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USS Stickell

USS Stickell (DD-888) was a Gearing-class destroyer of the United States Navy in service from 1945 to 1972. She was renamed HS Kanaris (D212) (Greek: Φ/Γ Κανάρης) in 1972 on transfer to the Hellenic Navy.

1945–1950
Stickell (DD-888) was named for Lieutenant John H. Stickell USNR (1914–1943), who was killed in action at Jaluit Atoll in the Marshall Islands on 13 December 1943 and posthumously awarded the Navy Cross. She was laid down on 5 January 1945 at Orange, Texas, by the Consolidated Steel Corporation; launched on 16 June 1945; sponsored by Miss Sue Stickell; and commissioned on 31 October 1945.

Assigned to the Atlantic Fleet, Stickell operated under Commander, Amphibious Training, Galveston, Texas, for a month, 10 December 1945 to 11 January 1946. She then conducted shakedown training out of Guantánamo Bay, Cuba, before arriving in Charleston, South Carolina, on 11 March for post-shakedown availability. She shifted to Norfolk, Virginia, on 21 April and, until 6 May, supported carrier qualifications from that port with USS Kearsarge (CV-33). She then screened Kearsarge to Guantanamo Bay and, from there, to the Panama Canal. She returned to Norfolk on 13 June. Two days later, she got underway for the west coast. Heading via the Panama Canal, she reached San Diego, California, on 29 June and joined Destroyer Division (DesDiv) 11. Over the next four and one-half years, Stickell made three cruises to the Far East to serve with the 7th Fleet. During these deployments, she visited the Philippines, the Marianas, Japan, North and South Korea, China, and Okinawa. After each tour of duty in the western Pacific, she returned to duty along the west coast and in Hawaiian waters. Drills and exercises occupied the bulk of her time during the postwar period.

Korea, 1950–1952
On 6 November 1950, Stickell completed overhaul at Mare Island Naval Shipyard and sailed for the Korean War Zone with DesDiv 52. She made Sasebo, Japan, on 27 November and, three days later, joined the screen of Task Force (TF) 77. The destroyer's first Korean War tour lasted until 20 July 1951. During that deployment, she operated with the fast carriers off the southern and eastern coasts of Korea, participated in anti-submarine warfare exercises off Yokosuka, Japan, conducted shore bombardments of the Songjin-Wonsan area and patrolled the waters off Shingjin, Yong-do, and Chongjin for enemy small craft. In addition, she landed Republic of Korea intelligence teams on hostile shores: and she rescued three air crewmen while on lifeguard duty for the carriers. On 20 July 1951, she headed east toward the United States and arrived in San Diego, California, on 4 August.

For almost seven months, Stickell remained on the west coast, conducting training operations out of San Diego. On 26 January 1952, she put to sea for the Far East once again. After stopping at Yokosuka from 19 to 23 February, she began her second combat tour in Korean waters. Between 23 February and 19 March, she operated with TF 77 off the coast of Korea and made three shore bombardments; one off Yong-do on 28 February with heavy cruiser USS Rochester (CA-124); one at the bombline on 5 March; and one off Singchong-Ni on 11 March with the cruiser USS Saint Paul (CA-73). On 19 March, Stickell and the rest of DesDiv 52 joined the United Nations blockading and escort force, Task Group (TG) 95.2. As the bombardment and patrol element, Stickell not only blockaded Hŭngnam, but also delivered interdiction and shore bombardment fire.

After bombarding Wonsan Harbor on 31 March, she rejoined TF 77 on 1 April and retired with that force to Yokosuka. She remained at Yokosuka during the first two weeks in April; then resumed support for TF 77 air strikes and intermittent shore bombardments. She was in Yokosuka from 29 May to 18 June for dry-docking and repairs before conducting a brief operation along Korea's east coast, including a night landing in the vicinity of Pohang Dong. Stickell cleared the area on 23 June with DesDiv 52 for exercises out of Buckner Bay, Okinawa. The division returned to Yokosuka on 5 July and, the next day, was underway again to visit Hong Kong and to patrol the Taiwan Strait. She rendezvoused with Carrier Division 3 on 14 July and, with TG 50.3, conducted operations in the Philippines and in the South China Sea, before returning to the Taiwan area to rejoin TF 77 on 27 July. After further operations off the eastern coast of Korea, she entered Yokosuka on 6 August and, four days later, sailed for return to the United States.

1953–1962
Stickell arrived in San Diego on 26 August and remained there until 13 December, when she was decommissioned at Long Beach to begin conversion to a radar picket destroyer (DDR). On 2 September 1953, Stickell (DDR-888) was recommissioned at Long Beach. Following training out of Long Beach, she joined DesDiv 21 at San Diego on 18 January 1954. Two days later, she and her division headed for the western Pacific. This deployment consisted primarily of hunter-killer training and Taiwan Strait patrol. On 1 June, she departed Sasebo on a voyage to complete a circumnavigation of the globe. Along the way, she visited Hong Kong, Singapore, Ceylon, Kenya, South Africa, Brazil, and Trinidad, She reached Norfolk, Virginia, on 10 August 1954 and joined DesDiv 262 of the Atlantic Fleet.

For the next nine years, Stickell served the Atlantic Fleet as a radar destroyer. Between 1954 and 1958, she went through two complete training cycles, including yard overhauls, Mediterranean deployments, refresher training, and NATO and Atlantic Fleet exercises. She received the latest in electronic equipment during her 1958 overhaul; and, soon thereafter, she was outfitted with an experimental data processing and weapons analysis system. In 1961, she earned the Atlantic Fleet Destroyer force Antiair Warfare Trophy. Her seven-month Mediterranean cruise in 1962 was highlighted by an excursion into the Black Sea. In the fall of 1962, Stickell participated in the Cuban Quarantine and showed great efficiency by departing Norfolk on very short notice to assume her station.

1963–1965
In May 1963, she entered the Philadelphia Naval Shipyard for a Fleet Rehabilitation and Modernization (FRAM) overhaul. Stickell surrendered her anti-aircraft warfare electronics equipment in return for the latest in ASW gear, including ASROC missiles and DASH drone helicopters. Early in 1964, she rejoined the Atlantic Fleet in Destroyer Squadron (DesRon) 12 as a straight DD. Home ported at Newport, Rhode Island, she became the flagship of DesDiv 122. Following refresher training in April, she became a unit of the midshipman training squadron and made a cruise to northern European ports in June and July. From August to November, she served with the Atlantic Anti-submarine Warfare Forces; then she deployed to the Mediterranean until March 1965.

