Cold War US Subs
GUPPY | Barracuda class | Tang class | USS Darter | T1 class | X1 class | USS Albacore | Barbel classUSS Nautilus | USS Seawolf | Migraine class | Sailfish class | Triton class | Skate class | USS Tullibee | Skipjack class | Permit class | Sturgeon class | Los Angeles class | Seawolf class | Virginia class
Fleet Snorkel SSGs | Grayback class | USS Halibut | Georges Washington class | Ethan Allen class | Lafayette class | James Madison class | Benjamin Franklin class | Ohio class | Colombia class
The Los Angeles class were 62 nuclear-powered fast attack submarines (SSN), of which 24 are still currently in service with the US Navy. Called colloquially the “688” class after the lead boat pennant (SSN-688), 62 were built in an uninterrupted serie from 1972 to 1996 which by itself is a record. For that 24 years their large hull enabled many improvements over time, which are identified today in three flights, the latter being Flight III “improved” (Half of today’s US SSN force). This still mades it the world’s largest SSN class, and largest US class since the Pacific Campaign’s Gato/Tench/balao, but with a technological level and cost which makes them a symbol of a remarkable cold war industrial effort. Today, they still account for roughly half of the USN sub force, the rest being three Seawolf and +20 Virginia class. #USN #usnavy #submarines #losangeles #SSN668
USS Los Angeles underway, alpha sea trials off the Atlantic coast, summer 1976. US Navy photo submitted by Fabio Peña, courtesy of the Com Sub Group Nine web site. CC
Development of the Los Angeles Class
As sure as the Permit class led to the Sturgeons, the Los Angeles class, which development started in 1967 ended approximately 50% larger than the Sturgeons with “major improvements” in stealth and speed to too could keep up with carrier battle groups. As the last great SSN class of the Cold War, they were developed with a much larger size. The reason was to regain the 1958 Skipjack speed while being quieter than the Sturgeons to keep always a head in advance of the fatest Soviet SSNs. The design a genesis started in 1965 already.
USS Los Angeles was laid down in January 1972, three months after the last Sturgeon, USS Richard B Russel at Newport News. The great novelry was a S6G reactor which had double the power and was largely based on the work done on USS narwhal. She reached 31 knots but this was somewhat at the expense of strenght hull, and very significant decrease in diving operational depth. The other innovation was the new BQQ-5 sonar and its improved towed sonar component.
Rosalynn Carter, President Jimmy Carter, and Adm. Hyman G. Rickover (far right) aboard Los Angeles, May 1977
Though a new, stronger steel hull was designed for them, it not approved due to budget cuts as well as the new computerized fire control system Mk.112. The Mk.117 was only installed from USS Dallas (1979) onwards. It was also anticipated in first studies back in 1968 to give them 20 vertical tubes for anti-ship missiles but the complexity of the system and spiralling up cost plus displacement calculated to 13,700 tons had it rejected by Admiral Zumwalt. The Los Angeles had more torpedoes (26), while offering the same range as the Sturgeons, including SUBROC/Harpoon and Tomahawk.
In 1981, USS La Jolla was the first to launch encapsulated Tomahawk missiles, a system only operational from USS Atlanta in 1983. From USS Providence in 1985, a section with 12 silos equipped with Tomahawks were forward of the sail. From USS San Juan (1986) the class adopted the new BSY-1 combat system plus new retractable bow fins. From USS Hartford (SSN-768, 1993) the tail was modified to resemble that of the new generation Seawolf class. A total of 42 were in service by 1990, another 19 post-cold war constituting the world’s largest SSN class in twenty years.
Development of the class (1967-71).
In the late 1960s, the Soviet Union was going strong on new developments after the poor beginnings of the “November class”, plagued by their 1st generation reactors. Still they were faster at the time than anything built by the USN. Since then, advances in SSN design had let to question the level of the submarine force. In 1967 details about Project 705 Lira (Alfa class) seeped in and showed a potentially superfast SSN about to be built (Speeds estimated in excess of 40 knots). These speeds not only ensured it could outrun any escort deployed by the USN at the time, but also US submarines trying to intercep it. On the other hand, the less impressive, but still all-improved Victor class (Building also started in 1967) showed a far better quietness in addition to superior speed (32 knots) still.
And there was the threat of the Charlie class SSG that could approach US carrier battle groups and strike at a distance and in saturation beyond the usual defensive circles, forcing to creat a much greater perimeter. Soviet subs of this new generation can not only keep pace but also enter withing outer layers of defence of carrier groups. A new, much faster, better armed and better detecting SSN was needed, which Development commenced in 1967. The class was at first armed the same way as the Sturgeon class, but it was made eventually 50% to integrate a serie of major improvements in stealth and speed (most still classified today, given they are still in service), in order to keep up with carrier battle groups and ensured an outer perimeter submarine defence.
Work proceeded until in 1969 the essentials of the new design were ready. One shortcut taken was to simply scale up the Sturgeon design, but there were many differences in the pressure hull, which received this time three full decks (2.5 on the Sturgeons). Internal spaces were completely rearranged, and extra automation added, yet still, the crew of a Los Angeles, when the design was finalized in 1970 (Remember the US DoD and the Navy were still focused on Vietnam at the time), yet still, the crew of a Los Angeles was 129 officers and ratings, versus 104 on an average Sturgeon. The difference was due notably on the extra system carried, opening new possibilities in Intel gathering among others. The boats were in general considered roomier and an improvement over the Sturgeons. The other difference was a generous provision of reloads, 37 versus 21 on the Sturgeons, thanks to the much larger weapons bay.
Still, only four tubes placed on the sides, firing obliquely behind the sonar. Many former arrangements were reconducted, the general shape of the hull, forward and aft section, the sail and cross tail. Still, when built in 1971-76, USS Los Angeles was a bit behind the curve in terms of silencing as shown byt the later adoption of the powerplant rafting and shrouded propeller of the new British Swiftsure class SSNs. Many innovations were later integrated in the Seawolf class, the last design of the cold war.
Construction and Controversy
Unlike other construction projects of the USN such as the Spruance class, Mac Namara’s “wiz kids” could not apply the “winner takes all” formula due to the rapid extension of the program, from 31 initially to 62 when the design was simply reconducted with improvements over three decades. A single yard would not cut it. From the start, Newport News Shipbuilding, General Dynamics Electric Boat, Groton shared the Batch I (or Flight I) lucrative contract. The first boats were prototypes of sorts, both yards alternating. Newport News (NN) was responsible for the USS Los Angeles and Baton Rouge, whereas General Dynamics Electric Boat (EB) built USS Philadelphia. They alternated by numbers with Maphis (NN), Omaha (EB), Cininatti (NN), Groton (EB), Brimingham (NN) before larger series, from US New Yprk City (SSN-696) to USS Augusta (SSN-710) by EB and USS San Francisco (SSN-711) to USS Honolulu (SSN-718) by NN. For Flight II and III this was more balance, alternatively between yards more closely.
