ENDEAVOUR J-Class yacht 1934

Built as a J-class yacht under yard No 405 by Camper and Nicholsons, Gosport, Hampshire, U.K. for Sir Thomas Sopwith.
Designed by Charles Ernest Nicholson.
Steel hull with a wooden superstructure.
April 1934 launched as the ENDEAVOUR K 4.
Displacement143 tons, dim. 39.47 x 6.71 x 4.50m. (draught), length on waterline 25.38m.
Sail area 702.44 m².

ENDEAVOUR is a 130-foot (40 m) J-class yacht built for the 1934 America's Cup by Camper and Nicholson in Gosport, Portsmouth Harbour, England. She was built for Thomas Sopwith who used his aviation design expertise to ensure the yacht was the most advanced of its day with a steel hull and mast. She was launched in 1934 and won many races in her first season including against the J's VELSHEDA and SHAMROCK V. She failed in her America's Cup challenge against the American defender RAINBOW but came closer to lifting the cup than any other until AUSTRALIA II succeeded in 1983.
ENDEAVOUR pioneered the Quadrilateral genoa, a twin clewed headsail offering great sail area and consequent power. This design is still in use in the J's today. The boat also featured a larger and improved spinnaker. However, the campaign was blighted by a strike of Sopwith's professional crew prior to departing for America. Forced to rely mainly on keen amateurs, who lacked the necessary experience, the campaign failed. This was one of the most contentious of the America's cup battles and prompted the headline: "Britannia rules the waves and America waives the rules."
History
Following the America's Cup she dominated the British sailing scene until, whilst being towed across the Atlantic to Britain in September 1937, she broke loose from her tow and was feared lost. She was eventually found and returned to England where she was laid up. For 46 years ENDEAVOUR languished through a variety of owners. In 1947, she was sold for scrap, saved only a few hours before her demolition was due. In the 1970s she sank in the River Medina, Isle of Wight. She was purchased for ten pounds and patched up enough to refloat. Until the mid-1980s she was on shore at Calshot Spit, an ex-seaplane base on the edge of the New Forest, Southern England. By this time she was in a desperate state, with only the hull remaining, lacking rudder, mast and keel.
Rebuild
In 1984 ENDEAVOUR was bought by Elizabeth Meyer, who undertook a five-year project to rebuild her. The initial work was undertaken where she lay to ensure that the hull was sufficiently seaworthy to be towed to the shipyard of Royal Huisman, in Holland, who designed and installed a new rig, engine, generator and mechanical systems and fitted the interior to a very high standard. ENDEAVOUR sailed again, on 22 June 1989, for the first time in 52 years.
She was fitted out with a one Caterpillar diesel 362 hp., and could berth 8 guest and 7 crew.
Elizabeth Meyer sold ENDEAVOUR to Dennis Kozlowski for US$15M in 2000. She was again sold in 2006 for a reputed $13.1M to Hawaii resident Cassio Antunes.
After her rebuild she cruised extensively and in 1999 joined the rebuilt VELSHEDA and SHAMROCK V to compete in the Antigua Classics Regatta.
2014 Still owned by the Antunes family and is also for charter.
Homeport George Town, Cayman Islands.

Grenada 1987 $1.10 sg1613, scott1493 ( wrongly given on stamp as ENDEAVOR.)
http://en.wikipedia.org/wiki/Endeavour_(yacht) Various Internet sites.

U-14 submarine 1912

Built as a gasoline powered submarine under yard no 9 by Kaiserliche Werft, Danzig for the Imperial German Navy.
23 February 1909 ordered.
11 July 1911 launched as the SM U-14 one of three built of this type.
Displacement 516 ton surfaced, 644 ton submerged, dim. 57.88 x 6 x 3.44m (draught).
Powered by two Körting 6-cyl. and two Körting 8-cyl. paraffin motors, 890 hp. Two SSW electric motors 1.030 hp, speed surfaced 14.8 knots, submerged 10.7 knots.
Test depth 50 metre.
Armament 4 – 45cm torpedo tubes with 6 torpedoes. 1 – 5 cm SK l/40 gun.
Crew 4 officers and 25 men.
24 April 1912 commissioned.

