All posts by Jim

Another Rant About Sports Commentators

Okay, sports commentators, i know you think you are cool and impressive and wish to wow the watchers of listeners with your expansive vocabularies (not!). But dammit, here are the definitions of two words you use excessively and inappropriately (out of lord knows how many). Dammit, look it up. The guys you stole it from aren’t the linguistic wizards you think they are, and it ain’t cool to show you can be stupid.

verticality – position at right angles to the horizon. verticalness, erectness, uprightness. spatial relation, position – the spatial property of a place where or way in which something is situated; “the position of the hands on the clock”; “he specified the spatial relations of every piece of furniture on the stage

physicality: 
 1) fact of relating to the body as opposed to the mind; physical presence.
“there’s an emphasis on the physicality of the actors”
2) involvement of a lot of bodily contact or activity.
“the intense physicality of a dancer’s life”

Old Horizons Revisited

In the grand scheme of things, it really wasn’t a big deal. And the more i think about it, it should not have been such a big deal to me either,.

But it was. Meant the world to me. Still won’t be able to express my feelings adequately here.

Last week, Steve and Maria Frailey invited Maureen and me to join them on their sailboat Saturday. With both of us having our second round of COVID vaccinations, we quickly accepted.

We arrived at the Southwestern Yacht Club in Point Loma almost exactly (now that’s oxymoronic but makes sense to me) at noon. We found the new berth, boarded their new boat, the Piccolina, and shortly afterward maneuvered out of the yacht basin. Steve offered me the chance to take the helm. i readily accepted.

Now, i have sailed a bit and know some basics. i crewed quite a bit with my buddy J.D. Waits in the early 80’s, but JD knew how to sail, and i learned from him. i was an apprentice. i have also sailed a few times with Alan Hicks and, of course, Steve.

On all of those occasions where i had the helm, i found myself, hesitant, a bit unsure. It was like my first several years conning Navy ships. Not confident enough to feel comfortable. This was a good thing during my time as a junior officer in that i was extremely conservative and would consult the captain when i was unsure of the situation. It served me well. Then, when i reported aboard the USS Luce (DLG-7) in 1972, somewhere in the middle of that Mediterranean deployment, i became a. good ship handler, not just a safe one.

We sailed out of San Diego Bay past Point Loma: the open sea. The winds had been predicted to be about ten knots. But past the point, they ranged from 15 to 20 and gusted to about 22. As a result, the seas were a bit rough and confused.

We passed the sea buoy and sailed about three miles before turning around. It was really a bit too rough to be enjoyable for everyone. Maureen was a bit queasy, but being a trouper, she sat in the catbird seat, looked at the horizon, and fared well.

Steve took the helm for the sail back in, but when we entered the channel, he gave me the helm once again. i sailed down into the bay, around North Island and to the the port’s marina adjacent to the Coast Guard station where Steve took over to maneuver through the marina and along the San Diego city shoreline to the Navy museum USS Midway.

Considering the time, Steve announced we should go to power to get back to the yacht club at a decent time. Once again, i had the helm. i kept it until we arrived back at the basin where Steve took us into the berth.

It was an incredibly beautiful sail. In decent weather, sailing around in the Southwest corner, it alway is. It was exhilarating to be with old friends once again.

But somewhere in the beginning of my taking the helm, i got that confidence back. Of course, i had one of the best mariners i’ve ever met to rely on. But i knew i could do it and even instinctively realized what he was doing with the sails and why.

There was this feeling of connecting with the sea, that beautiful, awesome, and sometimes frightening lady that i have loved for a great portion of my life.

Oh, i’m far from being a good sailor of a sailboat. Perhaps the feelings i had were just a connection to a memory of my days at sea.

Doesn’t matter. i felt like i haven’t felt in a long time. i was a mariner, a sea dog, and Saturday, i felt like i was again.

Thank you, Steve and Maria. It was a good feeling this old man got to revisit. Worth more than i can ever adequately express.

Navy and Beer

This is not a criticism nor a political statement. It is an observation ignited by a story of a Fox news item on Google news internet link.

Paul Best, the reporter, tells us that the Pensacola Naval Base has ordered E3 and below, most of which are “airmen” (Seaman Recruit, Seaman Apprentice and Seaman, also “Firemen” if the new Navy hasn’t changed those terms to be politically correct) to not be sold more than one six-pack of beer a day at base exchanges.

In spite of what appears to be noble intent, this may be the silliest regulation ever imposed by our Navy. Supposedly, this will reduce the number of “alcohol related” incidents by young sailors and make training and safety more effective. If a sailor buys and drinks a six-pack a day every day, i’m not too sure the base has accomplished anything. And with the pay sailors get nowadays, i’m pretty sure they can get all they want above a six-pack, not to mention the hard stuff, off base and the local age limit will not deter them one bit.