She returned to Newport and, in April, shifted to Norfolk to complete her DASH outfitting. In June, Stickell joined TF 124, in supporting United States and other OAS forces operating in the Dominican Republic during the 1965 upheavals in that country. After five weeks of patrolling, she entered the Bethlehem Shipbuilding Corporation shipyard at Boston, Massachusetts, for a six-week overhaul. In October, she took station off the west coast of Africa to participate in the recovery of Gemini 6. However, the mission was scrubbed, and Stickell returned, via Martinique, to Newport. In November and early December, she participated in amphibious exercises at Vieques Island, near Puerto Rico; then returned to Newport.

Vietnam, 1966
On 19 January 1966, Stickell, along with the other units of Destroyer Squadron 12, departed Newport for duty with the 7th Fleet in the Far East. After transiting the Panama Canal and brief stops at San Diego and Pearl Harbor, the ship commenced wartime operations in the South China Sea in support of the Republic of Vietnam. While attached to the 7th Fleet, Stickell was assigned to Search and Rescue (SAR) and helicopter inflight refueling duties in the Gulf of Tonkin; plane guarding for various attack carriers, especially USS Ranger (CVA-61); and gunfire support duties. During the deployment, the ship visited the following Far East ports: Kaohsiung, Formosa; Yokosuka, Japan; Subic Bay, Philippines; Hong Kong; route back to Newport — completely circumnavigating the world — crossing the equator near Indonesia. After the Stickell visited Port Dickson, Malaysia; Cochin, India; and Aden. She transited the Suez Canal and touched at Athens, Greece; Palma, Mallorca; and Gibraltar. ship returned to Newport on 17 August 1966.

1966–1968
In October 1966, Stickell entered the Boston Naval Shipyard for overhaul. She emerged in February 1967 and headed toward Guantánamo Bay for refresher training. Stickell then headed for Culebra Island where she qualified as a naval gunfire support ship. After a short inport period, Stickell deployed on a four-month ASW cruise. During the northern European segment of the cruise, Stickell visited Bergen, Norway; Aarhus, Denmark; Sundsvall, Sweden; and Thurso, Scotland. She operated with ships and aircraft from the navies of Norway, Denmark, West Germany, Great Britain, and France. Stickell then entered the Mediterranean Sea and joined the 6th Fleet. She operated with the aircraft carrier USS Essex (CVS-9) and several other destroyers as a "pouncer" ASW Task Force. While in the Mediterranean, Stickell visited Naples, Italy; Valletta, Malta; and Palermo, Sicily. On 19 September 1967, she steamed past Brenton Reef Light and was home again.

Before the end of the year, Stickell participated in two ASW exercises. The first, "Canus Silex," a combined Canadian-United States ASW exercise and the second, "Fixwex India." By February 1968, Stickell was preparing for a visit to the Caribbean and her part in "Springboard 68." After leaving frozen Newport behind, Stickell participated in a variety of training operations designed to sharpen her crew's already finely honed efficiency. Following "Springboard", she acted as sonar training ship at the Fleet Antisubmarine Warfare School at Key West, Florida.

The next several months were spent preparing for Stickell's next deployment. On 2 July 1968, Stickell left Newport for a six-month, 13-nation cruise of the Indian Ocean as part of the Navy's Middle East Force. She visited San Juan, Puerto Rico; Recife, Brazil; Luanda, Angola; Lourenço Marques, Mozambique; Port Louis, Mauritius; Cochin, India; Karachi, Pakistan; Bahrain; Massawa, Ethiopia; Mombasa, Kenya; Assab, Ethiopia; Bandar Abbas, Iran; Bushehr, Iran; Kuwait; and Dakar, Senegal — touching some ports more than once. While in the Persian Gulf area, Stickell participated in the international naval exercise "Middlinx XL". Together with units of the United States, British, and Iranian navies, Stickell once again demonstrated her readiness in the fields of anti-submarine and anti-aircraft warfare. Stickell returned home on 10 January 1969.

1969–1972
Over the next three years, Stickell alternated deployments with operations off the east coast of the United States and in the Caribbean Sea. She was deployed to the Mediterranean again from September 1969 until late March 1970, when she returned to Norfolk, After post-deployment leave and upkeep, she headed to Davisville, Rhode Island, on 18 May for a month of hull repairs. Back in Norfolk again on 20 June, she remained there, except for two brief operations with the aircraft carrier USS John F. Kennedy (CVA-67) in July, until 9 November when she got underway to off-load ammunition at Yorktown, in preparation for drydocking at Newport News, Virginia, from 13 November until 7 December. For the remainder of the year, she prepared for deployment to the Indian Ocean. Her second deployment with the Middle Eastern Force began on 7 January 1971, when she put to sea from Norfolk and ended on 29 June, upon her return to Norfolk. In the meantime, she visited ports in Brazil, Angola, Mozambique, Madagascar, Mauritius, Bahrein, Saudi Arabia, Ethiopia, Iran, India, Pakistan, Kenya, and Senegal.

At the end of this, her last, deployment, Stickell remained in the Virginia Capes area - for the most part at anchor or in port. She spent most of the remainder of 1971 and the first half of 1972 preparing for decommissioning and transfers to the government of Greece. On 1 July 1972, Stickell was decommissioned and struck from the Navy list. Immediately thereafter, the Greek Navy took possession of her and recommissioned her as Kanaris.

Greek service

HS Kanaris (D212) (Greek: Φ/Γ Κανάρης) was named after Admiral Konstantinos Kanaris (1793–1877), a hero of the Greek War of Independence and later Prime Minister of Greece.

She was commissioned into the Hellenic Navy on 1 July 1972 at Norfolk, Virginia, by Cdr. K. Zografos HN. After sea trials and training she sailed to Greece where she arrived on 29 March 1973. She served in the Hellenic Navy for 20 years as part of the Destroyers Command Force. She performed many patrols in the Aegean Sea participated in Greek and NATO exercises and had active participation in the conflicts with Turkey in 1974 and 1987.

The ship's badge depicts the hand of a fire ship captain holding the torch used to set on fire the fire ship, while the fireship sails toward an Ottoman flagship during Greek War of Independence, the same badge used for the later frigate bearing the same name.

She was decommissioned on 15 September 1993, and sold for scrap in 2002.

Awards
Stickell (DD-888) earned six battle stars for Korean War service and one for service in the Vietnam War.

title: USS Stickell


text:
Talk:Flat engine

A new opinion on terminology
Here are definitions which I have always accepted"

A "V Engine" is a piston engine with two cylinder banks (therefore, at least two cylinders) sharing a common crankshaft and arranged in a "V" shape (that is, the included angle between banks is less than 180 degrees).

Note that this definition does not require opposing pistons to share a crank pin, nor does it permit a "180-degree V" engine, which is a contradiction in terms. This seems to go against the prevailing opinion on Wikipedia, but can anyone quote an authoratative source that refutes my definition? I always thought that the definition of a V engine was connected to the name - cylinders in a V shape.

