrolling by aircraft and where the Japanese did not devleop the types of advanced antisubmarine techniques employed by the Allies in the Atlantic. U.S. submarines took a heavy toll on Japanese merchantmen and warships alike once they managed to fix the problems that bedeviled their Mark 14 torpedo early in the war. "A force comprising less than 2 percent of U.S. Navy personnel," naval historian Ronald Spector would write of U.S. submariners, "had accounted for 55 percent of Japan's losses at sea." The torpedo, whether launched by submarines, surface ships, or airplanes, proved the biggest ship-killer of the war.

Burch’s description is a masterpiece of understatement: “As you go up to high altitudes, as you should be able to do, the glass becomes very cold. Then, if you come down through a layer of warm air with any moisture in it at all, the windshield, sight and everything fogs up. It’s like putting a white sheet in front of you and you have to bomb from memory. If you start down, watching anti-aircraft fire, with your sight well fixed, and then hit 8,000 feet and somebody puts a sheet in front of you, you feel sort of bad about it. You try to stick your head out over the side of the cockpit, and aim down the side at the target ship. That’s not very accurate bombing.

The overall impression of the group was that the location was the site of a military operation, an operation that most likely involved the U.S. Navy. One viewer described the Pentagon. Two perceived images of a navy ship, perhaps an aircraft carrier, which was somehow linked to the activity in Utah. The viewers saw armed men in military uniforms who wore dark sunglasses and sported navy tattoos.

A facility to fabricate the most advanced logic chips costs twice as much as an aircraft carrier but will only be cutting-edge for a couple of years.

At about eight thirty in the morning on January 3, a lookout I had stationed at the top of the mountain came running toward me. “Enemy fleet sighted!” he cried. Clutching my binoculars, I hurried up the mountain. What the lookout had seen was an enemy fleet, all right. And what a fleet! As carefully as I could, I counted the vessels. There were two battleships, four aircraft carriers, four cruisers and enough light cruisers and destroyers to make up a total of thirty-seven or thirty-eight warships. What astonished me most, however, was not this awesome armada, but the host of troop transports that followed it. There must have been nearly 150 of them. As if that were not enough, the sea was literally peppered with landing craft—more than I could possibly count. The invasion of Luzon was about to begin.

My next key point concerns the value of aircraft over the sea, which I have already stressed so often. Whether fixed or rotary winged, these machines are an integral part of a modern navy, and no ship can survive in a war against an up-to-date enemy without their help. That is why the navy must keep so close to Coastal Command, and why some form of ship to carry aircraft will always be needed. One can argue all day about the size of aircraft-carriers, and quote the merits of vertical take-off and other modern devices which can affect the size of the carrier. But ships cannot survive without aircraft, and shore air-bases cannot provide all the necessary protection.

Anyone who would buy into that load of moronic propaganda they call the Pronouncement from Imperial Headquarters would have to be soft in the head, don’t you think? Let’s just say that participating in the war wasn’t exactly my idea of a delightful experience. Day after day we would sink innumerable enemy aircraft carriers and battleships. I remember counting sixty ships destroyed, each one full of men who probably didn’t want to be fighting any more than we did.

....life went on and on and on, like a necklace of rice grains, on each grain of which a landscape had been painted, tiny grains and microscopic landscapes, and I knew that everyone was putting that necklace on and wearing it, but no one had the patience to take it off and look at it closely and decipher each landscape grain by grain, partly because to do so required the vision of a lynx or an eagle, and partly because the landscapes usually turned out to contain unpleasant surprises like coffins, makeshift cemeteries, ghost towns, the void and the horror, the smallness of being and its ridiculous will, people watching television, people going to football matches, boredom circumnavigating the Chilean imagination like an enormous aircraft carrier.

Jutland had been the biggest clash between fleets in history – at least before the age of the aircraft carrier made direct clashes rare. It remains so, in that sense, to this day. It was also, at least for the British, a massive disappointment. The battle might not have happened at all if it had not been for the Room 40 cryptographers, but with Churchill and Fisher’s arrangements and Oliver’s proprietary control over Room 40, the opportunity to end the war with a titanic naval battle had been missed.

But this recalibration, this heightening of our lowest levels of perception, leaves us calmer and less anxious. It scrubs the brain of the stress-inducing noise we live in, according to Orfield. “People go into the chamber and come out saying things like ‘My brain hasn’t felt this good in years,’ ” he said. “We had someone who was on an aircraft carrier in the Middle East. He could still hear the planes taking off. He went into the chamber and afterward the noise was gone. It had reset his hearing back to zero.” Orfield’s anechoic chamber has since been named the quietest place on earth by Guinness World Records. Extreme quiet is a promising treatment for people who’ve gone through trauma, particularly vets suffering from PTSD. When he retires, Orfield plans to flip his lab into a nonprofit that will be used for therapy and research. It’s probably not feasible to lounge in Orfield’s lab.