However it was not all smotth sailing: On 1 December 1976 General Dynamics Electric Boat submitted a $544 million claim related to its contract for 18 Los-Angeles-class submarines. It was argued that an undue amount of design changes made for massive costs overruns, not planned in the initial contract. The government’s defence was that the company mismanaged its operations. Eventually there was $843 million settlement in June 1978 and a contrat price reevaluated by $125 million. Still Eletric Boat made a $359 million loss, the USN paid $359 million under Public Law 85-804.
There was another legal dispute when in 1979–1980 the Navy reported nonconforming steel used for construction, thousands of defective or missing welds. General Dynamics filed a $100 million insurance claim to cover costs of re-inspections but an agreement was reached in 1981, GDEB being awarded a firm contract for an additional 688-class boat and two options. The next successive flights were not subject to discrepancies, lessons had been learned.
In 1982, after Flight I’s 31 boats, minor redesign was signed with eight boats making up the second flight, each having 12 new vertical launch tubes (VLS) to fire Tomahawk missiles. They became in essence, SSGB, a first since 1960 USS Halibut.
The last flight of 23 encompassed a lot of upgrades under the generic name “688i”. While 688 referred to the lead boat USS Los Angeles, SSN-688 and i for “improvement” (program). Additional measures made these new boats remarkably more quieter with new active and passive noise-reduction systems, with much more advanced electronics and sensors, notably to handle new generation of sub-Harpoon and Tomahawak missiles and the latest torpedoes. The diving planes were relocated at the bow and retractable. The last four boats were later cancelled as the Colombia class was designed instead. It was motivated by the massive cost of the game-changing Seawolf class.
Naming
US Submarines always had been named after fishes, at least when the numbered easly boats series ended in 1923 with the S class. When SSBNs appeared, the tradition whas shattered as the importance of the new boats, which carried a deterrence under the superme authority of the president, called for presidents names, and then statesmen, congressmen, senators and governors… The Los Angeles class were, unlike previous SSNs, now named after American towns and cities. The only exception was admiral USS Hyman G. Rickover himself, “father of the nuclear Navy.” This was largely a decision by Rickover precisely, which explained that decision to name these after cities and influential politicians on defense issues based on the simple principle that “fish don’t vote.” Previously cruisers were named after cities. Now that new guided missile cruisers were named after states, it seemed logical.
Design of the class
Hull and general design
The new Los Angeles class were much larger than the Sturgeon/Permit. At 6,082 t (5,986 long tons) surfaced and 6,927 t (6,818 long tons) submerged, they were 1.7 times larger than the previous boats, with a much longer hull at 362 ft (110 m) versus 292 ft 3 in (89.08 m) and a slightly larger beam as well of 33 ft (10 m) versus 31 ft 8 in (9.65 m). The draft was superior at 31 ft (9.4 m) versus 24 ft 5 in (7.44 m). The fin size was slightly larger and taller, while keeping the same basic configuration.
Early series all had the diving planes on it, until swapping on the hull on Flight II. These dimensions made for very elongated boats with a ratio of 1/11, a tendency already started with the Sturgeons. This made for an even longer cyclindrical section and the bow and tail were no more elongated/sloped as the previous boats. This, in the end, made for a lot of extra space, a more favourable ratio for speed, but worse agility, partially compensated by a revised tail.
Powerplant
USS Baton Rouge underway
The Los Angeles class are powered by the new General Electric S6G pressurized water reactor. This was the replacement for the S5W, also planned for the Ohio class SSBNs at first, with hot reactor coolant water heating the steam generators. This steam was used for the main turbines but also service turbine generators (SSTGs) generating onboard electrical power. This separation, enabled by the larger space available, ensured constant electrical power in case of failure of one unit, and with derivations possible, to be sure to pump out ballasts in any case. The S6G (Where G stands for General Electric) is capable of 150–165 MW, compared to 78 MW per S5W unit. This was almost twice as much.
The S6G originally were to use the D1G-2 core rated for 150 MW as used in the D2G reactor of the Guided missile cruiser USS Bainbridge. From USS Providence (SSN-719) onwards, all uses a D2W core, rated for 165 MW. The D1G-2 cores had been replaced with D2W cores when refueled, retrofitted.
The S6G reactor plant consists of the reactor coolant as well as the steam generation plant, and support systems to the engine room. The S6G had a nominal max output at 165 megawatt (MW) but “only” drove two 26 MW steam turbines after reduction.
The engine room also contains the steam turbines, generate electricity plus driving the propeller shaft. Exact specifications are classified and the final top speed “official” is 15 knots (28 km/h) surfaced 25+ knots (46 km/h) submerged. Experts agree this in excess of 30 knots.
Design and operational support for the reactor is provided by Knolls Atomic Power Laboratory (KAPL) in task of possible refuelling, albeit the core life is much longer than all previous models, 30 years, so basically as long as the life of the submarine itself. This too, was a considerable advantage.
The new high-speed propulsion turbines driving a singleshaft and 7-bladed propeller through a reduction gear are rated for 30,000–33,500 shp. If the reactor plant was non-operational after a “scram” or any emergency shut down, the submarine’s diesel generator plmus a full bank of batteries were to provide electrical power for all important systems. There was even an emergency propulsion motor on the shaft line, and a retractable 325-hp secondary propulsion motor powered by the battery feeding the auxliary diesel generator. A lot of backups were there to ensure no Los Angeles could be stranded underwater without power.
Speed remains classified. According to the U.S. DoD, the top speed is “over 25 knots”, actual maximum most of the time evaluated above 30 knots. After all this was the main motivation behind the design. Published estimates went all the way to 33 knots (61 km/h; 38 mph) and in “A Guided Tour Inside a Nuclear Warship” Tom Clancy estimated even estimated it up to 37 knots (69 km/h; 43 mph).
The max depht is also classified. All remembered the “gaffe” of a US senator in 1942 leaking the Gato class real depth to the press, after which the Japanese rushed to modified their depht charges. Officially the U.S. Navy gives the figure to 650 ft (200 m). Patrick Tyler in “Running Critical” suggests 950 ft (290 m), and it’s only a max operating depht, not the crush depht by a long shot, whioch would be probably in excess of 1500 ft. The 688-class design committee is often cited for this measure, but the government neither confirmed or denied this. The authoritative Jane’s goes even for 1,475 ft (450 m) in its 2004–2005 Edition by RN Commodore Stephen Saunders. The close cooperation between the two navies is perhaps no stranger to this figure.
Engineering and auxiliary systems
The hull was managed a different way, with two main watertight compartments subdivided by bulkhead partitions: The forward compartment contains crew living spaces as well as the armament-handling spaces and control spaces. The aft compartment contained all main engineering systems with the power generation turbines and water-making equipment. A clean repartition that was not present in former Sturgeon class.