A "Flat Engine" is an engine where all the cylinders lie in the horizontal plane. For common engine designs, this would be synonymous with a "horizontally opposed engine" and also a "boxer engine." The trouble, I suppose, is when one considers exotic designs that have probably never been ever manufactured and then tries to categorize them. For example, if one tried to classify an engine with a single bank of four cylinders, pointing sideways, would it be called a "flat" engine or an "inline four engine laid on its side?" **The Toyota Previa uses a inline 4 cylinder laid flat on its side and mounted in the center of the van.** Personally, I would call it the latter. For all intents and purposes, it behaves like an inline engine, so we should call it that. It would be misleading to call it a "flat" engine because the only automotive engines currently in large-scale production (at least in the US) that are called "flat" are horizontally opposed engines from Porsche and Subaru, and they all have two cylinder banks.

The same thing applies to engines with opposing pistons, sharing a combustion chamber, with two crankshafts. I fully understand these are legitimate designs, but I have never heard of them being recently produced in large quantities anywhere. If there is an inconsistancy in the terminology, we should structure the article so it is consistant with the majority of engines and the biggest engine manufacturers.

My library of engine books is currently at work. My plan is to, sooner or later, go through them to review the terminology and edit the article as necessary. In the mean time, anyone care to respond to this?

--- Didn´t the original beetle had an engine like that?

 * Yes. —Morven 06:29, 8 Mar 2004 (UTC)

IMHO The Ferrari Testarossa does not have a real flat, but 180°-V-Engine.--217.187.67.229 23:33, 21 Mar 2004 (UTC)

 * In my understanding of things, a 180 degree V is a flat engine, but it is not a boxer engine. —Morven 06:03, 22 Mar 2004 (UTC)

 * Interesting discussion. The same discussion is currently also on the German version Diskussion:Boxermotor. But due to in German, there doesn't exists a correct translation of flat engine (it translates to Boxermotor, too), the very interesting question about the difference between a flat engine and a boxer engine is missing. I expect "flat engine" to be some more generalized term while boxer engine and 180° V engine include both a statement on the position of the crank pins and pistons on the crankshaft as already explained in the comparision between the boxer engine and 180° V engine in the first paragraph.

 * The big question now is: Shall this page become split into three: Flat engine (some kind of overview page), Boxer engine and 180° V engine? --XTaran | Talk 00:41, 25 Mar 2004 (UTC)

 * @User 217.etc By definition, there is no such thing as a 180 degree V engine, it is a flat engine.  Your issue seems to be in thinking that all flat engines are boxer engines, when this is just not the case.  The boxer style of engine IS a flat engine.  The defining difference being, from what I have found, is that the boxers have separate crank journals for each connecting rod/piston.  Other than that, a boxer engine is STILL a type of flat engine.  You could have shared or separate crank journals on a V (of any even cylinder number), but that doesn't make it somehow a boxer engine now, it is still a V engine.  It is one because of the layout of the cylinders, nothing more.

 * Single cylinder
 * Class all their own

 * Multi cylinder
 * Inline, means that all cylinders are in line with each other
 * Inline 6, inline 4, etc.
 * V means the cylinder banks form a V shape, under this you have 2, 4 6, varying even number of cylinders
 * V-6
 * V-8
 * etc
 * flat engine
 * Boxer engine
 * any other flat, opposing cylinder, horizontally opposed, etc. name with shared crank journal
 * Radial engine
 * Each cylinder is spaced out evenly around the edge of a circle, with the crankshaft in the center, most commonly seen in older piston driven propeller aircraft

There is no such thing as 180 degree V. It is a flat engine. Period. What makes a boxer different from other flat engines (of which it IS a flat engine) is the manner of how the connecting rods join the crank shaft and the pistons. It's really that simple. Not all flat engines are boxer engines, but all boxer engines, so far at least, ARE flat engines. 32.212.104.223 (talk) 18:59, 9 July 2017 (UTC)

Clarification
In a true boxer engine, the pistons are boxing each other, which means there is one looooooong cylinder for one pair of pistons. The two piston heads are facing each other and share one common combustion chamber. These engines have two main crank-shafts, obviously. They are essentially two inline engines made into a siamese twin by merging at the head. Such engine is used in some medium battle tanks (japanese I think) and are usually of the two-stroke principle.

In a flat engine (180 degrees Vee engine) there is one separate cylinder for each piston, because the pistons are boxing away from each other. These engines have a single crankshaft, these engines are siamese twins made of two inline engines "merged by the foot", so to say. These engines are used in Porsche and some 1980's Ferraris.

 * Please sign your posts, user 195.70.48.242.

 * And, I'm afraid I think you have this quite wrong. The Volkswagen Beetle is an example of a boxer engine, probably the most famous yet, as are current Subaru cars and the classic BMW "knee-warmer" motorcycle. What you are describing above as a true boxer is an opposed piston engine, a completely different design to a horizontally opposed engine, which is another name for boxer engine.

 * I mostly agree with the authors above. A boxer engine has (nearly) opposing pairs of cylinders, and each pair is on a pair of crank pins (big-ends) that are 180° out of phase, so that the two pistons of the pair reach TDC similtaneously.

 * A V engine on the other hand has one crank pin per pair of cylinders, so if the V angle is 180° (and there's nothing to say it shouldn't be) then the two pistons will reach TDC 180° apart. This is not a boxer engine, but a 180° V engine.

 * It seems agreed that a boxer engine is a type of flat engine. But is a 180° V engine another type of flat engine, or is the boxer the only type? Some authors definitely say it's not, but I'm not impressed. Many other knowledgable writers describe the Ferrari Berlinetta Boxer and Ferrari Testarossa engines as being flat 12 configuration (but nobody AFAIK calls them boxer).

 * I'm inclined to think that the attempt to say that 180° V engines aren't really flat engines is overly pedantic (which is not uncommon among motoring writers IMO). It might also stem from the difficulty in translating between English and German; It seems that there is no term in German for flat engine apart from Boxermotor, which of course means boxer engine. Andrewa 13:22, 27 September 2005 (UTC)

 * A Flat engine is an engine that lies flat, regardless of whether it is a "180deg V engine" or a horizontally opposed engine. A boxer engine is a completely different thing with two pairs of crankshafts and pistons facing each other. A horizontally opposed engine is an engine which has on crank pin per piston with the pistons facing left, right, left, right etc. The pistons in a horizontally opposed engine move towards each other then away from each other and so on. A 180 degree V engine has two pistons per crank pin and move together in unison. I hope that clears it up for you

 * It is hard to tell in here with little to no difference in spacing between different people's posts, and possibly unsigned posts, so I am just going to address everything here, and hopefully, you will be able to pick out your respective parts.

 * "so if the V angle is 180° (and there's nothing to say it shouldn't be)" Uhm, yes there is.  It is no longer a 'V' if it is at 180 degrees to each other.

 * "But is a 180° V engine another type of flat engine" What you are mistakenly calling a "180 degree V" is a type of flat engine.