Clusters of destroyers were tied up together at the far end of the East Loch beyond Ford Island, but it was the moorings along the island’s eastern side that commanded the most attention. These were home to the backbone of the Pacific battleship fleet. Numbered F-1, or Fox-1, to F-8 from southwest to northeast, the moorings, or quays, spread out almost three quarters of a mile. With good reason, everyone called it Battleship Row. By the evening of December 5, Battleship Row was home to the following ships: A small seaplane tender, the Avocet (AVP-4), tied up at F-1 for the weekend. F-2, which normally berthed an aircraft carrier was empty, Lexington and Enterprise both being at sea. Northeastward, California, the flagship of the Battle Force, moored at F-3. The oiler Neosho (AO-23), which was unloading a cargo of aviation gas and scheduled to depart for the states Sunday morning, occupied F-4. Then, things got a bit crowded. At F-5 and F-6, moored side by side in pairs, with fenders between them, sat Maryland on the inboard (Ford Island side) with Oklahoma outboard, and Tennessee inboard with West Virginia outboard. Astern of Tennessee lay the Arizona at F-7. All of these battleships were moored with their bows pointed down the channel to facilitate a rapid departure to sea.

The battle of Leyte Gulf was short, lasting only from October 23–26, 1944. But don’t let the duration fool you. The Philippine Sea, around the chain of islands where the battle was fought, was a roiling cauldron for those four days. On the morning of the 23rd, that sea held the largest assemblage of ships, in terms of tonnage, the world had ever seen. By the evening of the 26th, Leyte Gulf had taken more tonnage to its murky depths than in any other naval battle in history. The Japanese lost four aircraft carriers, three battleships, six heavy cruisers, four light cruisers, 12 destroyers, one destroyer escort, over 600 planes, and 10,500 sailors and pilots. The Allied forces, on the other hand, lost one light carrier, two escort carriers, two destroyers, one destroyer escort, around 200 planes, and a little more than a thousand men. As a result of this devastating blow, Japan never again launched a major naval offensive.

The deceptive measures obviously were working. And Tokyo must have felt quite self-satisfied, for everything possible had been done. The authorities had even brought busloads of sailors from the Yokosuka Naval Barracks and paraded them conspicuously all over town on sight-seeing tours. At 1:20 A.M. a last message was relayed by Tokyo from Honolulu: “December 6 (Local Time) Vessels moored in Harbor: 9 Battleships; 3 Class-B Cruisers; 3 Seaplane Tenders; 17 Destroyers. Entering Harbor are 4 Class-B Cruisers; 3 Destroyers. All Aircraft Carriers and Heavy Cruisers have departed Harbor … No indication of any changes in U.S. Fleet or anything else unusual.” More regrets that the carriers were gone. Some even wondered whether the raid should be called off. But Admiral Nagumo felt there was no turning back now. Eight battleships were bound to be in port, and it was time to stop worrying “about carriers that are not there.

Meanwhile, Honolulu, too, had been under attack—or so it seemed. Japanese aircraft had not dropped bombs on the city, but American antiaircraft shells, most improperly fused for detonation at altitude, had fallen on it. This unintended bombardment caused about forty explosions and added sixty-eight civilian deaths to the rising toll in the harbor. By about 10:30 a.m. Pearl Harbor time, the Honolulu Star-Bulletin rushed out the first of three extras that day, and Japan, with most of its attacking planes safely back on its carriers, had formally declared war on the United States and Great Britain.

In 1927, a new aluminum alloy called alclad was introduced to the Navy by the aluminum manufacturer Alcoa. Alclad provided the corrosion resistance that the Navy desired. It soon became the standard in metal naval aircraft airframes.

Early the following year, Arizona steamed from its home port at San Pedro to Hawaii to participate in Army-Navy Grand Joint Exercise No. 4. It was a mouthful of a name for a round of war games that simulated an attack on Oahu from “enemy” aircraft carriers lurking to the north. Near sunrise on February 7, 1932, the first strike of carrier planes caught Army Air Corps bases by surprise. A second wave achieved similar results after slow-to-respond Army pilots landed for refueling and breakfast. In the after-action critique, the Army protested that the Navy’s attack at daybreak on a Sunday morning, while technically permitted under the rules, was a dirty trick.8 A few weeks later, on March 2, Arizona entered Pearl Harbor for the first time. Pearl Harbor in the early 1930s was minuscule compared to the massive installation it would become just one decade later. Despite wide inner lochs—bays of water spreading out from the main channel—its entrance was historically shallow. Nineteenth-century visitors had anchored off Honolulu a few miles to the east instead. In 1887, Hawaii’s King Kalākaua granted the United States the exclusive right to establish a coaling and repair station in Pearl Harbor and improve the entrance as it saw fit. No facilities were built, but the United States annexed the Hawaiian Islands in 1898. When the American Navy built its first installations within months of annexation, they were at Honolulu, not Pearl Harbor, because of the difficult channel access. Finally, in 1908, Congress authorized dredging the channel entrance and constructing a dry dock, as well as adding accompanying shops and supply buildings. Naval Station Pearl Harbor was officially dedicated in August 1919. The Army and Navy jointly acquired Ford Island in the harbor’s center for shared airfield facilities that same year.9

Rather than return to home ports on the West Coast, American battleships and aircraft carriers, along with escorting cruisers, destroyers, and support ships, stayed in Hawaiian waters, mostly mooring within the confines of Pearl Harbor when not at sea. Former assistant secretary of the Navy Franklin Roosevelt, now president of the United States, ordered the move as a show of force to Japan, signaling that America would not condone its further aggression in the western Pacific. The results were not encouraging. Japan did not so much as pause in its drive into China. Almost everyone else, from the commander in chief of the US Fleet, Admiral James O. Richardson, down to the greenest seaman on the Arizona, thought the Hawaiian deployment was a bad idea.