When World War broke out in 1914 she was under command of Walther Schwieger.
She made only one war patrol, she sunk two ships the Danish CYRUS on 02 June 1915 and the Swedish LAPPLAND on 3 June 1915 in the North Sea, both crews were saved. The U-14 was at that time under command of Max Hammerie.
05 June 1915 came under fire of the armed trawler OCEANIC II and sunk off Peterhead in position 57 13N 00 33 E with the loss of 1 men, 27 survived.

Grenada Carriacou&Petite Martinique 2014 $3.25 sg?, scott?
Source: Wikipedia . U boat net.

UC-33 SM submarine ELSE

In early August 1914, disturbing news reached the Faroe Islands that a great war had started on the European mainland. There had been some worrying indications through the so-called July Crisis that emerged in the wake of the Serbian nationalist Gavrilo Principle's assassination of the Austro-Hungarian Crown Prince, Franz Ferdinand, on 28 June 1914.
Since the Balkan Wars (1912-1913) Austria-Hungary had been concerned about the development of the former Ottoman possessions in the Balkans, where Serbia emerged as an increasingly strong power. The Austro-Hungarian Empire had been waiting for an opportunity to supress Serbia, and the assassination of their heir, provided the opportunity they had been waiting for. Ultimatums were put on Serbia, which the country could not meet, and the consequence was that Austria-Hungary on 27 July 1914 declared war on the young nation.
The Austro-Hungarian government was well aware that this could escalate into a major war. Russia had guaranteed Serbia's security and the Austro-Hungarians had therefore secured the support of Germany. The day after the declaration of war Russia started to mobilize its army, which led to a German declaration of war against Russia on August 1st.
Concerned about the development, France also started to mobilize its army, and this caused Germany to declare war on France on 3 August. The same day Germany invaded Belgium as a mean to attack France, and this promptly triggered a British declaration of war against Germany.
The situation spiralled out of control, and soon a major war in Europe had become reality. And out here, in the North Atlantic, the Faroese could just observe, with increasing astonishment, the extreme escalation and fateful developments which in the years to come should bring so much misery.
Consequences
It did not take long before the Faroes suffered the consequences of the Great War. Sea transport to and from mainland Europe, especially Denmark, stopped more or less. The belligerents set up blockades, patrolled the seas and went after ships that might carry supplies to hostile territory.
This led to a shortage of the most basic necessities. Soon you could only buy bread and sugar on ration-cards - and things like tea and coffee became difficult and expensive to obtain. But times of need is the mother of ingenuity - and people came up with different ways to tough scarce supplies. There are, for example, stories of women who cooked roe and mixed it up in the rye flour, to make it last longer.
The early years of war caused such serious deficiencies, especially among the poorest segment of the population that we can talk about real crisis conditions. During the rough winter months it was hard to catch fish, and the coastal spring-fishery was in 1915 hampered by bad weather.
Deficiency Diseases occurred because of too little or too monotonous food and even harvested lives among the most disadvantaged, children and the elderly. The oil supplies were soon exhausted and it was not possible to bring more to the country. People started to experiment with fish oil, which turned out to be useful for lamps and even as fuel for boat engines.
The Day of Fate
On 1 February 1917 the German Navy declared the waters around the UK as a War Zone. Any ship caught in the zone risked, regardless of nationality, to be the subject of attack from German submarines. Unfortunately for the Faroe Islands, the War Zone reached all the way to the southern islands and thereby covered one of the largest Faroese fishing grounds, known as the Faroe Bank.