While surfaced or lower, at snorkel depth, the auxiliary or emergency diesel generator could be sued for power or ventilation, particularly to vent out the products of a fire. The diesel engine could be quickly started by compressed air in emergencies and cleaning up polluted air. Still the standard procedure is snorkel for proper ventilation.
In non-emergency situations, design constraints forced to reach normal operating temperatures before reaching full power, over 20 to 30 minutes. The diesel generator still can be immediately loaded to 100% power output at the discretion of the commander on recommendation of the chief engineer to restore electrical power or prevent a reactor incident, protect the lives of the crew among other priorities. The expedicies reduced considerably the life of a diesel but it is estimated worth it by a long shot. As said above, the Los Angeles, are probably the safest subs even created for the USN under SUBSAFE (implemented from the start), the ones with the most built-in redundancies and backup.
Armament
Los Angeles-class are loaded with 25 “tube-launched weapons”, a formula marking the departure from traditional torpedoes to more systems, missiles and mines, inthe latter case, Mark 67 and Mark 60 CAPTOR mines. These tubes were designed to launch both Harpoons and Tomahawk cruise missiles “encapuslated”. However the last 31 boats of in Flight II and Flight III all have their nose modified, right after the sonar, for 12 dedicated vertical launching system tubes for extra Tomahawks. Tube configuration was changed after the first two boats of Flight II: USS Providence and Pittsburgh have four rows of three tubes versus two rows of four inner, two rows of two outer. The 688i (“improved”) also could operate the Mk 67 Submarine Launched Mobile Mines.
Here are following the details of operational systems.
Mark 37 torpedoes
A post-WW II electric acoustic torpedo forst deployed in 1957. The Skipjacks were probably given the 1960 Mark 37 Mod 1, specs below. The 19″ (48.3 cm) Mark 37 and Mark NT37 Designed about 1956 (last introduced, Mod 3: 1967) became the standard US Submarine launched ASW torpedo of the 1960s and until the 1990s.
⚙ specifications Mark 37 TORPEDO |
|
| Weight | 1,660 pounds (750 kg) (mod.1) |
| Dimensions | 161 inches (410 cm) (mod.1) x 19 inches (48 cm) |
| Propulsion | Mark 46 silver-zinc battery, two-speed electric motor |
| Range/speed setting | 23,000 yards (21 km) at 17 knots, 10,000 yards (9.1 km) at 26 knots |
| Warhead | 330 pounds (150 kg) HBX-3 high explosive with contact exploder |
| Max depth | 1,000 feet (300 m) |
| Guidance | Active/passive sonar homing, passive 700 yards (640 m) from target, active and wire-guidance |
Mark 48 torpedoes
⚙ specifications Mark 48 TORPEDO |
|
| Weight | 3,434 lb (1,558 kg) |
| Dimensions | 19 ft (5.8 m) x 21 in (530 mm) |
| Propulsion | swash-plate piston engine; pump jet Otto fuel II |
| Range/speed setting | 38 km/55 kn or 50 km/40 kn |
| Max depth | 500 fathoms, 800 m (2,600 ft) est. |
| Warhead | 647 lb (293 kg) HE plus unused fuel, proximity fuze |
| Guidance | Common Broadband Advanced Sonar System |
Mark 45 ASTOR nuclear torpedoes
These very particular torpedoes were designed in part in respsonse to Soviet rumored small warheads tests and probably adoption on torpredoes and for general tactical use as per the new wide scale 1960s US deterrence policy. The Mark 45 anti-submarine torpedo (ASTOR) was submarine-launched and wire-guided usable against high-speed and deep-diving Soviet submarines. It was first recommended for implementation by 1956 Project Nobska a summer study on submarine warfare. Its was 19-inch (480 mm) in diameter while carrying a W34 nuclear warhead and under direct control maintained between the torpedo and submarine until detonation. It had no homing capability. The design was completed in 1960, 600 were built between 1963 and 1976 until replaced by the Mark 48 torpedo.
⚙ spec. Mark 45 ASTOR |
|
| Weight | 2,400 pounds (1,100 kg) |
| Dimensions | 227 inches (580 cm) x 19 inches (48 cm) |
| Propulsion | Electric |
| Range/speed setting | 40 knots, 5–8 miles (8–13 km) |
| Warhead | W34 nuclear warhead, yeld 11 kilotons |
| Guidance | Gyroscope and wire |
FLIGHT II-III VLS
“Los Angeles-class submarines carry about 25 torpedo tube-launched weapons, as well as Mark 67 and Mark 60 CAPTOR mines and were designed to launch Tomahawk cruise missiles, and Harpoon missiles horizontally (from the torpedo tubes). The last 31 boats of this class (Flight II and Flight III/688i) also have 12 dedicated vertical launching system tubes for launching Tomahawks. The tube configuration for the first two boats of Flight II differed from the later ones: Providence and Pittsburgh have four rows of three tubes vs. the inner two rows of four and outer two rows of two tubes found on other examples. The 688i (“improved”) model submarines are capable of deploying the Mk 67 Submarine Launched Mobile Mines.
UM-44 SUBROC missiles
The UUM-44 SUBROC (SUBmarine ROCket) was deployed as a long range tube-launched anti-submarine weapon. It carried a 250 kiloton thermonuclear warhead if configured as such, at a more safer distance than the Mark 45 ASTOR torpedo, and essentially replaced it. This weapon was recommended for implementation by 1956 Project Nobska and development started in 1958, completed in 1963. SUBROC entered service with USS Permit in 1964, so basically soon after the class entered service. However the admiral in charge of weapons procurement stated this wepaon caused more problems than Polaris.
Main requirement was to be launched through a 21-inch submarine torpedo tube, and after launch, the solid fuel rocket motor fired, the SUBROC container rapidly rose to the surface and the booster carrying the torpedo flew to destination on a predetermined ballistic trajectory. The reentry vehicle (warhead) at the set time separated from the solid fuel motor and its low kiloton W55 nuclear depth bomb dropped into the water, sank rapidly to detonate at a set depth prior to launch. Accuracy was not a problem.
The W55 (the missile) was 13 inches (33 cm) in diameter, 39.4 inches (100 cm) long, for 465 lb (211 kg) in weight and tactically this was an urgent-attack long-range weapon to strike submarine targets out of range without betraying the position of the launching submarine, and recalled ASROC or Ikara. The additional bonus was a ballistic approach to the target making it undetectable by the target and prevented evasive action. It was however less flexible in its use than Ikara or ASROC and could not be used in a conventional engagement.
SUBROC production ended in 1968 and it was obviously never used in combat, with 285 W55 warheads decommissioned in 1990. SUBROC could not be exported either, even never shared with NATO allies. The planned UUM-125 Sea Lance was authorized in 1980, contract awarded to Boeing in 1982 but cancelled in 1990.
This weapon remains an interesting cold war weapon without true equivalent.
