The war in the Pacific during World War II, to this day, raises heroic images of Marines storming the seawall at Tarawa or Dauntlesses pushing over against the Japanese carriers at Midway. Few would state that American submarines were decisive in that effort. Yet not only were the submarines a decisive element, the argument can be made that they were the decisive element. Simply stated, Japan, as an overpopulated island nation, went to war when its imports of vital resources were threatened. She made war with the aim of assuring the continued flow of those imports and iost the war when the ships carrying those imports were rotting on the ocean floor. Postwar analysis revealed that it was impending starvation that brought Japan to her knees, with the atomic bomb providing impetus. Contrary to popular belief the island-hopping campaigns of MacArthur and Nimitz and the firebombing of Japan's cities didn't critically affect her will or ability to resist.
If the loss of the shipping war doomed Japan, it was the American sub that won the war. Of the nearly 10 million tons of Japanese naval and merchant shipping lost during the war, US submarines accounted for over 54%. Yet the Submarine Force never comprised more than 1.6% of naval personnel. Had persistent technical and tactical problems not dogged the Submarine Force through most of the war, that score might well have been higher. Under any circumstances, this remarkable performance deserves the recognition it has long been denied.

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Squadron - Warships 4002 - Robert C. Stern - U.S. Subs in Action (1983).pdf

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Squadron - Warships 4003 - Robert C. Stern, Don Gr eer - U.S. Battleships in action, Part 1 (1980).jpg

Old, slow and ungainly, they had little 'glamor'. They escorted convoys and bombarded shores, leaving the headline-making battles for their newer sisters. So, at least, it seemed from reading those headlines. Yet the reality was quite different. That they were old was undeniable. The newest of them was already 18 years old when WW II broke out, the oldest was an antique 29. A few of them had been re-engined, giving them a top speed of 23kt. Most were still slogging along on their original power-plant and would be lucky to ever see 20kt again. They were far from beautiful, most having been refitted and rebuilt so many times that any notion of the original plan had long since disappeared. Yet, somehow, they managed to be at the right place at the right time, when history hung in the balance. They were at Pearl Harbor on a quiet Sunday morning when America suddenly found itself at war. They were at Surigao Straits, winning the last battleship surface engagement in history, while their newer sisters were off chasing decoys. And, fittingly, they were off the coast of Japan at the end of that great struggle, four long years after it began. While a case can be made that the US Navy's fast battleships were underemployed and misused, no such criticism can be made about the older battleships. They gave all that was asked and more, from the first shot of the war to the last.

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Squadron - Warships 4003 - Robert C. Stern, Don Gr eer - U.S. Battleships in action, Part 1 (1980).pdf

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Squadron - Warships 4004 - Robert C. Stern, Don G eer, Kevin Wornkey - U.S. Battleships in Action, P art 2 (1984).jpg

01 - USA - Squadron - Warships 4004 - Robert C. Stern, Don Geer, ...evin Wornkey - U.S. Battleships in Action, Part 2 1984.jpg

The Washington Treaty of 1922 brought a halt to an ambitious program of capital ship construction by the US Navy. Seven battleships and six battlecruisers were either broken up during construction or never started. One battleship, USS Washington (BB-47), was 75.9 per cent complete when work was abandoned on 8 February 1922. The treaty limited the United States Navy and Great Britain's Royal Navy to eighteen and twenty capital ships respectively, Japan to ten and France and Italy to fewer yet. In the decade that followed the signing of the treaty only two new battleships were completed, the Royal Navy's Nelson and Rodney which had been started in 1922 and were specifically permitted by the Washington Treaty because of the obsolescence of many of the RN's existing capital ships. Otherwise, there followed a 'holiday' in battleship construction broken only in 1932 by the laying down of France's 26,500t Dunkirque.

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Squadron - Warships 4004 - Robert C. Stern, Don G eer, Kevin Wornkey - U.S. Battleships in Action, P art 2 (1984).pdf

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Squadron - Warships 4005 - Robert C. Stern, Joe Se well, Don Greer - U.S. Aircraft Carriers in action , Part 1 (1991).jpg

01 - USA - Squadron - Warships 4005 - Robert C. Stern, Joe Sewell... Greer - U.S. Aircraft Carriers in action, Part 1 1991.jpg

The U.S. Navy had shown considerable interest in aviation as it emerged as a reliable technology at the end of the first and the beginning of the second decade of this century. But. in the U.S. Navy, as in other navies interested in aviation, there was a great deal of controversy over the best way to employ this new capability. There was disagreement even as to whether naval aviation should be considered an independent weapon, or simply an adjunct to the scouting forces in support of the battle line. The general success of aircraft in the land battles of the First World War very quickly led some Navy officials to push for experiments with combat aircraft at sea. Float planes were available, but these were too restricted by weather and sea conditions and were too encumbered by their floats to make effective combat aircraft. Shore-based naval aircraft were indistinguishable from their land-based counterparts, but they were too restricted in range to be an effective weapon over large areas of open water. Both the U.S. and British Royal Navy saw that the potential of this new weapon would be exploited only if the aircraft could be launched from and recovered on ships at sea.