The War Zone was mainly directed against British interests, cargo shipping and transport convoys to England. The Faroese hoped that it did not include fishing vessels and took the calculated risk of fishing in the zone.
But in the morning of 23 May 1917, war struck the Faroese fishermen. Skipper Axel Sivertsen on cutter "Else" later told the newspaper "Norðlýsi" that in the early morning of the 23rd, the ship was hailed by a German submarine, which fired their machine gun in front of and behind the ship. The crew immediately loaded supplies into the lifeboat and left Else. They rowed towards the submarine and six of them were ordered to enter the submarine's deck. Two German submariners then went into the boat and made the rest of the crew row back to Else. They brought fuel on board Else, and shortly thereafter the crew could see their ship burning on the high seas. The German submariners were uncomfortable about the situation, but there was nothing to do about it. They acted under orders, they said.
Else's crew began to row against the Faroe Islands. Four hours later they met cutter "Orion" (which at that time was registered under the name “Beinir”) and were taken on board. When Orion/Beinir's skipper heard what had happened, he gave orders to cut all fishing lines and set sail. But they had not sailed for long before the submarine caught up with them, and Orion/Beinir suffered the same fate as “Else”. The two crews then rowed together towards the shore. On the way they saw two other cutters and a trawler, but also the infamous submarine, which was now heading for the trawler. They rowed all night and morning and did not reach land before six o'clock the following afternoon.
It turned out that 8 Faroese fishing vessels were sunk within 24 hours on 23rd and 24th of May. Miraculously no Faroese fishermen lost their lives through in the tragedy.
All the ships were sunk by the same submarine, UC 33, under the command of Captain Lieutenant Martin Schelle. During its active period, UC 33 sank 36 ships, but was itself caught up by destiny on 26 September 1917, when a British patrol boat sank it in the St. George's Channel off Ireland. Only one of the 27 crew members survived.
The Soldier
While most Faroese experienced World War I from a distance, others were not so lucky. One of these was the 26 year-old Christian Ludwig Petersen from the village Kvívík, who had emigrated to Canada before the war.
In March 1916, Christian Petersen (Pjeturson) was drafted by the newly created 108th battalion (Selkirk, Manitoba) in the Canadian Expeditionary Force (CEF), which fought on European battlefields. Already on 18 September the same year, the battalion was sent to England, where it was absorbed by 14th reserve battalion, which provided reinforcements to the fighting battalions on the mainland.
Christian Petersen was then sent to the 16th Battalion (Canadian-Scottish) in the area of Arras in France, around the time of, or immediately after the violent battles of Vimy Ridge in 1917.
Then the young Faroese travelled from battle to battle. 16th Battalion participated in the battles of Hill 70, Ypres and Passchendaele. They participated in the campaigns around Amiens, the Second Battle of Arras, Scarpe and Drocourt-Queant Line in 1918. From there to the battles on the Hindenburg Line and Canal du Nord, right to the last advance toward Mons.
Like most other army-units in the Great War, the 16th battalion suffered from heavy casualties - and the survivors suffered from the psychological stress and trauma, inflicted by the horrible war memories. Christian Petersen was no exception. Shortly after discharge, he moved back to the Faroe Islands and settled as a farmer in the village Kaldbak on Streymoy. According to his people who knew him, he never talked about the war and his role in it - the memories were simply too terrible.
Anker Eli Petersen Faroe Post web-site.

Have not any info on the cutter, the rowboat is most probably a Faroe rowboat (viewtopic.php?f=2&t=12823&p=13974&hilit=faroe+boat#p13974 ), of the U-boat I got the following.
Built as a submarine under yard No 443 by AG Vulcan-Wercke, Hamburg for the German Imperial Navy.
29 August 1915 ordered.
26 August 1916 launched as the SM UC-33...