 * "This is not a boxer engine, but a 180° V engine." Correct on the first part, but 180 degrees off on the second.  Pardon the phrasing.

 * "I'm inclined to think that the attempt to say that 180° V engines aren't really flat engines" The issue lies with calling it 180 degrees, and V, not with saying it is a flat engine design.

 * What makes it a V or not a V, or a flat engine or not a flat engine, is not the way the connecting rods and the crank shaft are joined, but the alignment of the cylinder banks. Since the cylinder banks on a V engine form a V, THAT is what gives it the V designation, not the sharing of a crank journal.  On a boxer engine, as well as other flat engine designs, the cylinder banks are flat in regards to each other.  As far as Ferrari calling the car a Boxer, that is just the name of the car.  People call cars Mustangs, doesn't automatically mean they are.

 * ":A Flat engine is an engine that lies flat, regardless of whether it is a "180deg V engine" or a horizontally opposed engine. A boxer engine is a completely different thing with two pairs of crankshafts and pistons facing each other. A horizontally opposed engine is an engine which has on crank pin per piston with the pistons facing left, right, left, right etc."

 * Actually, from the reading I have been able to find on this, the two crank shafts is ONE possible configuration of what makes it a boxer engine. The same primary thing, the not shared crank journals, is possible with a single crankshaft, even in a V configuration engine.  I have not seen one thing yet that says the only way it is a boxer engine is that the piston tops face each other.  32.212.104.223 (talk) 19:28, 9 July 2017 (UTC)

Another attempt at standardising terminology
There seems no consistency across Wikipedia on this at present.

A summary of the issues:

V engine
In a V engine, do the corresponding cylinders necessarily share a single crank pin?

In a V engine, can the angle between the cylinder banks be 180°?

If yes in both cases (as I suspect) then all is well.

But if no to the first and yes to the second then we have a problem, in that all flat engines would then become 180° V engines, which I don't think is the case.

Boxer engine
In a boxer engine, do the pistons in corresponding cylinders necessarily reach top dead centre similtaneously?

If yes (as I suspect) then there is a translation problem between German and English, in that the German boxermotor would mean flat engine in English, but the obvious translation of boxer engine would be wrong, as in English boxer engine means something more specific.

If no, then perhaps there is such a thing as an engine that is both a boxer engine and a V engine.

Flat engine
This seems relatively straightforward and general. However the term is defined, any boxer engine is also a flat engine. If there is such a thing as a 180° V engine, then it is also a flat engine.

Comments? Andrewa 12:54, 26 October 2005 (UTC)

 * The Fiat 500 Giardiniera (1960-1976) uses an in-line air-cooled twin lying flat under the rear floor.

Deconstruction 21:39, 8 February 2006 (UTC)

 * Found this definition at https://www.autoevolution.com/news/there-s-a-big-difference-between-a-boxer-and-flat-engine-85305.html
 * "Boxer engines should not be mistaken with flat V engines. Crank journals or crankpins, whatever you want to call them, these small devices attached to the crankshaft's big end bearings make the difference between a boxer and a flat motor. Simply put, the boxer mill employs one crankpin per cylinder, while the flat (horizontal V) engine uses one crankpin per two horizontally opposed cylinders."

 * Now, I don't know enough about engines/motors/whatever to say that this means that the cylinder banks need to be facing each other, and 2 separate crankshafts opposing each other from the outside of the engine, or it means a bigger crankshaft area in the center where the 2 opposing cylinders meet mechanically, or if this would just mean what some are calling a "flat" V. That term, to me anyway, makes no sense, as it was my understanding the V designated the physical layout of the engine, i.e., in a V shape.  But the diagrams in the above linked page seem to show all examples with opposed cylinders, not 2 pistons that share a common combustion area.  32.212.104.223 (talk) 17:37, 9 July 2017 (UTC)

 * That's confusing the opposed piston engine into it, which isn't helpful at all.
 * A boxer engine is a sub-type of the 180º flat V engine. It is characterised by the fairly unusual layout (common enough in 2 cylinders, but not for engines with more cylinders). The block is much the same, but the crankshaft is different: the crankpins are arranged so that pairs of pistons move in and out together, keeping an overall balance. In contrast, the 180º V engine has pairs sharing the same crankpin (see connecting rod for how) and so they move both left and both right together, giving a side-to-side vibration (this is counteracted somewhat by the adjacent pair, but there's still a yawing component left). Andy Dingley (talk) 20:45, 9 July 2017 (UTC)

Cleanup needed
I would like to edit this page and clear up the misinformation and confusion. Here are a few points:

1. A "flat engine" comprises two types: a horizontally-opposed engine (boxer), and the non-boxer type (that the article calls 180 degree V). American car magazines such as Road & Track refer to both boxer and non-boxer types of flat engines as flat engines.

FizzicksPhun (talk) 04:00, 12 May 2012 (UTC) Note: I would be careful about calling it opposed. You might get into another difficulty with confusion between this and the "Opposed-piston engine" like used in tanks. ''((This is the Very 1st Time I have ever made any edits. If I have erred in any way please fix it up and set me on a learning path by letting me know.)''

2. It is not a distinguishing characteristic of V engines that the crank pin is shared. A five-minute search on Google can confirm this. It may be true that all currently-produced flat "180 degree V" engines have this characteristic, but I doubt it's a requirement.

3. This sentence from the article is ambiguous: "Flat engines with more than eight cylinders are most commonly V engines." Does it mean "180 degree V engines" (i.e. non-boxer type) or does it mean V engines with some angle (e.g. 60 degree or 90 degree)?

4. It seems that the true distinguishing characteristic of boxer vs. non-boxer type of flat engines is the "horizontally-opposed" nature of them. If we can get agreement on this item, we'll be closer to a consensus.

It would be nice to gain consensus on this topic so that we can clean up this article. Erikvcl 23:33, 29 January 2007 (UTC)

FizzicksPhun (talk) 04:00, 12 May 2012 (UTC)

5. In the 4th paragraph under "Configuration"; "True boxers have ... while 180° engines, which ... share crankpins," there is a link for "180º engines" (http://en.wikipedia.org/wiki/Flat_engine#180.C2.B0_V-engines) that is broken and needs to be repaired.

