Curtiss-Wright Corporation’s Post

12 years of my career spans 3 different aircraft carriers. CVN-74's RCOH and the carrier construction of CVN-78 and CVN-79. When I say there is no better job in the world, I mean it. We're building warships that will defend our freedom for the next 50 years. Knowing you are a part of something way bigger than yourself makes every good or bad day worth it. #themissionstartswithus #newportnewsshipbuilding

The US Navy (USN) found itself largely sailing alone against the Imperial Japanese Navy (IJN) in the Pacific during most of World War II. The USN also found itself in an aircraft carrier war as a result of the Pacific Fleet's battleships either have been destroyed or left settled in the mud at the bottom of Pearl Harbor. But the USN had a handful of aircraft carriers and deployed them with immediacy—learning fast carrier raid tactics on the fly. Soon, the USN would have more, many more, aircraft carriers as well as magnitudes more combat as well as training aircraft for use in prosecuting the war across the western portions of the Pacific Ocean. There is a vast chasm to this history that has been open, unfilled, until recently with the welcome publication of Stan FIsher's, Sustaining the Carrier Fleet: The Deployment of U.S. Naval Air Power in the Pacific. The increasing number of aircraft carriers, pilots and aircraft also meant a commensurate increase in servicing personnel, the maintainers. Armorers, radio repairmen, aircraft maintenance sailors, engine overhauling mechanics—and all were needed quickly. The Navy had an immense problem in that increasing the maintainers was not anticipated and maintainers often took longer to train that pilots or aircraft production. The USN figured out a way, though, and increased numbers by more than ten fold, as well as creating many more ratings (ranks) for the multitude of specialties necessitated by increasing modernization of designs. Engines evolved quickly from 750 hp to over 200 hp, becoming much more complex. An aircraft carrier's operational warplane compliment had to be kept at nearly 100%—off ship maintenance facilities for engine overhauls were created and regular aircraft replacement became the norm. Less than prime, brand new, or next-to-brand new aircraft were recycled back for aviation training usage. (Hence the vintage and historic combat aircraft recovered from the bottom of Lake Michigan). Fisher is right when noting the "battle piece" has been studied extensively but the personnel, their materiel, factory production and economics has been woefully lacking in attention—though vital aspects of war fighting.

ATTN Surface Warfare Watchers ⚠️ CMS Dean Admiral James G. Foggo (ret.) MSC argues in defense of the decommissioned Oliver Hazard Perry-class frigates for The MOC: “Since I can remember, the US Navy has always had frigates. Therefore, as a Fleet Commander, it was surprising that the Navy allowed the last of the active-duty Oliver Hazard Perry-class frigates to decommission in 2015, without an on-contact replacement. These workhorses were at, or approaching, their 30-year hull life, and the Navy had made a decision in the early 2000s not to spend precious resources modernizing them to compete in the 21st century threat environment. As fast ships with long legs, capable of operating in consort with a carrier strike group or operating independently, this was a regrettable decision.” Read Part I at the link below and keep an eye out for Part II.

In 2018, the US Navy set a goal to solve a decades-old problem with their aircraft fleet within one year (they did it). Is there a problem or project that’s been sitting on the back burner for a long time in your organization? Here are 5 lessons you can take away to identify core issues and scale your solutions to drive results. https://bit.ly/3uxnPqQ

It is always great to see sites where there is a strong hand protection policy in place so that regardless of who attends site they are issued with Traffi gloves. The UK Secretary of State for Defence was issued with a pair of Traffi TG6240 gloves for his dockside visit. The unique, Traffi 🚦 traffic light system makes it simple, a green glove means Cut D/A4 or higher. While the Defence Secretary's task is to keep the country safe, our task is to keep hands safe! This is to ensure those critical jobs can be carried out safely day in and day out with workers returning home safely each day. The Traffi system proven to reduce hand injuries by up to 94%. https://lnkd.in/ep8bz3-t https://lnkd.in/g3XuSnHJ With Traffi, while reducing hand injuries you can also reduce Planetary Costs with our certified Carbon Neutral glove range. #sustainable #handprotection #Gloves #PPE #handsafety #carbonneutral #inclusive #colourcoded