VALKYRIE III yacht 1895

Built as a steel framed wooden hulled yacht by D&W Henderson on the River Clyde for Lord Dunraven Syndicate representing the Royal Yacht Squadron.
Designed by George Lennox Watson.
27 May 1895 launched as the VALKYRIE III.
Displacement 166.9 tons, dim. 39.31 x 7.92 x 5.97m. (draught), length on waterline 26.65m.
After a few mixed test races (for which she was later criticized for lack of previous competition) VALKYRIE III sailed to New York to prepare for the ninth America's Cup.
VALKYRIE III under skipper William Granfield was beaten bythe America yacht DEFENDER in the first race of the 1895 America's Cup. VALKYRIE III fouled the leeward DEFENDER during the prestart to the second race, breaking her starboard shrouds, but the latter did not protest and the race took place nevertheless, with VALKYRIE III finishing ahead of DEFENDER on corrected time. In turn the America's Cup committee ruled to disqualify the VALKYRIE III because of the foul and dismissed Lord Dunraven counter-proposal to re-race. VALKYRIE III was withdrawn immediately after the start of the third race and DEFENDER ran over the course unchallenged and successfully defended the America's Cup. Lord Dunraven claimed the Americans had cheated, creating a public controversy that jeopardized the future challenges for the America's Cup race until Sir Thomas Lipton issued his own SHAMROCK challenge in 1898. In 1899 VALKYRIE III ' hull was refaired and repainted to serve as a trial horse for SHAMROCK, but eventually she did not serve that purpose. She was broken up in 1901.

Grenada Grenadines 1992 25c sg1579, scott1476.

Source: http://en.wikipedia.org/wiki/Valkyrie_III_(yacht)

ENTERPRISE yacht 1930

Built as a j-class yacht by Herreshoff Manufacturing Company, Bristol, Rhode Island for the Harold Vanderbilt Syndicate representing the New York Yacht Club.
Designed by W. Starling Burgess.
1930 Launched as the ENTERPRISE
Displacement 128 ton, dim. 36.85 x 7.01 x 4.45m. (draught), length on waterline 24.38m.
Sail area 704.48 m².
Building price more as a US$ 0.5 million.

The ENTERPRISE under skipper Harold Vanderbilt was chosen as the defender of the America Cup off Newport, Rhode Island against the challenger the British yacht SHAMROCK V of Sir Thomas Lipton.
The first race on 13 September 1930 was won by the ENTERPRISE and also the other three races were won by the ENTERPRISE, and the cup stayed in the USA.
The ENTERPRISE was scrapped in September 1935 by her builder’s yard in Bristol.

Solomon Islands 1986 18c sg580a, scott572c.

Source: The storey of the America Cup 1851 – 2003 by Ranulf Rayner and internet.

NEW YORK USS (BB-34)

Built as a battleship by the Brooklyn Navy Yard for the USA Navy.
01 May 1911 ordered.
11 September 2011 laid down.
30 October 1912 launched as the USS NEW YORK (BB-34), christened by Elsie Calder.
Displacement 27,000 ton standard, 28,367 full load. Dim. 174.7 x 29.0 x 8.7m. (draught) length bpp 172.2 m.
Powered by vertical-expansion steam engines, 28,100 ihp, twin shafts, speed 21 knots.
Range by a speed of 10 knots, 7.060 mile.
Armament when built: 10 – 14 inch, 21 – 5 inch, 2 – 3 inch guns and 4 – 21 inch torpedo tubes.
Crew 1,042.
15 April 1914 commissioned.

New York, the 11th of the original 13 states, ratified the Constitution 26 July 1788.


The fifth NEW YORK (BB–34) was laid down 11 September 1911 by Brooklyn Navy Yard, New York; launched 30 October 1912; sponsored by Miss Elsie Calder; and commissioned 15 April 1914, Captain Thomas S. Rodgers in command.

Ordered south soon after commissioning, NEW YORK was flagship for Rear Admiral Frank Fletcher, commanding the fleet occupying and blockading Vera Cruz until resolution of the crisis with Mexico in July 1914. NEW YORK then headed north for fleet operations along the Atlantic coast as war broke out in Europe.