 * Hi FizzicksPhun, thanks for your interest in this.
 * Before starting to edit it, I suggest you look at the other related articles too (V engine, V12 engine etc.) Many of these editing issues need as much coverage shifting between articles to file it in the right place as they do changes to it.
 * I'd agree some of your broad points here. However I can't help thinking that we already discussed them some months ago - particularly the flat/boxer confusion, and when crankpins are shared. Can't find which talk page though offhand (one reason why such discussions belong on article talk pages, not user talk pages).
 * This article is also one of those that's "mostly done". That means that any new changes to it really do need to be supported by references, and good references at that - serious texts, not just Hot Car or coffee table books. Andy Dingley (talk) 09:13, 12 May 2012 (UTC)

 * hi FizzicksPhun &othrs, one other talk Andy has mentioned was at there: Talk:Napier Nomad, there might be others.
 * and: i also dislike the ambiguous similarity in english of horizontally opposed ~ and opposed piston ~ but i think this trouble is sort-of unavoidable, so i'd still use the term, only 'being cautious' to mean providing a 'dont confuse!' text, and not the avoidance of the word opposed. --Aaa3-other | Talk | Contribs 21:39, 18 May 2012 (UTC)

 * Thanks for that - I'd forgotten where the thread was, but that's the one.
 * I still see opposed piston engine as a red herring. It's a very clear term with a clear meaning, and it's unrelated to what we're discussing here. Andy Dingley (talk) 01:11, 19 May 2012 (UTC)

Two definitions
If there are two definitions of a V-engine then we should explain that, and then we should just be clear which one we are using in each case. This article and the V-engine article are very confusing. --Gbleem 20:16, 22 August 2007 (UTC)

Standardising
I copied information from the wikipedia page on 180 V engines to further show the difference between, a V engine and a "boxer" flat engine. This also helps the articles be inline with each other in content. —Preceding unsigned comment added by Lossy (talk • contribs) 14:14, 23 October 2007 (UTC)

Engine deficiencies
A mechanic recently explained to me several deficiencies in this engine. These include the oil pooling on one side of the engine and the combustion of the gas, which is injected into the cylinder, occurring primarily on one side of the piston. This results in a slight impact of the piston on the cylinder wall on ever power stroke. Eventually, this causes a decrease in engine life as the piston tends to go through the cylinder wall. I don't even know where to obtain professional verifiable sources for this but would welcome anyone expanding on this or finding sources for this. Andrew M. (talk) 04:18, 18 January 2008 (UTC)

180° V nonsense
Asserting that shared crankpins is the defining characteristic of V-engines is absurd. Where does that leave the various 120° firing angle V6's? Not V's? So what are they? Lancia and VW's narrow angle V's? If bank angle isn't defining, then inline engines are as much 0° V's as flat engines are 180° V's. It is correct to say that the Ferrari flat-12 is not a Boxer, despite what it says on the car, but saying it's therefore a V doesn't make any sense. To the comment at the top of the page, inline 4's laid on their side are inline 4's. Look at the BMW K-series until recently. Zandr (talk) 17:31, 11 September 2008 (UTC)

 * The Ferrari engine is commonly referred to as a 180 V This article does a pretty good job of explaining the difference between the Ferrari engine and a boxer engine. What I do agree with though is that this article mixes up its terminology. A boxer and a 180-degree V12 are both flat engines and that flat does not automatically equal boxer. Look at Flat-12, which is much better written than this article. I'd be in favour of clarifying things. --TimTay (talk) 18:59, 11 September 2008 (UTC)

 * Most of this article is either nonsense or rev-head jargon. I draw to your attention the following paragraph: "The 180° V engine, in which corresponding pistons share a crank pin on the crankshaft, and thus each will reach top dead center half a crankshaft revolution after the other. Flat engines with more than eight cylinders are most commonly V engines,". I ask of you, what the fuck does any of this mean? It's not only jargonical, it's riddled with clumsy grammar. 18:01, 20 September 2008 211.30.122.32 (talk)
 * Makes perfect sense to me. There may be excessive attention paid to something I'd never head of, the 180deg V-twin, but that's a different question. MalcolmMcDonald (talk) 18:32, 2 May 2009 (UTC)
 * The entire engine configuration series is full of CRAP. It uses regional expressions as if they were universal and fails to understand the basics. It even describes the single cylinder as an "inline" engine, can't get more stupid than that. The single cylinder is the most basic piston engine - it stands alone and unique and every other configuration derives from there. Whether it's upright like a B31, laid down like a Guzzi Falcone or sloped like a BSA Sloper doesn't matter - it's a single. Two stroke or 4 stroke doesn't matter. Add another cylinder and everything changes.

Another crankpin and cylinder inline and it can be an inline twin like a Sunbeam or a parallel twin like a Triumph. Add yet another cylinder and you get an inline three like a SAAB or Suzuki auto engine or a triple like Triumph or Yamaha. Add another cylinder and you get an inline four like Indian or an across the frame four like Honda or a "flat" four like the K-series (take one cylinder off that and you can have a "flat" three like the K75). Better to describe them all as inline engines and add that certain specific configurations have other common names.

Add that extra cylinder at 180 deg and you get a horizontally opposed twin. Doesn't matter if the engine is inline with the frame like a Douglas or across the frame like an ABC. Doesnt matter if the conrods have separate or common crankpins, it remains a H-O twin. Add two cylinders to that engine in the same plane and you have a H-O four, etc. While the engine is invariably used in a "flat" configuration it doesn't have to be.

Add that extra cylinder somwhere between O and 180 deg and you get a V-twin. Early twins were usually around 45 deg but Matchless used 18 deg or so on the Silver Hawk and Zündapp 170 deg on the KS750. Once again common or separate crankpins make no difference.203.214.38.164 (talk) 03:01, 26 May 2009 (UTC)

BikerBiker seems incapable of accepting that uncited material can be deleted and ALL of the argument over 180 deg "V engines" is uncited and contrary to the wikipedia definition of a "V engine". I intend to delete this "uncited material" until someone provides a citation and I have hundreds of IP addresses! Get used to it or provide a citation.

Restarting this discussion
A Google Books search actually shows many references to "180 degree V" engines. Just about all of them use this term to describe the position of the cylinder banks relative to each other. None I've seen so far has made any distinction regarding crankshaft configuration. Until someone cites a source for the term "180 degree V" as a flat engine where the opposing cylinders share a crank in the crankshaft, I will assume that an editor or group of editors at Wikipedia made the term up. Sincerely, SamBlob (talk) 02:39, 2 April 2013 (UTC)

 * Not sure I understand what you're trying to say. A quick search shows plenty of books describing flat-6 and flat-4 engines:

 * http://books.google.com.au/books?id=HLEnQwAACAAJ
 * http://books.google.com.au/books?id=OoFcHOLpCskC&pg=PA458&dq=flat+engine&hl=en&sa=X&ei=F6FaUffEFMSriAeirYC4Dg&redir_esc=y#v=onepage&q=flat&f=false
 * http://books.google.com.au/books?id=VOwQ0y-vvOQC&pg=PA45&dq=flat+engine&hl=en&sa=X&ei=F6FaUffEFMSriAeirYC4Dg&redir_esc=y#v=onepage&q=flat%20engine&f=false
 * Or are you talking about whether opposite pairs of pistons share crank pins (ie the old old boxer vs flat engine debate) ?  Stepho  talk 09:23, 2 April 2013 (UTC)