⚙ spec. UUM-44 SUBROC |
|
| Weight | 4,000 lb (1,800 kg) |
| Dimensions | 22 ft (6.7 m) x 21 in (53 cm) |
| Propulsion | Solid rocket booster |
| Range/speed | 55 km (34 mi), subsonic |
| Warhead | W55 1-5 kt (4.2 to 20.9 TJ)/25 kt (100 TJ), Depth Fuze |
| Max depth | Unknown |
| Guidance | Inertial guidance ballistic trajectory |
UGM-84 Sub-Harpoon missiles
When freed, the UGM-84 raced to its target as a sea-skimming missile on predeterminated target data fed before launch, and then homing took over in full autonomy when reaching its final leg to the target. Data came from radar or satellite, and sonar if needed. This gave US Navy SSNs an unprecedent range of 67 nmi (124 km) for the Block II for example, at Mach 0.71 to 0.9. Normal provision was four of them on board a Permit class from the 1980s. It was also designated GWS-60 (UGM-84B in UK service) and exported to South Korea and Egypt. The Permit class had the UGM-84A and potentially upgraded to the UGM-84C (Block Ic), UGM-84D from 1985, less likely UGM-84G and UGM-84L so close to retirement.
⚙ spec. UGM-84A Sub-Harpoon |
|
| Weight | As regular missile + canister |
| Dimensions | Canister 21-in, c20ft long |
| Propulsion | solid propellant booster motor |
| Range | 130 to 220 km depending on version |
| Speed | Mach 0.9 |
| Warhead | 220 kg warhead |
| Guidance | Initial intertial, active radar homing terminal, later GPS |
Late SEAL Conversions
Open container on USS Dallas
Some of these boats were later converted to deliver Navy SEALs. This was done either through a SEAL Delivery Vehicle deployed from the Dry Deck Shelter, or the Advanced SEAL Delivery System, mounted on the back (dorsal) until cancelled in 2006 and removed in 2009. Inside the container, which worked as a sas to be filled before use, were installed all what was necessary for a prolongated submerged stay if needed. Access was through a standard access hatch below.
The SEALs (are the elite spec ops of the US Navy, generating a lot of imitations around the world).
Perhaps their roots could be found in WW2 Marine Scouts and Raiders, which were essentially USMC commandos pioneerd by Phil H. Bucklew. They already operated from converted destroyers or the USS Narwhal. It was clear to all that a submarine was an ideal way of delivery in enemy controlled territory.
The SEALs ((United) States (Navy) Sea, Air, and Land) are virtually the all-terrain, all-weather, three dimensional space operatives, capable of small-unit special operation missions in maritime, jungle, urban, arctic, mountainous, and desert environments, mostly deployed for unconventional and asymetric warfare (including sabotage and demolition), but most to gather intel.
The tradition of deploying commandos or spec ops by submarines went on in the cold war, and the Los Angeles class continue wit this tradition.
Basically the container installed on this first generation was just a hangar for small vehicles in the tradition of the WW2 maiale and what was developed later.
USS Greeneville and its ASDS mounted on its back.
But the riders always had a conventional frogman kit, with limited air supply. On some areas it was just dangerous to close on the coast for this delivery and the distance to shore was just too great, unless these frogmen operated by night surfaced for part of the trip.
For various experience returns it was estimated a fully enclosed delivery vehicle with its own filling system to exit was preferrable. And thus was devised the Advanced SEAL Delivery System (ASDS), a midget submarine for stealthy submerged transportation of SEALs from decks of nuclear submarines. This was the ideal long range “insertion platform” for covert/clandestine/special operations but it was canceled in 2009 due to cost overruns and reliability issues. The Prototype was destroyed by fire in 2008. It was replaced by the Dry Combat Submersible (DCS) from Lockheed Martin, in service by 2023 on the Seawolf/Colombia class.
Life on board
The Los Angeles class als had all a complete array of atmospheric control devices allow them to remain submerged for long periods of time without ventilating. Like the SSBNs, they were supposed to be “diluted”, disappear completely from view and hearing, enabling their classified deployments. For this, they all including a larger and more complex, but robist electrolytic oxygen generator producing oxygen for the crew and hydrogen as a byproduct. The hydrogen is pumped overboard via a system of cold dispensers, but there was always a risk of fire or explosion during that this ongoing process. For obvious reason this system was about the best maintained and examined on board on a permanent basis, like milk on a fire.
Now, apart that technical, but critical aspects, the clmear separation between engineering spaces aft and living spaces forward is the result of elimination of rear torpedo tubes, which doubled back in the days as living quarters. Now these living spaces started aft of the sail up to the main bulkhead of the engine compartment. See the cutaway (reddit).
There are no living quarters in the aft compartments, but human access its still done to the main engineering control center, and if the crew was to be trapped inside, there is a secondary hatch above. The nuclear reactor due to its weight is located at the balance point of the submarine, exactly amidship. Dure to its bulk, access is only possible to the engineering compartment via two narrow corridors port and starboard. The batteries are located below the control center and further aft, where the turbine generator are and followed by the main engines. The engineering compartment is separated itself by five bulkheads.
In contrast, the forward living spaces, a bit reduced compared to the aft spaces due to the reactor, are managed between three decks inside the pressure hull. It’s even further reduced as the pressure hull ends well short of the nose, which contauned the front ballast trim tanks and the sonar sphere.
The upper space comprised the command center, below the fin, which are the main working space for most of the crew.
Aft of the CC is located the main escape hatch, aft of the sail. Forward of the CC is located the sonar room, with several operators managing varios modles and channels of the sonar arrays and radars. There is another hatch forward of the sail to load torpedoes, going through two levels, down to the torpedo room below. The upper level is filled to the brim with electronic systems and the heat needs special cooling. Another cutaway, more refined for the Flight II-III for good measure.
The middle deck is the true living deck of the boat. Aft of it are located the mess, with three services since its space is limited for the whole crew. It is close to the access to the engineering space aft, more practical for the machinery teams as the access hatches of the main bulkheads are located there.
The galley is located nearby, as well as the trash disposal room, stores, dry and cold storage next. Then comes the wardroom, main berthing areas with three level bulks in several rooms followed by (still going forward) the collective washrooms. Then, the officers berthing, wardroom, and a small mess. The Los Angeles class are still less roomy than an Ohio class, but clearly in aimprovement on the Sturgeons.
The third deck below is occupied mainly by the torpedo room. Its tubes goes all the way from there to openings close to the sonar done. They are almost straight, helped by the submarine’s pressure hull shape at this section. Aft of it and close to the main engineering bulkhead is located the “big red marchine”, the auxiliary diesel. If the whole engineering space was to be inoperative, basic energy could still power all vital systems and more on board thans to the completely separate auxiliary diesel unit. The main weapons rooms is quite large and hosts a whole variety of torpedoes and encapsulated missiles which all needs specific procedures of maintenance and preparation.
There is a fourth “half deck” further below. It’s battery space, which can be monitored directly and remotelly more of the time, and ballast spaces.