Upon the entry of the United States into the war, NEW YORK sailed as flagship with Battleship Division 9 commanded by Rear Admiral Hugh Rodman to strengthen the British Grand Fleet in the North Sea, arriving Scapa Flow 7 December 1917. Constituting a separate squadron in the Grand Fleet, the American ships joined in blockade and escort missions and by their very presence so weighted the Allies’ preponderance of naval power as to inhibit the Germans from attempting any major fleet engagements. NEW YORK twice encountered U-boats.

During her World War I service, NEW YORK was frequently visited by royal and other high-ranking representatives of the Allies, and she was present for one of the most dramatic moments of the war, the surrender of the German High Seas Fleet in the Firth of Forth 21 November 1918. As a last European mission, NEW YORK joined the ships escorting President Woodrow Wilson from an ocean rendezvous to Brest en route the Versailles Conference.

Returning to a program which alternated individual and fleet exercises with necessary maintenance, NEW YORK trained in the Caribbean in spring 1919, and that summer joined the Pacific Fleet at San Diego, her home port for the next 16 years. She trained off Hawaii and the West Coast, occasionally returning to the Atlantic and Caribbean for brief missions or overhauls. In 1937, carrying Admiral Hugh Rodman, the President’s personal representative for the coronation of King George VI of England, NEW YORK sailed to take part in the Grand Naval Review of 20 May 1937 as sole U.S. Navy representative.

For much of the following 3 years, NEW YORK trained Naval Academy midshipmen and other prospective officers with cruises to Europe, Canada, and the Caribbean, and in mid1941 she joined the Neutrality Patrol. She escorted troops to Iceland in July 1941, then served as station ship at Argentia, Newfoundland, protecting the new American base there. From America’s entry into World War II, NEW YORK guarded Atlantic convoys to Iceland and Scotland when the U-boat menace was gravest. Submarine contacts were numerous, but the convoys were brought to harbor intact.

NEW YORK brought her big guns to the invasion of North Africa, providing crucial gunfire support at Safi 8 November 1942. She then stood by at Casablanca and Fedhala before returning home for convoy duty escorting critically needed men and supplies to North Africa. She then tookup important duty training gunners for battleships and destroyer escorts in Chesapeake Bay, rendering this vital service until 10 June 1944, when she began the first of 3 training cruises for the Naval Academy, voyaging to Trinidad on each.

NEW YORK sailed 21 November for the West Coast, arriving San Pedro 6 December for gunnery training in preparation for amphibious operations. She departed San Pedro 12 January 1945, called at Pearl Harbor, and was diverted to Eniwetok to survey screw damage. Nevertheless, despite impaired speed, she joined the Iwo Jima assault force in rehearsals at Saipan. She sailed well ahead of the main body to join in preinvasion bombardment at Iwo Jima 16 February. During the next 3 days, she fired more rounds than any other ship present; and, as if to show what an old-timer could do, made a spectacular direct 14”-hit on an enemy ammunition dump.

Leaving Iwo Jima, NEW YORK at last repaired her propellers at ‘Manus, and had speed restored for the assault on Okinawa, which she reached 27 March to begin 76 consecutive days of action. She fired preinvasion and diversionary bombardments, covered landings, and gave days and nights of close support to troops advancing ashore. She did not go unscathed; a kamikaze grazed her 14 April, demolishing her spotting plane on its catapult. She left Okinawa 11 June to regun at Pearl Harbor.

NEW YORK prepared at Pearl Harbor for the planned invasion of Japan, and after war’s end, made a voyage to the West Coast returning veterans and bringing out their replacements. She sailed from Pearl Harbor again 29 September with passengers for New York, arriving 19 October. Here she prepared to serve as target ship in operation “Crossroads,” the Bikini atomic tests, sailing 4 March 1946 for the West Coast. She left San Francisco 1 May, and after calls in Pearl Harbor and Kwajalein, reached Bikini 15 June. Surviving the surface blast 1 July and the underwater explosion 2.5 July, she was taken into Kwajalein and decommissioned there 29 August 1946. Later towed to Pearl Harbor, she was studied during the next two years, and on 8 July 1948 was towed out to sea some 40 miles and there sunk after an 8-hour pounding by ships and planes carrying out full-scale battle maneuvers with new weapons.