 * I am talking about "the old old boxer vs flat engine debate". The term "180 degree V engine" is being used in the Flat-twin engine article to mean a flat-twin with a shared crankpin.  I have yet to see any cited evidence that the term is supposed to be used as such, not in the specific articles nor in this more general one. Sincerely, SamBlob (talk) 13:45, 2 April 2013 (UTC)

 * I found this book that says all flat engines have 2 banks 180° apart (not contentious) but that they then fall into two groups: 180 V engines with pairs of pistons sharing a common crank pin (with each piston's otto cycle being 180° out of phase with its partner, hence moving left together and right together) and boxer engines which have separate crank pins 180° apart (with the paired pistons always being in the same phase of the otto cycle, hence moving in together and out together like a pair of boxers jabbing at the same time).  Stepho  talk 08:19, 3 April 2013 (UTC)

 * That's useful, but a big sticking point is still the question of whether a 4-stroke engine with 360º firing intervals is a boxer or not. By mass balance it is, but is simultaneous firing also a requirement? Andy Dingley (talk) 09:28, 3 April 2013 (UTC)

 * Hmm, interesting question. The book I pointed out says both pistons reach compression together, so presumably they also fire simultaneously. But since it's almost trivial to change the firing order by altering the cam(s) and distributor, my personal opinion is that simultaneous firing isn't a requirement. Be nice to have that in print though. Not sure which form of firing makes for a nicer engine.  Stepho  talk 13:35, 3 April 2013 (UTC)

 * I am not sure of the extent to which I trust a book, published after this argument began here, by two authors that Google doesn't know of having published anything else. How do we know they didn't get their terminology from here? Sincerely, SamBlob (talk)

 * Here's another book by them according to google. They seem to be a couple of teachers or university professors attached to Project Lead The Way. But here's some more books from different authors.
 * Ferrari which says boxer engine have opposed pistons, ie "back and forth, toward and away from each other, like two boxers sparing"
 * Hillier ́s fundamentals of motor vehicle technology 1 where boxer is equated to 180° banks with opposed pistons.  Stepho  talk 06:35, 7 April 2013 (UTC)
 * Funnily enough, neither of these sources mention the 180° crankshaft, and the Ferrari one does not state clearly that the term "Boxer" is a misnomer as applied to the Berlinetta Boxer. It seems to be the usual 180° V definition, stating that the banks are opposed to each other, with no mention of the opposing pistons going in together and coming out together. Sincerely, SamBlob (talk) 21:06, 8 April 2013 (UTC)

(reset indent) To me, the title of this section says it all, calling it 180°, and "V" is just that, nonsense. By definition, a V is not 180°. At that point, it becomes a flat line. The Ferrari team calling a car a "Boxer" doesn't automatically make it a boxer by definition of the term that I have been able to find. For the record, a boxer engine IS a flat engine design, as is the misnamed "180° V" engines. But all it is is a variation of a flat engine design. Just like a V-6 and a V-8 are both V engine designs, just different variations. What differentiates it is the shared or separate crank shaft journals that the connecting rod uses. You can have a V engine with the same design idea, different crank shaft journals, but that doesn't make it a boxer engine. It is still a V engine. Same thing here, a boxer engine is still a flat engine. But not all flat engines are boxer engines. 32.212.104.223 (talk) 19:55, 9 July 2017 (UTC)

Lancia engines
What is the source for the assertion that Lancia tested a 300bhp flat-4 with 16 valves and turbo, based on the Gamma engine? I can find no other mention of this engine anywhere, and relatively detailed accounts of the Beta Montecarlo Turbo say that its engine was based on the Beta from the start. --Rebollo fr (talk) 16:15, 22 August 2009 (UTC)

 * Sounds like you have good justification for deleting the offending text. --Biker Biker (talk) 16:55, 22 August 2009 (UTC)

 * Lancia also rebuild a new big flat-4 engine in 1976, 2484 cc, for his upper size model Lancia Gamma, this engine was also tested by Squadra Corse Lancia in 1978 with 16 valves and Turbo supercharged, over 300 bhp, for the racing Car Lancia Beta Montecarlo prototype (car after becomes World Champion of Makes in 1979 with a different engine).
 * I moved the sentence here in case someone finds out that this is actually true. --Rebollo fr (talk) 18:42, 24 August 2009 (UTC)

Lycoming and Continental "O" aircraft engines
This article has a huge gap in that it hardly more than mentions in passing the biggest use of horizontally opposed piston engines in general aviation and particularly fails to mention the two biggest manufacturers of these types of engines - Lycoming Engines and Teledyne Continental Motors. The only example of a horizontally opposed aircraft engine in the article is a small ultralight engine from a relatively obscure manufacturer. Roger (talk) 12:05, 26 April 2011 (UTC)
 * I couldn't agree more. WP:BOLD - add it. --Biker Biker (talk) 12:34, 26 April 2011 (UTC)

Animation needs to be redone
The animated gif does not represent even a stylized boxer crankshaft. There is no identifying the center of axis of rotation. The backmost plate of the three doesn't even make sense. Temblast (talk) 14:36, 24 January 2012 (UTC)

 * It could certainly benefit from being re-done, but I'd keep it until there's something better. It does illustrate the piston and con rod movement usefully, even though the pistons have different strokes too. Andy Dingley (talk) 14:43, 24 January 2012 (UTC)

Cars using flat four engines.
This section is incomplete. For example I know that the Citroen GS also used an aircooled flat four engine because we had one. Also I see a category in Wikipedia has a long list of vehicles using flat engines. — Preceding unsigned comment added by Jrvzn (talk • contribs) 19:31, 15 August 2013 (UTC)

 * The section title is ' notable flat engines'. It doesn't have to cover every car with a flat engine. As you found, the category 'Flat engines' is the better place to list every single flat engine known to mankind.  Stepho  talk 22:56, 15 August 2013 (UTC)

 * It shouldn't be "notable" as a section within an article. WP:Notable is a loaded term, and it's not a term that is even relevant here (article topics need to be notable, entries within them don't).
 * As to the Citroen engines, the GS flat four certainly warrants inclusion here. Andy Dingley (talk) 00:48, 16 August 2013 (UTC)

 * Please note that the Citroën GS is mentioned in this article under the "Configuration" section, and is also mentioned in the flat-four engine article. Sincerely, SamBlob (talk) 07:36, 29 August 2013 (UTC)

Truly poor referencing
The following paragraph from the article:

Boxer engines have been used successfully, with up to twelve(1) cylinders in automobiles and up to six cylinders in motorcycles. Multi-cylinder boxer layouts are common for light aircraft engines.(2)(3)

is not referenced well at all:

 * 1) - twelve

Reference #1: I have seen many, many stupid things in my lifetime, but I will have to search hard to find something more stupid than the word "twelve" given as a reference to verify a statement.