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Squadron - Warships 4005 - Robert C. Stern, Joe Se well, Don Greer - U.S. Aircraft Carriers in action , Part 1 (1991).pdf

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Squadron - Warships 4006 - Al Adcock - U.S. Ballis tic Missile Subs in Action (1993).jpg

The term "Silent Service" evokes images of Second World War submarines complete with foul air, battery acid and diesel fuel. The present day nuclear powered fleet ballistic missile submarine brings a new meaning to the term "Silent Service." With its slippery Black painted stealthy hull and ultra quiet machinery — its silence can be very deadly to any aggressor.
The first submarine was demonstrated in the Thames River. England by its builder, Dutchman Cornelius Drebbel in 1624. The boat was a wooden framework covered with oilsoaked leather and it submerged by contracting the sides thereby reducing internal air volume.
During the revolutionary war an American, David Bushnell. demonstrated the TURTLE, a submersible that featured a hand powered propeller and a ballast tank. The TURTLE made the first combat sortie by a submersible when Bushnell attempted to attack a British warship in New York Harbor; however, he failed in the attempt. Robert Fulton, the inventor of the steam boat, designed a submarine that incorporated the use of compressed air for crew breathing. The design employed a sail for surface propulsion and a hand cranked propeller for propulsion while submerged.
The first successful sinking of a warship by a submarine took place on 17 February 1864, by the Confederate States Ship HUNLEY and this attack revolutionized naval warfare. The CSS HUNLEY attacked and sank the Union Gunboat USS HOUSA-TONIC in Charleston, SC harbor. The CSS HUNLEY was armed with a torpedo suspended on a long spar ahead of the ship and the attack took place on the surface and at night. Both vessels were lost when the HUNLEY became entangled with the mortally wounded and sinking HOUSATONIC.

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Squadron - Warships 4006 - Al Adcock - U.S. Ballis tic Missile Subs in Action (1993).pdf

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Squadron - Warships 4008 - Jerry Scutts - Fletcher DDs in action (1995).jpg

When USS NICHOLAS (DD-449) was commissioned on 4 June 1942. Ihe even! was a significant one lor the U.S. Navy. It marked the entry into service of the first of 175 Fletcher Class destroyers. These destroyers not only represented a landmark design which would serve with distinction throughout the Second World War. but provided the basis lor the later Sumner and Gearing classes.
The Fletcher Class originated from a design submitted to the Naval Board in January of 1940 and appro\ed by the Secretary of the Navy on 27 January 1940. This design called for a ship of 2. KM) tons, powered by a 60.000 shp plant, with a length of 369 feel and capable of speeds up to 38 knots. She was to be armed with torpedoes, five inch guns (five turretsl. one quadruple I.I inch anti-aircraft gun mount, twenty-eight depth charges, and lour .50 caliber machine ^uns. Once the design was approved, orders for some twenty-four ships were placed and by the end of 1940. this number had been increased to 100. The shipyards involved were San Pedro and Long Beach. California. Chickasaw. Alabama. Orange. Texas and Seattle. Washington. With the U.S. entry into the Second World War. additional orders were placed bringing up the total to 175.
During late 1941 and early 1942. orders were issued to revise the ship's anti-aircraft armament. The 1.1 inch guns were replaced with one twin 40\i\t Bofors mount and the .50 caliber machine gun mounts were replaced with single 20mm Oerlikon cannons. The early ships were all delivered without their SC air search and S(i surface search radar installations.
For anti-submarine duty, the ships were each filled with two depth charge tracks on the stem with eight depth charges and three K-gun throwers on each side of the rear deck.

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Squadron - Warships 4008 - Jerry Scutts - Fletcher DDs in action (1995).pdf

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Squadron - Warships 4009 - Al Adcock - Escort Carr iers in Action (1996).jpg

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Squadron - Warships 4009 - Al Adcock - Escort Carr iers in Action (1996).pdf

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Squadron - Warships 4010 - Michael C. Smith - Esse x Class Carriers in Action (1997).jpg

During World War II the United States twill three types of aircraft carriers, the Essex class heavy fleet carriers (CVs). the Independence class light carriers converted from cruisers (CVLs), and "escort" carriers, converted from merchant or tanker hulls (CVI-s). The 24 ships of the Essex class were not remarkable for any great design innovation, but essentially for being in the right place at the right time, and for doing well the task history gave them. Fourteen of the class saw action against Japan from 1943 to 1945, and all but the two most severelv damaged in the war saw extensive postwar action as licet carriers, antisubmarine cai ricrs. training carriers, and amphibious assaull ships. Despite its success, however, the Essex class was still unsatisfactory in many respects, ll was based on a class of ships restricted by treaty, its design was handicapped by a lack of operational experience, and it was forced to handle massive increases in aircraft size, antiaircraft armament and crew, all ol which resulted in serious overcrowding and overloading.