New York received 3 battle stars for World War II service.

Grenada Carriacou a Petite Martinique 2014 $5 sg?, scott? (The other warship is the HMS MONARCH, which is also depict in the margin of the sheet. See viewtopic.php?f=2&t=12751&p=15885#!lightbox[gallery]/3/ )

http://www.history.navy.mil/danfs/n4/new_york-v.htm

GRETEL II KA 3 yacht

Built as a 12-metre class wooden hulled yacht by W.H. Barnett, Sydney for Sir Frank Packer, Sydney.
Designed by Alan Payne.
12 February 1970 launched under the name GRETEL II (KA 3).
Displacement 31.5 ton, dim. 19.81 x 3.66 x 2.74m. (draught), length on waterline 14.02m.
Sail area 187 m².
Crew 11.
GRETEL II is an Australian International 12-metre class racing yacht built for the America's Cup challenge series in 1970. She was designed by Alan Payne and built by W.H. Barnett for Australian media tycoon Sir Frank Packer.
Packer had first challenged for the America's Cup in 1962 with the yacht GRETEL which was named after his wife. GRETEL was competitive but lost that challenge 4–1.
1970 America's Cup
In 1970 Packer returned to Newport, Rhode Island to challenge again for the 'Auld Mug' with his new 12-metre yacht GRETEL II representing the Royal Sydney Yacht Squadron. This yacht was the last of the wooden-hulled America's Cup yachts. GRETEL II was skippered by Jim Hardy with Martin Visser as tactician and starting helmsman and Bill Fesq as navigator. The crew included future Olympic Star class gold medallists David Forbes and John Anderson and future America's Cup–winning skipper John Bertrand as port trimmer. After defeating Baron Marcel Bich’s FRANCE in the challenger selection series 4–0, the Australian yacht took on the American defender INTREPID, skippered by Bill Ficker in a best-of-seven race series.
INTREPID won the first race when GRETEL II 's David Forbes was swept overboard but managed to hang on to the sail and scramble back on board. Then in a controversial second race ,GRETEL II crossed the finish line 1 minute 7 seconds ahead, but due to a collision at the start the Australian challenger was disqualified. INTREPID won the third race but GRETEL II recorded a win in the fourth race by a margin of 1 minute 2 seconds. INTREPID then took out the fifth race to win the America's Cup 4–1.
Many observers, such as 1977 America's Cup winning skipper Ted Turner, believed that GRETEL II was a faster boat than INTREPID but that the tactical cunning of Bill Ficker and Steve Van Dyke and the performance of the American crew were the deciding factors in the Americans' victory.
1975 Bought by The Southern Cross America’s Cup Challenge Association Ltd., Yanchep, Australia.
1977 America's Cup
GRETEL II served as a trial horse for Alan Bond’s SOUTHERN CROSS in the 1974 America's Cup. In the 1977 America's Cup GRETEL II, skippered by Gordon Ingate, was one of four yachts vying to challenge for the Cup. Her wooden decking was replaced with aluminium for the new campaign. Ingate had a veteran crew which earned them the nickname 'Dad's Navy'. The yacht was eliminated by their Swedish rival SVERIGE during the challenger selection trials. The new Alan Bond yacht AUSTRALIA won the right to challenge but lost to the Americans.
1979 Bought by Gordon Ingate, Sydney.
1987 Was she bought by the Sydney Maritime Museum.
2006 Bought by Michael Maxwell in Sydney.
GRETEL II was restored by a group of yachting enthusiasts in 2009.
2014 Still owned by Mr. Maxwell.