Reference #2: Quote from this site: "...the flat boxermotor (the German term for flat engine) has been powering some of the world’s best known automobiles (Porsche, Volkswagen’s Beetle and Kombi f’rinstance), motorcycles (Honda’s Goldwing and BMW’s mainstay Boxer range) and aircraft (Lycoming and Continental) ever since." This statement does not verify anything in the given passage, and no other statement at the site even comes close.

There is, however, another statement at the site that makes one wonder about its reliability: "In 1896, when Karl Benz patented the first internal combustion engine..." By 1896, Benz, Daimler (Cannstatt), Peugeot, and Panhard had all made cars with internal combustion engines in them!

Reference #3: This is a press release about Hirth's line of UAV engines and says nothing at all about the use of boxer engines in motorcycles, automobiles or aircraft.

I am going to remove these citations because they don't verify anything the paragraph says.

Sincerely, SamBlob (talk) 23:43, 21 January 2015 (UTC)

Organization of "Automotive use" section
I propose that the "Automotive use" section be sub-sectioned as follows:

Layouts normally used with flat engines. This would feature the compact layouts (FF and RR) and the four-wheel-drive derivatives of these layouts. Mention would be made of MR (Porsche, Ferrari, Jiotto Capista) and of FR layouts (Tatra, Toyota). (Is there any documentation to show that flat engines are almost universally mounted longitudinally?)
 * Drivetrain layouts

Mention the many examples of air-cooled flat engines in cars.
 * Air cooling

Filter out what's in the list and try to build a coherent history from it. (I've been trying to do that in the "Automotive use" section thus far) A possible further section of this would be a general "Up to World War II" section and a post-war section further divided into countries: France, Germany, Italy, Japan, UK, US, and "Rest of the world". UK (Jowett) and US (Corvair) could probably be lumped into "Rest of the world"; Japan (Toyota and Subaru) probably could too, but the Subaru fans would disagree strongly.
 * History

Porsche and Subaru, with mention of the Lykan HyperSport.
 * Current users

Any objections? Suggestions? Counter-proposals?

Sincerely, SamBlob (talk) 19:19, 3 May 2015 (UTC)

Pancake engine
There are several references to Pancake engines in Wikipedia, e.g. in Tang-class submarine. Is this a nickname for a flat engine? Biscuittin (talk) 19:00, 15 August 2015 (UTC)
 * No, it's a vertical axis radial. The submarine engine is (I think) a GM EMD 16-184 and four rows (of four cylinders). It's taller than it is wide. The layout is an inline radial, like the Armstrong Siddeley Deerhound or else an X like the Rolls-Royce Vulture. I have no idea why this engine was called a pancake.
 * A better known pancake engine are the big Nordberg engines used for pumping. These were huge cylinders in a single row, with (I think) a varying crankcase side and number of cylinders according to size. Some were diesels, but they also notably did a multi-fuel version running on diesel and natural gas from the oil or gas wells they were installed at. Andy Dingley (talk) 19:30, 15 August 2015 (UTC)

 * Thank you. Biscuittin (talk) 19:05, 16 August 2015 (UTC)

 * Interesting Albacore photo set here Andy Dingley (talk) 12:38, 11 July 2017 (UTC)

W Motors
What does this section title mean? 2.121.174.214 (talk) 15:25, 21 December 2016 (UTC)
 * It means nothing. "W Motors" is a brand, nothing more. They have gone to a range of small engineering groups in order to produce the Lykan HyperSport, an exampled of conspicuous consumption for sale around the Gulf. Its purpose is to be the most expensive at anything, not technically innovative. It does have a flat engine (a flat six), but it's of no relevance to this article. Andy Dingley (talk) 15:32, 21 December 2016 (UTC)
 * The sections needs this explanation.

The name "Boxer"
The unofficial name, 'boxer', comes from the engine forming a "box". Then it changed to boxer over time with use. Then people started to give analogies to a fighting boxer. Look at the youtube vid, 'Learn About Subaru Boxer Engine Technology', at 1 min 26 sec. It is really an 'opposed piston flat engine'. 2.121.174.214 (talk) 12:03, 22 December 2016 (UTC)
 * It has nothing to do with boxes. Andy Dingley (talk) 12:11, 22 December 2016 (UTC)
 * Nor does your YouTube video even support this claim. Andy Dingley (talk) 12:13, 22 December 2016 (UTC)
 * Nor do you understand what opposed piston engines are about. Andy Dingley (talk) 12:14, 22 December 2016 (UTC)
 * Cut out the arrogant, condescending attitude. 2.121.174.214 (talk) 13:56, 22 December 2016 (UTC)
 * Cut out repeatedly adding made-up nonsense to articles. Andy Dingley (talk) 14:08, 22 December 2016 (UTC)
 * I wrote, "Cut out the arrogant, condescending attitude." It is continuing. 2.121.174.214 (talk) 14:12, 22 December 2016 (UTC)
 * Made-up nonsense is still made-up nonsense. Andy Dingley (talk) 14:21, 22 December 2016 (UTC)
 * , you need to show some evidence about "forming a box". Without evidence we have no choice but to assume that you made it up. See WP:VERIFY.  Stepho  talk 23:59, 22 December 2016 (UTC)
 * Well "box engines" are a real thing. See Napier Deltic. German WWII developments with opposed piston diesels put four of them into a box shape to make one enormous engine. A clever geometrical realisation at Napiers showed that by reversing one crank's rotation, just three sides could be used in the "Deltic" triangle.
 * But these are incredibly rare. The German aircraft engines (prototypes only) and the Napier Deltic, that's it. Nor do they have anything to do with boxer engines. Andy Dingley (talk) 10:56, 23 December 2016 (UTC)

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Error in Section 4.3.1
The second sentence of the second paragraph "The flat-twelve in the 917 model is a 180° V 12 engine and later Followed by Ferrari Berlinetta Boxer (BB 512) used 180 degree Flat 12 for Le Mans to compete with Porsche but Ferrari BB 512 used on road going cars unlike Porsche." does not make sense and needs some rephrasing.