Withg flight II-III the main difference was to use the essentially empty forward trim tank in front of the pressure hull to accomodate a serie of missile tubes (VLS).
As for the sails, its houses scopes, antenna and radars with a small cockpit to monitor surface activity and sailing to and off harbours. The crews rarely ventured on deck due to the lack of grip, and being plain dangerous in heavy weather. Sadly washed over sailors are not rare in the sub service. A captain always should ensure never to risk sending anybody on deck given the conditions. There is no safety barriers on a dorsal section of the outer hull, only designed with rubber-like anechoic coating. There is also an aspect that was overlooked when the Los Angeles were first designed back in 1967, these spaced were designed for men. But in the late 1990s already the first female submariners appeared and the proportion only grew in time. This obliged to rethink internal spaces to some extent, including some separation, without some issues. The Seawolf and Ohio were neither designed with mixity in mind, but the next Columbia and Virginia were.
Sensors evolution
In nearly 40 years, inprecedented for any boat or ship construction type, the control suite changed considerably:
-The Mk 113 mod 10 fire control system (Pargo display program) was the start in 1976, coupled with a UYK-7 computer.
-The Mk 117 FCS replace it as the first “all digital” fire control system, replacing the Mk 75 attack director by the UYK-7
-The Mk 81 weapon control consoles removed later both analog conversions for an “all digital” control of the initial Mk 48 torpedo control.
The first Mk 117 equipped boat was USS Dallas.
-The Mark 117 was replaced in turn by the Mark 1 Combat Control System/All Digital Attack Center. Made by Lockheed Martin, it was tailored toexploit the encapsulated Tomahawk missile. It had had an internal tracker processing towed-array and spherical-array trackers, and a Gyro Static Navigator replacing the AN/WSN-1 DMINS (Dual Mini Ship’s Inertial navigation system).
-The Mk 2 by Raytheon reaplce the Mk 1 CCS to provides Tomahawk Block III VLS guidance and manage fleet-requested improvements, providing data to the Mk 48 ADCAP torpedo and Towed Array Target Motion Analysis operability.
-It was paired paired with the AN/BQQ-5E system (QE-2).
-The CCS MK2 Block 1 A/B architecture incorporated a tactical system networked with tactical advanced computers (TAC-3) configured to support the SFMPL, NTCS-A, LINK-11 and ATWCS subsystems.
AN/BQQ-5 bow sonar:
She received the AN/BQQ-5 sensor suite, composed of:
-AN/BQS-13 spherical sonar array
-AN/UYK-44 computer.
Developed from the AN/BQQ-2 sonar system she had a spherical array with 1,241 transducers and a conformal hull array with 104-156 hydrophones in the sail, plus two towed arrays:
-TB-12 (later TB-16) and TB-23/29, (several sub variants).
There are 5 versions of the AN/BQQ-5 system (A to E). Performances are estimated double that of previous bow sonars.
Most sub-system performances are classified.
AN/BSY-1 SUBACS:
The next Los Angeles 688i (Improved) subclass had at first the AN/BSY-1 SUBACS (submarine advanced combat system) coupled with the AN/BQQ-5E, with updated computers and modernized interface. Development of the AN/BSY-1 and AN/BSY-2 were initially to equip the Seawolf class. However these progralms soon ran into controversy as the most problematic and costly programs for the Navy, the congress even having at some point some interest of the spiralling cost and setbacks.
The 688i were also given new conformal passive hydrophones, hard-mounted to each side of the hull and coupled with the AN/BQR-24 internal processor. The system uses FLIT (frequency line integration tracking) homing in on precise narrowband sound frequencies and using the Doppler principle to accurately providing a firing solution, even against the world’s quietest submarines.
AN/BQQ-10 bow sonar:
The AN/BQQ-5 was succeeded by the AN/BQQ-10 fitted with the new Acoustic Rapid Commercial Off-The-Shelf Insertion (A-RCI) to lower cost and eas upgrades. There is a four-phase program to upgrade AN/BSY-1, AN/BQQ-5, and AN/BQQ-6and go from 1970s legacy systems to the new and flexible COTS/Open System Architecture (OSA) and obtain at the end a common sonar system between all serviced subs.
The A-RCI Multi-Purpose Processor (MPP) brought much more computing power, in fact equal to the entire Los Angeles (SSN-688/688I) submarine fleet and enabled the use of far more complex algorithms previously way beyond the capabilities of legacy processors. COTS/OSA had been geared up for rapid updates to software and hardware and enabled future computer power growth following the commercial industry.
BPS-14 radar:
Raytheon medium-range surface search and navigation radar featuring a horn antenna, operated from inside the submarine. Works in I-J (8-20 GHz) up to 40 nm (73 km).
BPS-15 radar:
Improved model developed by Northrop Grumman, low-power, surface search and navigation radar with a karger horn array at 40-in (1,016-mm) aperture. Replaced by the AN/BPS-16. mounted on the long hulled Sturgeons, Los Angeles and OHIO class (BPS-15A).
BQS-8 sonar:
Ice-navigation sonar: Upward-oriented sonar projector radiating energy spherically, with multiple reflection paths generated under the ice.
Mark 113 Fire Contol System:
This very advanced fire control system for its time, computerized, combined several displays manageable by a single fire control operator. It comprised the Mk 78 Target Motion Analyzer digital computer which memory module has 1024 round magnets with wires wrapped around them. The Mk 78 TMA determined the Target’s course and speed adn sent the data to the Mk 75 AD.
The Mk 75 Attack Director is an analogue computer using synchros, servos, resolvers, and rheostats plus handcranks to input information displayed with counters and dials. The Mk 75 AD solves data targeting Problems and sends the Gyro Angle to the Torpedo.
The Mk 66 Torpedo Control Console was coupled with the Mk 47 Tone Signal Generator used for the Mk 48 Torpedoes, capable of sending new commands and course corrections after fire.
The Mk 50 Attack Control Console prepared the torpedoes launch, coupled with the Digital Interface Box (DIB).
The Mark 113 was replaced by the Mark 117 fire control system envisioned by some to do any thing and almost replace the operator, but in reality it just increased the training requirement. It was capable to manage longer range and missiles, as introduced in the 1980s.
The radar suite is unknown, likely the same as the Skipjack albeit simplified as the Permit’s fins were smaller. So one radar/aerial combined model.
Same with the EW suite it was probably limited.
Mark 117 Fire Contol System:
The first all digital fire control system and was forward fitted on the later 637 class and the SSN 688 and backfitted on the long hull and earlier 637s and the 594 classes.
more on the Los Angeles class.
WLR-4 ECM suite:
No data yet.