Antigua&Barbuda 1987 60c sg1073, scott1001
Barbuda Mail 1987 60c sg937, scott?

http://en.wikipedia.org/wiki/Gretel_II . http://www.12mrclass.com/yacht-search/d ... 05529.html
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UNIMAK USS seaplane tender

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UNIMAK USS seaplane tender

Postby aukepalmhof » Sun Sep 13, 2009 8:54 pm

tmp144.jpg
Click image to view full size
Built as a seaplane tender by Associated Shipbuilders Inc.,Harbor Island, Seattle, Washington for the USA Navy.
15 February 1942 laid down.
27 May 1942 launched as the USS UNIMAK (AVP-31), sponsored by Mrs. H.B. Berry the wife of Captain H.B.Berry, the personnel officer of the 13th Naval District. Named after the Unimak Bay on the southern side of Unimak Island, Alaska. She was one of the Barnegat class.
Displacement 1.766 tons light, 2.592 tons full load. Dim. 94.7 x 12.5 x 4.1m. (draught).
Powered by two Fairbanks-Morse diesels, 6.080 bhp, twin shafts, speed 18 knots.
Armament 1 – 5 inch, 4 – 40mm AA, 8 – 20mm AA guns, 2 – depth charge tracks and 2 Mousetrap depth charge projectors.
Crew 215 without aviation unit.
31 December 1943 commissioned under command of Commander Hilfort C. Owen.