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Squadron - Warships 4010 - Michael C. Smith - Esse x Class Carriers in Action (1997).pdf

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Rafael Medoff - Militant Zionism in America, The R ise and Impact of the Jabotinsky Movement in the U nited States, 1926-1948 (2006).jpg

01 - USA - Rafael Medoff - Militant Zionism in America, The Rise a...botinsky Movement in the United States, 1926-1948 2006.jpg

Relates an important and neglected chapter of American Jewish history.

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Rafael Medoff - Militant Zionism in America, The R ise and Impact of the Jabotinsky Movement in the U nited States, 1926-1948 (2006).pdf

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Jerrold M. Post - The Psychological Assessment of Political Leaders, With Profiles of Saddam Hussein and Bill Clinton (2005).jpg

01 - USA - Jerrold M. Post - The Psychological Assessment of Polit... With Profiles of Saddam Hussein and Bill Clinton 2005.jpg

In an age when world affairs are powerfully driven by personality, politics require an understanding of what motivates political leaders such as Hussein, Bush, Blair, and bin Laden. Through exacting case studies and the careful sifting of evidence, Jerrold Post and his team of contributors lay out an effective system of at-a-distance evaluation. Observations from political psychology, psycholinguistics and a range of other disciplines join forces to produce comprehensive political and psychological profiles, and a deeper understanding of the volatile influences of personality on global affairs.
Even in this age of free-flowing global information, capital, and people, sovereign states and boundaries remain the hallmark of the international order -- a fact which is especially clear from the events of September 11th and the War on Terrorism.
Jerrold M. Post, M.D., is Professor of Psychiatry, Political Psychology, and International Affairs, and Director of the Political Psychology Program at George Washington University. He is the founder of the CIA's Center for the Analysis of Personality and Political Behavior.

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Jerrold M. Post - The Psychological Assessment of Political Leaders, With Profiles of Saddam Hussein and Bill Clinton (2005).pdf

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Osprey - Duel 16 - Donald Nijoboer - Seafire vs A6 M Zero, Pacific Theatre (2009).jpg

Osprey Publishing Description:

“ Products of vastly different design philosophies, the Seafire F III and the A6M Zero were never intended to meet in combat, and never should have. The Zero, extremely nimble at low speeds was purpose-built as a shipboard fighter. In contrast, the Spitfire was intended to operate from established airfields, and needed to be adapted as a carrier fighter. The book examines these two iconic fighters and their two very different histories, using fantastic artwork and first hand accounts to illustrate the last aerial duel of World War II, as the British Seafire overcame its critics to emerge victorious over the Japanese Zero. ”

Review:

"In this book, the author, Donald Nijboer, discusses the development of both aircraft as well as their technical specifications and deployments. Pilot training and tactics are also part of the story and one will find quite a few 'I was there' stories to add some spice to the book. As part of the appendices, there is a section on stats and analysis as well as a listing of those FAA pilots whose scores included an A6M. In all, a superlative inclusion to this series. It is a book that I thoroughly enjoyed reading and is one that I know you will find a delight as well."
Scott Van Aken, ModelingMadness.com (July 2009)

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Osprey - Duel 16 - Donald Nijoboer - Seafire vs A6 M Zero, Pacific Theatre (2009).pdf

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Vincent D. Rougeau - Christians in the American Em pire, Faith and Citizenship in the New World Order (2008).jpg