Improvements and Upgrades
To come with the Flight II update in 2025
CC Profiles by Mike1979russia: Flights I (SSN-688), II (SSN-719) and III (SSN-772)
Same as above, NE enchanced profiles, 3d renditions
⚙ specifications (Flight I) |
|
| Displacement | 6,082 t (5,986 long tons) surfaced, 6,927 t (6,818 long tons) submerged |
| Dimensions | 362 x 33 x 31 ft (110 x 10 x 9.4 m) |
| Propulsion | S6G nuclear reactor (150–165 MW), 2× steam turbines: 30,000–33,500 shp +sec. prop. 325 hp |
| Speed | 20 knots (37 km/h; 23 mph) surfaced, 25 knots (46 km/h; 29 mph) submerged |
| Range | Unlimited, refuelling every 30 years, 90 days at sea |
| Test depth | 450 m (1,480 ft) |
| Armament | 4× 21 in (533 mm) TTs (37× Mk 48 torpedo, Tomahawk, Harpoon, Mk 67 mobile/Mk 60 CAPTOR mines) |
| Sensors | BQQ-5 suite, BQS-15 sonar, WLR-8V(2) ESM, WLR-9, BRD-7, BPS-15 radar, WLR-10 ECM |
| Crew | 129 |
Trivia on a tradition
Morton dealt O’Kane a perfect cribbage hand of 29 (odds; 1 in 216,580) and soon the crew was awared of this particularly rare hand as an omen of good luck. Wahoo the next day indeed sunk two Japanese freighters. In another game in the wardroom, O’Kane dealt a hand of 28 to Morton, which was furious, but it proved another omen as another freighter was sunk. But O’Kane’s luck would go on as he commanded USS Tang, setting the record of most ships sunk on patrol and a MoH for his actions. However this chance reversed in a cruel way as on Oct. 25, 1944, Tang was sunk by its own (infamous)Mark 14 torpedo circling around. Only nine Sailors survived including O’Kane, later picked up by a Japanese frigateand POWs, but the original board went down. Since then it acquired such status that a replacement board was presented by the crew of the second Tang (SS 563) to now Admiral O’Kane for his retirement in 1957. In 1994, his wife Ernestine, asked to reconstruct the perfect hand and to pass the cribbage board to new subs, always the oldest in service, starting bty USS Kamehameha (SSBN 642). Several Los Angeles boats had this honor. Photo: Reddit src
Three polar bears approach Honolulu’s starboard bow while she is on the surface 280 nautical miles (519 km) from the North Pole.
Read More/Src
Books
Links
https://www.seaforces.org/usnships/ssn/SSN-688-USS-Los-Angeles.htm
https://en.wikipedia.org/wiki/Los_Angeles-class_submarine
Videos
Model Kits
3D
Career of The Los Angeles class
Note: For reasons of time and space, only Flight I are to be seen here for now. Logs when available are condensed.
Flight I
In 1999, she was modified for the Dry Deck Shelter (DDS) for spec ops operations, but keeping her role as carrier battle group support and escort and intel gathering.
She was inactivated on 1 February 2010, decommissioned on 4 February 2011. Her wardroom was transferred USS Bremerton (SSN-698). She entered the Ship-Submarine Recycling Program on 1 February 2010 in Bremerton, completed 30 November 2012.
In 1980 she was in Indian Ocean for a circumnavigation via Panama, being awarded the Navy Unit. She was in the Pacific in 1980 and in 1981 came under the command of CINCLANTFLT after a Meritorious Unit Commendation and made a second MedTod.
In the mid-1980s, she had a 18-month overhaul at Norfolk, ending in the spring of 1986. Baton Rouge received at this occasion the AN/BQQ-5C sonar, CCS Mk-1 and ESGN nav system. She made a 3rd Med Tod by November 1986 4th by January 1990 and a deployment to the North Atlantic (2nd Meritorious Unit Commendation).
At 20:16 on 11 February 1992 while off Kildin Island near Severomorsk she collided with the Russian Sierra-class SSN K-276 Kostroma. The US argued that this happened 12 miles from the shore (international waters) and initially even denied any damage suffered, later disclosed. Kostroma was fully repaired in 1992 but Baton Rouge was removed from service as part of budget cuts. The Russian side deduced this as a “victory” and even painted a number “1” bordered by a star on the sail, a WW2 tradition. She was decommissioned on 13 January 1995 after 17 years, 6 months and 19 days of service and disposed of by submarine recycling until 1997.
She was deployed in the Med in 1979, 1982, 1986, 1991 (Desert Storm), 1999, 2001, 2003, 2005, 2007, and 2009 (CENTCOM) and only one Western Pacific deployment in 1980. She won a 1983 Navy Unit Commendation, 6 Meritorious Unit Commendations, 8 Battle “E” among others.
In 1988 she was the first to test the TLAM-D capability and in 1994, she had first refueling overhaul at Portsmouth. In 1998, she was modified to carry a Dry Deck Shelter and to operate the Deep Submergence Rescue Vehicle (DSRV). On 5 September 2005 she was in the Persian Gulf 30 nautical miles (60 km) NE of Bahrain when colliding with a Turkish merchant ship MV Yasa Aysen for light Damage but CRD Steven M. Oxholm was relieved from command. In 2006 she completed the first-ever Pre-Inactivation Restricted Availability (PIRA) at Portsmouth.
On 20 July 2009 the Navy announced she would be inactivated on 10 June 2010 and she was indeed decommissioned on 25 June 2010. She performed a . She also spent a fair amount of time in the Atlantic Ocean, including deployments to the Northern part of the Ocean in 1983, 1992, 1996, 1997, and 1999, and one Eastern Atlantic
Currently waiting for disposal after 33 years of service.
In July 1979 Omaha she tested three SubRoc for certification and from 22 July she started her first EastPac, visiting Seattle for the Seafair Festival and Esquimalt. Long story short, here are her major highlights: Completed ComSubPac, visited Subic Bay, Hong Kong (dosging Typhoon Joe), paused at Guam on 28 July and sailed to the Indian Ocean for 2 months, Diego Garcia, Perth, and back to Pearl Harbor in December, winning the Navy Expeditionary Medal and a Meritorious Unit Commendation. She made another WestPac from June 1981 and had a SRA in September, then 3rd WestPac with Enterprise (CVAN-65) CBG and for CTG 70.6. She was at ASWEx 83-2U and visited Mombasa. After ASUWEx 83-1 (Philippine Sea) and Guam she visited Yokosuka.
In January 1984 she trained with the frigate Badger (FF-1071) and made her 4th deployment in the South China Sea and CTG 70.6 off Singapore, hosting the President of the Republic for dinner on board on 18–22 August, later dodging Typhoon Ike.