The arrival of the first East Coast-assigned US Navy tiltrotor CMV-22B Osprey aircraft at Naval Station Norfolk marks a significant milestone in naval aviation. Assigned to Fleet Logistics Multi-Mission Squadron (VRM) 40, this versatile aircraft will revolutionize medium-lift and long-range aerial logistics capabilities for the fleet. Rear Adm. Doug Verissimo, Commander, Naval Air Force Atlantic (CNAL), expressed excitement about the Osprey's arrival, highlighting its transformative impact on naval aviation's future. VRM-40, led by Cmdr Matthew Boyce and Cmdr Mason Fox, has officially transitioned to its permanent duty station in Norfolk, gearing up to support the Atlantic Fleet by 2025. The CMV-22B Osprey, designed to replace the C-2A Greyhounds, embodies the Navy's commitment to evolving air logistics capabilities. Cmdr Fox emphasized the Osprey's critical role in delivering personnel and supplies to carrier strike groups, enhancing operational efficiency and readiness. The establishment of a type wing detachment onboard Naval Station Norfolk underscores the Navy's strategic focus on maintaining lethality and readiness across fleets. The CMV-22B's advanced capabilities align with Naval Air Force Atlantic's priorities, ensuring combat-ready forces equipped for diverse operational challenges. Read more about this historic achievement and the Osprey's impact on naval logistics on our blog. #AvfoilNews #CMV22BOsprey #NavalAviation #NavalStationNorfolk #VRM40 #NavalLogistics #MilitaryAviation #NavalAirForceAtlantic #OperationalReadiness #CarrierStrikeGroups #NavalInnovation

At the Royal Canadian Navy | Marine royale canadienne Outlook, Military Off The Shelf (MOTS) procurement was raised by several speakers as a way of de-risking, accelerating and reducing the cost of acquiring new platforms and equipment, and the recent independent analysis of the Royal Australian Navy surface combatant fleet identified 4 proven platforms that could be acquired more rapidly by taking a MOTS approach. However, defence procurement organizations around the world have found it difficult to implement MOTS approaches, as ‘just a few changes’ quickly snowball and MOTS designs become bespoke. A current example is the US Navy Constellation Class, which was intended to retain 85% commonality with the proven FREMM. According to the article below, the Constellation now shares only 15% of the original design and the delivery of the first vessel has been delayed by three years, which is a 50% increase in the delivery schedule. It is not easy to compromise on requirements, especially when navies have to operate and maintain platforms for decades. However, without those compromises MOTS is not a viable procurement strategy. https://lnkd.in/eGPM-8Ez #MOTS #shipbuilding #CPSP #CMC #requirements

I could not agree more with this assessment! The shortage of qualified Maritme Workforce both ashore in the Shipyards and crew on US flagged Vessels (both merchant and Navy) needs to be focused on and addressed.

Tail shafts are an integral mechanical component onboard a vessel. With the recent installation of the port side tail shaft on the first Joint Support Ship, Seaspan is that much closer to launching the longest naval vessel ever built in Canada 🍁. Weighing in at 31 metric tonnes each (about 31,300 kg), these tail shafts transfer power from the dual MAN 12V32/44CR diesel engines to the propeller blades mounted aft. They are connected to the engines by intermediate shafts, which will be installed in the coming months. Watch the timelapse to see the team pull the tail shaft, supported by two trolleys, carefully into place along a shaft installation railway that was specifically designed for the Royal Canadian Navy | Marine royale canadienne's Joint Support Ships. With this milestone complete, we are another step towards readiness for launch. After the same installation is completed on the starboard side, the team will shift focus towards installation of the propeller blades. MAN Energy Solutions Flensburger Schiffbau-Gesellschaft #NationalShipbuildingStrategy

Why should more Veterans work in our nation's shipyards? Because it's an opportunity to continue a career of service, after time in the military. Because it's a path forward, built on #skills learned in uniform. Because #shipyards need people at all levels of the #SkilledTrades, to meet the mission and get ships back at sea, where they belong, as expeditiously as possible. Because those who have served on a ship understand shipboard work and life. Shipyards need the perspectives of our veterans. #NAVSEA #MaintenanceModernizationAndSustainment #LetsGetAfterIt #MaritimeMaintenance #NavySustainment https://lnkd.in/gWCdcBVk