She carried supplies, spare parts, repairs and berthing for some seaplanes squadron. Aviation bunkers 302.833 liters.
Following shakedown and fitting-out into late January 1944, the small seaplane tender departed San Diego, Calif., on 20 March, bound for the Canal Zone. Arriving at Balboa eight days later, the seaplane tender operated on the Pacific coast of Central America into April, providing logistics support to advanced seaplane bases at Santa Elena Bay, Ecuador, and at Aeolian Bay, Battra Island, in the Galapagos group. She soon shifted to Coco Solo on the Caribbean side of the Canal and transported men and materiel to Barranquilla’s Colombia, arriving there on 25 April.
After escorting SS GENEVIEVE LYKES back to Coco Solo on 23 and 24 June, UNIMAK conducted routine exercises with patrol planes into July. On 4 July, she received reports that a tanker near her position had been torpedoed and headed for the damaged ship. When she arrived on the scene late that day, she found the tanker still underway, making for the Panama coast. She immediately commenced screening the disabled ship and, aided by an escort of Army and Navy planes, shepherded the tanker safely to Colon late on the following afternoon.
Soon thereafter, UNIMAK shaped her course towards the last reported position of Navy blimp K-58. At 1532 on 9 July the seaplane tender sighted two yellow rubber rafts and the wreckage of the crashed blimp floating on the water. At 1558, UNIMAK took on board nine survivors and sank the unsalvageable blimp by collapsing the bag with 40-millimeter gunfire; the ship then landed the survivors at Portland Bight, Jamaica.
A few days later, on 12 July, UNIMAK joined with JOHN D. EDWARDS (DD-216) in hunting for a submarine reported to be lurking nearby. Within a few days, word of a crashed plane sent the two ships speeding for the last reported position of an aircraft. UNIMAK located only wreckage and one body and buried it at sea on 16 July.
UNIMAK remained in the Caribbean through the autumn, tending patrol planes, conducting logistics support missions for advanced seaplane bases, and occasionally towing targets for the patrol planes training in the area. On 15 December, ROCKAWAY (AVP-29) relieved UNIMAK, releasing her to steam north via Norfolk to Boston, Mass.
Arriving there at the end of December 1944, UNIMAK underwent availability at the Boston Navy Yard for the entire month of January 1945. She got underway for England on 14 February, but an engineering casualty forced the ship to return to Boston for a major propeller shaft alignment which lasted into March.
On 7 April, UNIMAK got underway for the British Isles and proceeded, via Bahia Praia in the Azores, to Bristol, on the first of two voyages to England to bring back supplies and men from decommissioned Navy patrol plane squadrons in the British Isles. On the second voyage, from 5 to 15 June, UNIMAK transported the men and materiel of Patrol Bomber Squadrons 103 and 105 from Bristol to Norfolk.
Departing Hampton Roads on 20 July, bound for the west coast, the ship transited the Panama Canal on the 26th and arrived at San Diego on 3 August. She got underway for Pearl Harbor on the 12th. The seaplane tender subsequently operated in the Hawaiian chain until 7 September when she headed for the Aleutians.
She operated in northern climes (calling at Adak, Kodiak, and Attu, Alaska; and once at Petropavlovsk Siberia) into November of 1945 before heading southward to prepare for inactivation. Subsequently reporting to Commander, 19th Fleet, in December, UNIMAK was decommissioned on 26 July 1946. She remained in reserve until transferred to the Coast Guard on 14 September 1948.
She served the Coast Guard as UNIMAK (WAVP-379).
The UNIMAK was home ported in Boston from 3 January 1949 to 1 September 1956 and used primarily for law enforcement, ocean station, and search and rescue operations. In June 1956, she patrolled the Newport, RI to Bermuda race. She was subsequently stationed at Cape May, NJ from 1 September 1956 to 7 August 1972 and used primarily for training reservists, including training cruises to Brazil and Nova Scotia. She took part in the cadet cruise of August 1965. On 7 March 1967 she rescued six Cuban refugees in the Yucatan Channel. On 10 March 1967 she rescued survivors from F/V BUNKIE III in Florida waters. Five days later, she rescued 12 Cuban refugees who were stranded on an island. On 29 May 1969, UNIMAK towed the disabled F/V SIROCCO 35 miles east of Fort Pierce, FL, to safety. On 3 April 1970, UNIMAK stood by the grounded M/V VASSILIKI near Mayaguana Island until a commercial tug arrived.
From 7 August 1972 to 31 May 1975, the UNIMAK was stationed at Yorktown, VA, and was again used to train reservists. Between 31 May 1975 and August 1977 she was placed out of commission and stored at Curtis Bay. MD. On 22 August 1977, UNIMAK was reactivated and was home ported at New Bedford, MA, until 1988. She was used primarily for fishing patrol.
On 6 October 1980, she seized M/V JANETH 340 miles southeast of Miami, FL, carrying 500 bales of marijuana. On 14 October 1980, she seized P/C RESCUE carrying approximately 500 bales of marijuana and P/C SNAIL with two tons of marijuana in the Gulf of Mexico. Three days later, she seized M/V AMALAKA southwest of Key West, FL, carrying 1,000 bales of marijuana. On 19 October 1980, UNIMAK seized F/V WRIGHT’S PRIDE southwest of Key West, carrying 30 tons of marijuana. In March of 1981, while on an OCS training cruise, UNIMAK intercepted M/V MAYO with 40 tons of marijuana. On 9 December 1982, she towed the disabled F/V SACRED HEART away from Daid Banks, 45 miles east of Cape Cod, in 30-foot seas.
Between 28 January and 9 March 1983, the UNIMAK was again deployed to the Caribbean for law enforcement patrol. On 27 and 28 February 1983, she towed the dismasted WANDERING STAR to Mathew Town, Great Iguana. On 3 March 1983, she towed the disabled M/V YADRINA to Mathew Town. On 30 November 1984, UNIMAK seized the sailboat LOLA 100 miles north of Barranquilla, Colombia, carrying 1.5 tons of marijuana. Another drug bust occurred on 2 November 1985, when the UNIMAK seized tugboat ZEUS 3 and a barge 200 miles south of the Dominican Republic carrying 40 tons of marijuana.
After her return to the Navy in April of 1988, she was expended as an artificial reef off the Virginia coast.
Tuvalu 1990 30c sg579, scott544.
Dictionary of American Fighting Ships. USA Coastguard web-site. http://en.wikipedia.org/wiki/USS_Unimak_(AVP-31)
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