By November 1984 she took part in Exercise 1-85 (Philippine Sea) with Swordfish, Sargo, San Francisco, Bremerton and started her major overhaul at Pearl from 7 January 1985 until 13 April 1987. Sje made another Westpac from January 1988, and NorPac, KiloEx 12–14 May, ASWEx 88-2JA 18–20 May, Harpoon exercise in the South China Sea on 27–28 May. Next year she had an eight week NorPac deployment and took part in PacEX 89, visiting Alaska. Later she took part in RimPac 92, Lungfish 92 with HMAS Otway (S.59) and HMAS Ovens (S.70) and visiting Melbourne and Brisbane in December. By September 1993 she made another EastPac. In May 1994 she stopped at Chinhae and in June RimPac 94. She was decommissioned on 5 October 1995 after 17 years, 6 months and 24 days, Disposed of for submarine recycling, completed in 2012.
In November 1980 after a Mediterranean patrol she was visited by former President Richard M. Nixon and Admiral Hyman Rickover. In 1981 under Commander Kurt T. Juroff she made a world cruise over 60,000 miles via the Indian Ocean. On 8–13 June 1981 she visited Western Australia and stopped at HMAS Stirling, Rockingham for R&R. She was decommissioned on 29 July 1996 after 18 years, 4 months and 18 days, disposed of by submarine recycling. However, an attempt was made to preserve her as a museum and memorial by the city concerned, funds were just not there. The sail and artifacts were still purchased for display on the riverfront.
From September 1988 USS Dallas entered SubRon 2, making a Depot Modernization Period making several deployments. She had her ERO at Portsmouth in 1998 and received a D2W core but also a removable Dry Deck Shelter she kept for a decade for special forces missions. She toured the Indian Ocean once, had four Mediterraneandeployments, two Persian Gulf, seven North Atlantic patrols.
As her decommissioned was planned already, Naval Sea Systems Command, the city of Dallas and the Dallas Navy League started to discuss her preservation in 2008 or at least items for a memorial, that would be later indeed purchase in her recycling phase scheduled for 2023. Initial decommission was for September 2014. But in 2013 there was plan to create a maritime museum supported by Mayor Mike Rawlings and a foundation was financing a new facility whilethe Navy exposed plans for deactivation FY2017 initially, now advanced for early 2015 to save $10 million in Pre-Inactivation Restricted Availability costs.
Eventually preservation went to naught. She was decommissioned on 4 April 2018 after 36 years, 8 months and 17 days. She was stricken, final disposition pending.
For her service she received 2 Meritorious Unit Commendations, 2 Navy Unit Commendations and 7 Battle E (1986, 1991, 1992, 1993, 1999, 2000 and 2013) plus the 1993 Battenberg Cup (best all-around ship) and 1999 Engineering “E”, Medical “M”.
During sea trials at the direction of Admiral Hyman G. Rickover she unexpectly made a depth excursion in a “crash back” test. By late 1982, 30 miles off San Francisco while at periscope depth she collided with USS Permit, surfaced. She had rudder damage but cause a paint scrape on Permit’s keel. She made a first Tomahawk firing while submerged at the Pacific Missile Test Center on 29 April 1983 and first West-Pac from August 1984 and February 1985, visiting the Philippines and Hong Kong, Chinhae and Yokosuka, earning a Navy Expeditionary Medal.
However on 11 February 1998 9 milesoff Chinhae in South Korea she collided and sank a 27-ton fishing trawler, crew rescued. In 2000, she received a Dry Deck Shelter (DDS). On 23 August 2004 she ended a 6-month WestPac after 5 international exercises such as Pacific Reach 2004.
She eventually became Moored Training Ship (MTS) in August 2017 after a conversion started on February 2015, completed in late 2019. In 2020 she was certified and cleared for student training. For this co,nversion she was cut in drydock into three sections, a portion taken out but new hull sections from General Dynamics Electric Boat added to accommodate many students. A newly prefab section was welded in place and compartment OPS with training and office spaces as well as an emergency safeguard system. She was decommissioned on 15 November 2019 after 38 years and 22 days. She was converted to a moored training ship at the Nuclear Power School by 2020 at Charleston, SC. permanently moored at Naval Support Activity Charleston since.
In 1984, she had her Consolidated Anti-Submarine Readiness Test (CART) and SRA, then fired 25 exercise torpedoes and ORSE, received the best notation for Tactical Effectiveness Factor during in her Tactical Readiness Evaluation (TRE). 1985-1986, saw her in the Mediterranean/North Atlantic earning a Meritorious Unit Commendation and major NATO exercise and won an outstanding communications performance award for 1985. In 1986 she took part in FLEETEX and PCO Operations, awarded the “Top Performer” in TRE and “Blue E” (Supply Management) for 1986. She had a second Meritorious Unit Commendation in 1987 and Medical “Yellow M.”
Sehe completed her MK-48 Advanced Capability (ADCAP) testing in early 1988 and was at FLEETEX, gaining the highest percentage of “hits” in this. She spent 1989 in Norfolk in Depot Modernization Period (DMP) followed by Sea Trials and Certification, then FLEETEX.
By 1991, she headed for the Mediterranean and earned the 6th Fleet “Hook ‘Em” award for ASW excellence, deployed with USS Forrestal. She was upgraded in 1992 and was in the Atlantic for 1993 and 1994, winning a 3rd Meritorious Unit Commendation for superb performance until March 1995 by SubRon 8 and other awards. She continued in the Atlantic in 1996-1997 but was inactivated on 18 September 1997 at Norfolk, then Portsmouth for decommissioning, stricken on 29 July 1998 after 16 years, 7 months and 10 days, final disposition pending.
She was also a much-decorated ship with meritorious service and outstanding performance. She notably won the coveted Arleigh Burke Fleet Award, Marjorie Sterrett Battleship Fund Award, for Pacific and Atlantic service among others.
In 1986 May and September she sailed to Scotland and England. She patrolled off Long Island, New York when on 17 July 1996 and investigation determined placed them among the possible cause for the destruction of TWA Flight 800.
In 1999 she had a 6 month Med cruise with USS Theodore Roosevelt CBG. She worked at a Special Operations Force (SOF) delivery platform and launched Tomahawks in Operation Noble Anvil. She had a refueling overhaul in 2001. In 2004 she was deployed from Rota followed by a 6-month with Harry S. Truman CBG until April 2005 and winning a Battle E for 2004, remaining at Groton SubRon 2.
In July 2005 fire-control technician Ariel Weinmann deserted until arrested in 2006 and charged with espionage, larceny, and destruction of government property. In August 2009 USS Albuquerque was HP to Naval Base Point Loma, Pacific with a 6-month WestPac and back to San Diego. She visited Australia, Japan and Guam and took part in Talisman Sabre 2011. She made another Westpac in 2013 over 30,000 nm stopping at Sasebo and Saipan as well as joined exercises wirh the JMSDF and Thai Navies. She was in Puget sound on 28 October 2015 after inactivation in San Diego on 16 October 2015, decommissioned on 27 February 2017 after 33 years, 9 months and 6 days, stricken, final disposition pending.