It appears Navy Air is trying to be like the Air Force: you know, those guys who wear uniforms to look like bus drivers.

The article did make me think about the past and beer.

The first thing that came to mind was an incident on the US Army’s base in Pusan, Korea, now called “Busan” and perhaps both. It was 1970. i spent the night in the BOQ with Captain Ollie White. Ollie was assigned to the Korean Military Advisory Group (KMAG) and had ridden our ship to observe and assist our transport unit which was in charge of the Korean troops being transported to and from Vietnam.

On the return trip to Korea, Ollie and i became good friends, and he invited me to dinner and a a couple of nights off the ship, something always welcomed.

We left the ship, caught a cab to the post across town, changed into civilian clothes in Ollie’s BOQ suite, had dinner, bought a couple of new albums at the post exchange: George Harrison’s “All Things Must Pass,” The Nitty Gritty Dirt Band’s “Uncle Charlie and His Dog Teddy,” and Simon and Garfunkel’s “Bridge Over Troubled Water” among them, and went to the post “package store” for something to drink while enjoying the music.

Ollie went to get some bourbon, i think. i headed for the beer and got two cases of Olympia, one of the few US beers sold in the Western Pacific (WESTPAC) that did not have formaldehyde as a preservative. i figured what we didn’t drink in the evening and coming day, i would leave for Ollie and his army buddies.

i sat my two cases on the counter as Ollie came up to be next in line. The Korean native cashier looked at my cases and said, “No, no. You can only buy one case of beer.”

“Why not,” i asked, puzzled.

“It’s policy,” the cashier replied, “Beer is rationed to one case a day.”

At this point, i began my rant on what a stupid policy and how could anyone come up with such a bullshit idea, uttering a few more choice Navy terms before paying for my one case, picking it up and heading for the exit.

The cashier looked at me, then at Ollie, and said, “Must be a Navy man.”

*.    *.    *

As mentioned, most US produced beers available in WESTPAC at the time were loaded with preservatives that made them all taste bitter. Pabst Blue Ribbon put the date of canning on their beers. One night in the small officers club in Qui Nhon just northeast of the Delong pier where our USNS ships moored, four of our officers including me were drinking PBR’s when someone told me of the practice. i checked my can. i was drinking beer that had been canned in 1958, twelve years earlier.

Because of the preservative factor, local beers were consumed. The most famous was San Miguel, a brew in the Philippines. Military folks called it San McGoo. There are many, many stories involving San McGoo, and i am trying to imagine what would have happened had the Subic Navy Base, or the Clark Air Force Base had ordered a limit be placed on that beer.

i don’t think it would have been pretty.

*.    *.    *

My golf has always seem to include beer, even now for our Friday Morning Golf (FMG). But that has changed drastically over the years. In addition to the 19th holes, Navy courses had other sources for a beer. Out on  the courses, there were one or two covered areas containing soda can dispensers, one or two of which dispensed can beer. There was a chain curtain to keep someone from stealing the machines, but a golfer could put his arm through a link to deposit a quarter and get a beer. These beers were available at that price as late as the late 1980’s.

*.    *.    *

Things have changed. Prices have changed. Habits have changed.

i’m glad i was there for the old days and old ways.

o’er the hill o’er there

o’er the hill o’er there

i’ve done seen that demon coming
o’er the hill o’er there,
spitting fire and brimstone;
just hate, no justice there;
i’ve done heard the demon screaming,
the vile words that he yelled;
had i not known otherwise
i would think i’d gone to hell;
the screaming demon looked familiar;
the scowl and red faced anger
blurred the image of his face;
i wondered of whom he reminded me,
hoping my recollection was misplaced.
when i dismissed the fire and brimstone,
looking at the demon’s face,
i saw through the hate and anger,
seeing pure and simple fear
of what the demon had seen
o’er the hill o’er there.
i never feared the demon
nor fear what he had seen;
i had no need to scream
at what the demon had seen
o’er the hill o’er there;
i finally recognized the demon;
he was a friend of mine;
the demon was running
from the lies that trapped him in his fear
leading to his fire and brimstone
running from what lay beyond
o’er the hill o’er there;
i have no fear, no anger, no hate
for the demon and his fear
i just am greatly saddened
at my friend’s coming to his fate,
i will try quell his anger,
try to end his hate,
explain to him his fear
knowing i will fail;
sadly, i will leave him
while he spews his fire and brimstone;
i think i shall take a walk,
a look to see what might be there,
hopefully to calm whatever caused the fear
o’er the hill o’er there.