What does it mean to be a Christian citizen of the United States today? This book challenges the argument that the United States is a Christian nation, and that the American founding and the American Constitution can be linked to a Christian understanding of the state and society. Vincent Rougeau argues that the United States has become an economic empire of consumer citizens, led by elites who seek to secure American political and economic dominance around the world. Freedom and democracy for the oppressed are the public themes put forward to justify this dominance, but the driving force behind American hegemony is the need to sustain economic growth and maintain social peace in the United States.
This state of affairs raises important questions for Christians. In recent times, religious voices in American politics have taken on a moralistic stridency. Individual issues like abortion and same-sex marriage have been used to "guilt" many Christians into voting Republican or to discourage them from voting at all. Using Catholic social teaching as a point of departure, Rougeau argues that conservative American politics is driven by views of the individual and the state that are inconsistent with mainstream Catholic social thought. Without thinking more broadly about their religious traditions and how those traditions should inform their engagement with the modern world, it is unwise for Christians to think that pressing single issues is an appropriate way to actualize their faith commitments in the public realm.
Rougeau offers concerned Christians new tools for a critical assessment of legal, political and social questions. He proceeds from the fundamental Christian premise of the God-given dignity of the human person, a dignity that can only be realized fully in community with others. This means that the Christian cannot simply focus on individual empowerment as 'freedom' but must also seek to nurture community participation and solidarity for all citizens. Rougeau demonstrates what happens when these ideas are applied to a variety of specific contemporary issues involving the family, economics, and race. He concludes by offering a new model of public engagement for Christians in the American Empire.

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Vincent D. Rougeau - Christians in the American Em pire, Faith and Citizenship in the New World Order (2008).pdf

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Mitchell Pacelle - Empire, A Tale of Obsession, Be trayal, and the Battle for an American Icon (2002).jpg

Amazon.com Review:

Each day over 4,000 people take the elevator up to the observatory of the Empire State Building to catch a minute of glory. What almost none of them have known--until now--is just how many people have fought to own outright the crown jewel beneath them, and the chaos that these trophy hunters have caused. "Over the years," writes Wall Street Journal reporter Mitchell Pacelle, "the Empire State Building had exerted an almost magnetic pull over a certain kind of man, the kind who once had nothing and now had everything." The construction of the Empire State Building was a $50 million roll of the dice by a failed political candidate, who took on the impossible task of filling 80 floors with paying tenants in the midst of the Depression just to win the race for skyline supremacy. Thirty years later, the Prudential Company gutted the building's profit potential by leasing it to real estate magnates Larry Wien and Harry Helmsley for 114 years. Their heirs, Peter Milkin and Leona Helmsley, would end up locked in a bitter embrace. Then, in 1991, Prudential decided to sell the tower, and the building entered its most bizarre period as a group of eccentric billionaires fought to control it.

Pacelle masterfully tells the story of Hideki Yokoi, a Japanese businessman with a shady past who became obsessed with the American icon during an $80 million shopping spree. Rebuffed in his pursuit by Prudential, he finally landed the building with the help of his illegitimate daughter, a front man, shell companies, and a fair number of lies--but not for long. Convinced that his daughter had stolen the building from him, he initiated a bizarre family feud that landed two people in jail. Add Donald Trump to the mix (and a plan to upscale the building with luxury condos, classy restaurants, and a hotel) and an epic legal war began between Trump and his nemesis Leona Helmsley, holder of the precious lease. Full of mind-boggling twists and betrayals, Pacelle's book is a priceless cautionary tale about ego, greed, and vengeance, and the inevitable bust that follows every bubble. --Lesley Reed

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Mitchell Pacelle - Empire, A Tale of Obsession, Be trayal, and the Battle for an American Icon (2002).pdf

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Stephen Alan Bourque - Post-Cold War (2007).jpg

The lives of soldiers in U.S. history are portrayed from the point of view of the men and women who have served their country. Each of the nine books in the series is written by a distinguished historian and covers a different era, presenting a more personalized view of U.S. military history than is usually seen. The series spans from the fight for independence to the present day. Each book describes recruitment; training; combat and down time; equipment; food, clothes, and shelter; social life; injuries and death; and re-entry into civilian life.

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Stephen Alan Bourque - Post-Cold War (2007).pdf

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Joseph J. Grano, Mark Levine - You Can't Predict a Hero, From War to Wall Street, Leading in Times o f Crisis (2009).jpg

01 - USA - Joseph J. Grano, Mark Levine - You Cant Predict a Hero,...om War to Wall Street, Leading in Times of Crisis 2009.jpg

Many things set Joe Grano apart from the typical corporate leader: his decorated military career, his humble origins, his lack of a formal college education, his meteoric rise. But perhaps the most unique aspect of Grano’s life and career is his ability to deal with crisis. When things are at their worst, Grano is at his best. From Vietnam to 9/11, from the market crash of ’87 to today’s financial crisis, Wall Street legend Joe Grano has been at the front lines of the most defining American crises of the last forty years. Whether leading draftees through combat as a Green Beret in Vietnam, regrouping a team of brokers during the market crash of 1987, or working tirelessly to reopen Wall Street after the attacks on 9/11, Joe has served at the forefront, leading and even inspiring others when things seem at their darkest. Structured around six specific crises he faced in his life and career, You Can’t Predict a Hero tells the unique story of how Grano was able to triumph over challenges both personal and professional.

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