In 1984 Portsmouth she was homeported to Groton, Connecticut, and later in permanent homeport at Ballast Point Submarine Base, San Diego with SubRon 11. In 1985 she started herfirst Western Pacific operations (WestPac) with port-calls in Japan and Australia, first USN sub to visit Fiji and first to make a liberty call in Hong Kong. She deployed to the 5th Fleet, Nimitz Battle Group in 1995–1996, awarded the Navy Meritorious Unit Commendation and COMSUBRON 11 Battle “E”.
She was deployed to 7th Fleet in 1997, crew awarded the Navy Expeditionary Medal and COMSUBRON 11 Battle “E” as the most battle effective in squadron.
She was decommissioned on 10 September 2004 after20 years, 11 months and 9 days, Stricken, final disposition pending.
In 2022, her sail and rudder were shipped to Minnesota, undergoing restoration at the Military Museum for display in a new new facility in 2025.
Her crest was designed by the wife of a former crewmember and symbolically represents Admiral Rickover and the boat with four white stars and his 64 years of active naval service. USS Rickover had her initial sea trials from 16 May 1984 with Admiral Kinnaird R. McKee aboard as Director of the Office of Naval Nuclear Propulsion (Department of Energy). They were completed in the shortest time ever and Admiral complimented the crew on their fine performance.
At 12:08, 21 July 1984 she was officially commissioned by Vice Admiral Bernard M. Kauderer (U.S. Atlantic Fleet). She was later featured prominently in the documentary “Submarine: Steel Boats-Iron Men” in 1989, aired in November 1991. No service logs published yet. She was inactivated on 14 December 2006 sent to Portsmouth Naval Shipyard in 2007 for inactivation process. She was decommissioned on 14 December 2006 after a cereer of 22 years, 4 months and 23 days, stricken, final disposition pending in 2016.
She had extensive maintenance in 2006 before a 6-month deployment in 2007 until September, homeported to Norfolk before deactivation in January 2008. She was decommissioned on 11 February 2009 after 24 years and 23 days and disposed of by submarine recycling.
On 8 January 2005 at 02:43 GMT she grounded on an undersea mountain 364 nautical miles (675 km) SE of Guam at flank speed under 525 feet (160 m) “in the vicinity of the Caroline Islands” and not marked properly. It was quite serious as the crew was later reported struggling to regain positive buoyancy and surface after the forward ballast tanks were ruptured. 98 crewmen were injured in the collision, Machinist’s Mate Second Class Joseph Allen Ashley later dying on 9 January. She had both her forward ballast tanks and sonar dome, pressure hull mushed but not not breached so she made it to Guam on 10 January with USCGC Galveston Island, othger ships and planes in escort. She wa spatched up to return to Puget Sound in May 2005 and Commander Kevin Mooney was reassigned to a shore unit in Guam during the investigation which ended by relieving Mooney of his command with a letter of reprimand as well as 6 crewmen for dereliction of duty, reduced in rank with letters of reprimand whereas 20 other officers and men received awards and letters of commendation and mdeals for their actions in what could have been far more severe.
The charts in use were updated but procedures had not been repsected.
USS San Francisco had her refuel to be kept in service until 2017, but before, she had her entire bow section replaced at Puget Sound by the one of USS Honolulu, just retired at a cost of $79 million ($170 million to refuel and overhaul).
Back to Point Loma she made her 6th deployment in October 2016, then homeported to Norfolk for as a moored training ship (MTS) at the Navy’s Nuclear Power Training Unit in Charleston and from 11 May 2017 ‘In Commission Special’ for MTS conversion over 32-month until mid-2021. She was however decommissioned on 15 May 2022 after 41 years and 21 days and Converted as planned to an uncrewed moored training ship for the Nuclear Power School as of 2021 in Charleston, SC. Still around today.
On 29 April 1986 Atlanta ran aground in the Strait of Gibraltar, damaging her sonar gear and puncturing a ballast tank in the bow section. The boat proceeded to Gibraltar under her own power. After a week, the Atlanta returned to Norfolk, VA under its own power, and was repaired in the Norfolk Naval Shipyard in Portsmouth, Virginia.
During Atlanta’s brief career, she completed six deployments to the Mediterranean Sea and three deployments to the western Atlantic. She was the first submarine certified to employ the Mark 48 torpedo and both Harpoon missiles and Tomahawk missiles. She was also the first nuclear-powered submarine assigned to directly support an Amphibious Ready Group (ARG).
She was decommissioned on 16 December 1999 after 17 years, 9 months and 10 days, stricken, final disposition pending.
On 28 October 2015 she made ha last deployment from Pearl Harbor, after completing her final scheduled deployment. She was decommissioned at Naval Base Kitsap—Bangor on 26 August 2016 after 33 years, 11 months and 1 day and transferred to Pearl. She was stricken, final disposition pending.
In 1998, she made an EastPac with Joint Operations with USGC and CGC, awarded the Coast Guard Special Operations Ribbon. In 1999, she made a WestPac, earning a new “E” and another in 2001.
In 2002, Buffalo she was the first drydocked in Hawaii to undergo the long refueling process here. By late November 2005 she launched an underwater glider to catch and transmit satcom intel. In 2007 she was homeported to Para Harbor, Guam, SubRon 15 for 11 missions of national security many port visits and three more Battle “E” awards as well as the Arleigh Burke Fleet Trophy and Meritorious Unit Commendation. She was deployed for 5.5 years from Guam, but returned to Pearl Harbor in early 2013 and SubRon 1 for a long Pre-Inactivation Restricted Availability, and from 23 December 2016 her final WestPac. She departed on May 2017 Pearl Harbor for home. She was decommissioned on 30 January 2019 after 35 years, 2 months and 25 days and stricken, final disposition pending.
Full logs not published yet. Among other notable events she became “USS Dallas” in the film The Hunt for Red October as Actor Scott Glenn trained aboard even as honorary commander for a brief time for in preparation as “Bart Mancuso”. The boat’s interiors were copied as props in studio.
On 22 October 2004, she returned from a deployment with USS John C. Stennis CBG, western Pacific but took part Summer Pulse ’04 with Port calls of Guam, Sasebo, Yokosuka, Singapore, and Oahu. She had her inactivation ceremony in San Diego, 26 October 2005 and transited under polar ice. She was decommissioned on 15 January 2006 after 21 years, 8 months and 3 days and disposed of by submarine recycling. Her awards included three Battle “E”, 2 Navy Unit Commendations, 4 Meritorious Unit Commendations.
Her patrols (logs missing) were commemorated by ten surfboards signed by the crews aboard, one kept board, the other seven stored at Pearl Harbor.
Honolulu served in the Pacific Fleet, making her farewell ceremony in Pearl Harbor on 15 April 2006 under PacFleetCO Admiral Gary Roughead and put to sea in early May 2006 for her final patrol which ended at Puget Sound in October 2006. She was decommissioned on 2 November 2007, after 22 years, 4 months and 27 days of service and disposed of by submarine recycling. Her forward section was transferred to USS San Francisco to repair extensive damage after a severe grounding in 2005.