 

The Roughest Seas…for me

Lately, in discussions with former shipmates and  other old sailors, rough seas have been discussed. i experienced rough seas on my first night aboard the USS Lloyd Thomas (DD-764) and fought back seasickness as the radar gang was trying like mad to make me sick (a ritual described here previously). My first ship after commissioning, the USS Hawkins (DD-788) experienced enough bad weather off of Cape Hatteras that she experienced her maximum roll of 45 degrees, dangerously close to her “point of no return,” i.e. if she went much farther she would just keep going and capsize. That was rough. i was chased by a typhoon across the South China Sea, forced out of Hong Kong liberty by another (my wife was there to spend a week with me), and actually in the eye of a hurricane when it was forming in the Caribbean. But in a weekly column in The Lebanon Democrat several years ago, i described the worst storm i experienced in 15-plus years of sea duty.

Notes from the Southwest Corner: Stormy weather? It seems so calm to me

SAN DIEGO – Late last week (2013), a friend called early in the morning to tell me it was raining downtown.

“Rain,” I said, “What rain?” There was no hint of rain only several miles away. “Yep,” Steve responded, “It’s raining real rain here.”

Rain in June is rare here, spot rain even rarer. So there is yet another Southwest weather corner mystery.

The call regenerated thoughts of storms. Even though I was in the eye of a fledgling hurricane as I recently related, it was not the worst storm I experienced.

That storm came unannounced and unwelcomed.

In December 1972, the U.S.S. Stephen B. Luce (DLG-7) returned from a Mediterranean deployment with Destroyer Squadron 24. Being the holiday season, the squadron was allowed to exceed the normal limit of 15 knots.

After crossing the Atlantic on a great circle route to Charleston, SC, the U.S.S. Stanley (CG 32) detached and headed toward its homeport. The other five ships turned north toward Newport, RI, expecting to cover the 1000 miles in about three days, arriving two days ahead of schedule.

There were no warnings about what was ahead. Even without satellites, Navy weather stations normally did a decent job on weather reports, but not this time.

When the storm hit us, wind speeds approached 100 miles per hour, perhaps even more.

The bridge of the Luce was 75 feet above the water line, and green water, i.e. real waves, crashed against the bridge windows almost in relentless rhythm.

We tied bridge watch standers into their posts. Only the officer of the deck (OOD) and his assistant remained unfettered to frequently shift from side to side for better vision. Mostly, this OOD (moi) stood behind the center line gyroscope repeater with one arm around a handrail, making small course changes to find a better course.

The bow would climb up a wave and about one-quarter of the 500-foot ship hung in the air above the ocean before crashing down, the bow plunging under water before settling out briefly and starting up the next wave.

Foam covered all the sea except when the wind gave a glimpse of the dark blue ocean. The other ships were often within a 1000 yards but seldom seen except for their masts, the rest of the ship hidden by the waves.

Our watertight doors proved less than that, leaking from the pounding seas. Over a foot of water rolled about the main deck passageways. The galleys could not keep food on grills or steady in the ovens. We ate what was available, cold. We did manage to make coffee for almost five days.

The Luce took innumerable 45 degree rolls. Hanging tightly on a bridge wing, it seemed as if I was parallel to the sea.

When two other officers and I ate in the wardroom, the chairs were tied to the tables, unavailable. We propped ourselves on the floor against the port bulkhead. After a bite or two, the ship rolled fiercely. We lost our seating and tumbled across to the starboard side, sandwiches and coffee flying everywhere.

One enlisted man with the top rack in a three-tiered section was sleeping peacefully when another jolt tossed him out and down, across to the adjacent tier where he landed in the lowest rack with another startled sailor.

The Luce lost two days, arriving in Newport on its original schedule. Two older destroyers arrived about a half-day later. One newer class frigate arrived a day later. The final ship, another frigate arrived a day after that.

On the one frigate that was last in making Newport, a freak wave crashed off a forward bulkhead and ripped a three-foot hole in the back of the forward gun mount. The ship experienced flooding forward but successfully secured the breach with damage control.

When we pulled in, none of the Luce’s usual weather deck projections remained: life lines, fire stations, and damage control equipment were gone. Ladders (stairs to the landlubber) between decks had disappeared. Plenum chambers for air vents had been ripped back from the exterior bulkheads, eerily resembling giant wings.

Remarkably, we only had one major injury. At the storm’s onslaught, our assistant navigator took a dive into the brass around the chart table and cut a gash in his forehead, requiring several stitches.

Strangest of all, the sun shone daily through the entire ordeal.
Never before and never after have I been so glad to be home for Christmas.

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