Whatever anxiety crew members on the Arizona and throughout the Pacific Fleet felt about the future would have been heightened had they known that on this same Thanksgiving day, the War and Navy departments in Washington issued what came to be called their “war warning” to all commands: “negotiations with Japan looking toward stabilization of conditions in the Pacific have ceased and an aggressive move by Japan is expected within the next few days.” At Pearl Harbor, Admiral Husband E. Kimmel, commander in chief of the Pacific Fleet, met with Vice Admiral William F. Halsey, Jr., the commander of his carrier forces, and Army Lieutenant General Walter C. Short, commander of land forces in Hawaii. Kimmel and Halsey had already organized task forces of cruisers and destroyers around the three aircraft carriers then operating in the Pacific: Lexington (CV-2), Saratoga (CV-3), and Enterprise (CV-6). To guard against a concerted attack or sabotage, they adopted a general protocol that only one carrier task force would be in Pearl Harbor at any one time. At the moment, this meant alternating between Lexington and Enterprise because Saratoga had yet to return to Hawaiian waters after a lengthy overhaul at Bremerton. A similar alternating routine was supposed to be in place among the three battleship divisions. Of the nine battleships in those three-ship divisions, Colorado was currently in Bremerton undergoing its own overhaul. With the war warning in hand, Admiral Kimmel and General Short concerned themselves primarily with the outer boundaries of their commands and not with Hawaii itself. The chief topic they discussed with Halsey was the delivery of aircraft to reinforce garrisons on Wake and Midway islands. Short wanted to deploy Army squadrons of new P-40s, but Halsey quoted an arcane regulation that Army pilots were required to stay within fifteen miles of land and asked what good they would be in protecting an island.

The absence of battleships in the task force that steamed with Enterprise toward Wake had little to do with the growing importance of the aircraft carrier as a strategic weapon. There were many officers in the Navy—“black shoes,” as opposed to those upstart aviators who wore brown shoes—who clung stubbornly to the doctrine of battleship might. But hurling fourteen-inch shells a dozen miles at one’s opponent was about to change. For Arizona or other battleships that might have accompanied Enterprise, it was a simple matter of math. The top speed of the Arizona and the standard classes of battleships built before the Washington Treaty was 21 knots (24 mph). Enterprise, the slowest of the three carriers then in the Pacific, could move along at 32 knots (37 mph). When it came to covering distances and getting the job done, Enterprise and its consorts were high-speed delivery machines. The plodding battleships simply could not keep up. Had they been along, the trip to Wake would have taken 50 percent longer, exposing the force to enemy submarines that much longer.

While Japan’s brazenness and duplicity on the morning of December 7, 1941, would come as a shock to the American psyche, President Franklin Roosevelt had slowly but steadily been preparing the country for war from the start of his presidency. He began in 1933 by diverting dollars from a public works bill to build two aircraft carriers. A year later, Congress voted to increase naval strength to the limits of existing treaties. The 1938 Naval Expansion Act boosted tonnages further, and additional legislation in 1940—including one bill called the Two-Ocean Navy Act—authorized the construction of seven battleships, eighteen aircraft carriers, and an assortment of smaller ships.

Lockard and Elliott were, of course, looking at far more than fifty planes. In fact, the first wave of Japanese attackers approaching northern Oahu numbered 183 aircraft: 43 Mitsubishi A6M “Zero” fighters; 51 Aichi D3A “Val” dive-bombers; 49 Nakajima B5N2 “Kate” bombers deployed with bombs for a high altitude attack; and 40 “Kate” bombers armed with torpedoes. Even as Lockard and Elliott watched this mass come closer, 170 more planes, part of a second attack wave, rose from their carrier decks and streaked south.15

Most of us, most of the time, live in blissful ignorance of what a small elite, heroic group of Americans are doing for us night and day. As we speak, all over the globe, American Sailors and Submariners and Aviators are doing something very dangerous. People say, ‘Well, it can’t be too dangerous because there are no wrecks.’ But the reason we don’t have more accidents is that these are superb professionals; the fact that they master the dangers does not mean the dangers aren’t real. Right now, somewhere around the world, young men are landing aircraft on the pitching decks of aircraft carriers – at night! You can’t pay people to do that; they do it out of love of country, of adventure, of the challenge. We all benefit from it, and the very fact that we don’t have to think about it tells you how superbly they’re doing their job — living on the edge of danger so the rest of us need not think about, let alone experience, danger.” George Will commenting after the loss of the Space Shuttle Challenger, January, 1986