Frikdt (talk) 13:32, 2 January 2019 (UTC)

most common
The article originally had "Compared with straight engines— the most common layout for engines with four cylinders or less— flat engines have better ...". In September, an editor removed the "for engines with four cylinders or less" to make it just "Compared with straight engines— the most common layout — flat engines have better". The part about straight engines being the most common is a bold statement that may or may not be true but is totally unsourced. Straight engines are indeed quite common - but are they truly the most common ? As NiD.29 said in his edit summary, it was probably true in the 1930's. Is is still true today? Is it still true if all engines ever made were totalled up? Ships certainly like their straight 6 engines. So do trucks. Trains have been a mix of straights and V's. Planes started with inline engines but flat engines are also very common in non-jet planes. Motorbikes like mostly V-twin's, boxer twins and inline 4's. Cars are all over the place with V-twins, flat twins, inline 3's, inline 4's, flat 4's, VR 5's, inline-6's, V6's, V8's, V10's, ,V12's, V16's, W16's. In other words - it's not obvious and needs a reference. Or, better yet, just delete it because it's not really that important to this article.  Stepho  talk 11:30, 5 January 2022 (UTC)

license: Creative Commons - Attribution Share-Alike - https://creativecommons.org/licenses/by-sa/4.0/

title: Talk:Flat engine


text:
Matthew H. Carpenter

Matthew Hale Carpenter (born Decatur Merritt Hammond Carpenter; December 22, 1824 – February 24, 1881) was an American attorney and U.S. Senator representing the state of Wisconsin. He served in the Senate from 1869 to 1875 and again from 1879 to 1881. Recognized as an authority on constitutional law, he made some of the most important legal arguments of 19th-century America. Carpenter presented cases before the U. S. Supreme Court involving such matters as states' rights and regulation of corporations. Originally a Democrat, he evolved into a Republican during the Civil War, and helped perpetuate the party's political machinery in Wisconsin. His sustained support for President Ulysses S. Grant's administration despite allegations of corruption lost him the backing of reformers, and his legal arguments in favor of Democratic candidate Samuel J. Tilden in the disputed presidential election of 1876 outraged many Republicans. A gifted orator, he was dubbed "the Webster of the West."

Background and education
Carpenter was born in Moretown, Vermont, in the Mad River Valley of the Green Mountain range. His pioneering forebears were English, and came to America soon after the Pilgrims. His grandfather Cephas Carpenter (1770–1860) helped establish Moretown, owned a store, served as a colonel in the militia and took part in the War of 1812. Cephas Carpenter served in local office including justice of the peace, and though not a member of the bar, possessed wisdom and eloquence that led to a career as an advocate in the local courts.

His son Ira Carpenter (1798–1862) was chiefly a farmer, but he also gained prominence through positions such as justice of the peace, postmaster and state legislator.

Grandson Merritt displayed intelligence and oratorical talents at an early age, impressing people with his abilities to recite Cicero and exhort at religious revivals. He also displayed an aversion to physical work.

After an explosive argument with a schoolmaster, the 13-year-old Carpenter was expelled from school. He was dissatisfied with the limits of Moretown, and left home to live and study law under the tutelage of family friend (and future Vermont governor) Paul Dillingham in nearby Waterbury. For four years Carpenter attended the local grade school while absorbing Dillingham's law library. Having received an appointment to the United States Military Academy through Vermont Congressman John Mattocks, Carpenter continued his studies, but he disliked military life and resigned in August 1845, citing poor health.

He returned to live in Dillingham's home and managed his law office while Dillingham was then a congressman in Washington, D.C. Upon Carpenter's admission to the Vermont bar in November 1847 Dillingham offered to make him his law partner, but Carpenter declined so he could further his law studies under Rufus Choate of Boston. Choate was also impressed with Carpenter, and after a few months he too offered him a partnership, but Carpenter sought to make a name and career for himself in the West.

Wisconsin attorney
After reading that the territory of Wisconsin had passed its constitution and was soon to become a state, Carpenter chose to migrate west and begin his career as a lawyer in Beloit on the endorsement of that spot by the New England Emigrating Society's Dr. Horace C. White. Arriving in June 1848, Carpenter quickly established a reputation as a successful and affordable attorney, attracting much acclaim from the local community.

His practice was interrupted by a painful inflammation of his eyes which rendered him blind. After traveling to New York to seek treatment, his sight gradually recovered after a year as he convalesced in the Waterbury home of his mentor Dillingham. Before returning to Wisconsin he became engaged to Dillingham's daughter Catherine, and they married five years later.

In 1850 Carpenter returned to resume his law practice in Beloit using a new name, Matthew (Matt) Hale Carpenter, after Sir Matthew Hale, the noted English jurist of the 17th century. Despite an earlier warning from Choate to steer clear of politics, Carpenter successfully ran for Rock County district attorney, serving from 1850 to 1852 and 1854 to 1856. He was a Democrat in the tradition of Thomas Jefferson and Andrew Jackson, but he disdained the party's pro-slavery platform while also rejecting Whig Party notions of opposing slavery based on "higher law"—the idea that individual belief of right and wrong permitted an individual to violate objectionable statutes and ordinances. After appearing to lose a close election for another term as Rock County district attorney in 1854, Carpenter successfully argued that courts could look beyond election board certifications and re-examine voter returns, resulting in the election being overturned.

Gardner v. Tisdale
In 1855 Carpenter discovered that many Beloit residents did not hold legal title to their land because it was sold to them by someone who had pre-empted the land but had not received official title from the government (Congress had previously outlawed the pre-emption of non-agricultural land). Carpenter put forth the theory that the original pre-emptor was still technically the owner of the property. After several complicated transactions, some of which included Paul Dillingham selling new titles to the landowners, and appeals as far as the United States Supreme Court, which included participation by Dillingham, Rufus Choate, Abraham Lincoln and other prominent attorneys, Carpenter's legal theory was rejected in a similar case, so the Wisconsin case was withdrawn.

Barstow-Bashford election dispute
Wisconsin's gubernatorial election of 1855 was thrown into doubt when incumbent Democratic governor William A. Barstow was ruled the 157-vote victor over Republican Coles Bashford by a board of canvassers friendly to Barstow. Discrepancies were discovered in the election returns and political tensions rose as both parties claimed the office and swore in their candidates. Hired by Barstow, Carpenter stalled by repeatedly postponing the case before the state supreme court. He claimed that they held no jurisdiction because elections were matters of the executive branch, which had ruled Barstow the winner. Nevertheless, the court did claim jurisdiction and the ability to examine election tallies (as Carpenter had previously argued for his own election for district attorney). Barstow then resigned, elevating Lieutenant Governor Arthur MacArthur to the governorship. After the court ruled that Bashford was the rightful governor, MacArthur gave up the office. Barstow subsequently refused to pay Carpenter his fee.

Despite his defeat Carpenter had demonstrated his legal prowess to the state. A high volume of his cases required his presence in federal court in Milwaukee, leading to him locating his practice there in 1858. He was also coaxed there by Democratic party boss Josiah Noonan, who arranged a law partnership between Carpenter and Edward G. Ryan, another highly regarded attorney and a force in the state Democratic Party. Despite their excellent credentials, they proved to be temperamentally incompatible, and ended their partnership the next year.

By the time Carpenter moved to Milwaukee he had become adept in the area of railroad litigation and sued many railroads on behalf of investors left holding bonds made worthless by fraudulent manipulation. His debut before the U.S. Supreme Court resulted in his winning a judgment against the La Crosse and Milwaukee Railroad Company. He was also successful as part of a team of lawyers defending abolitionist Sherman Booth from a charge of rape.

Loyal Democrat during the Civil War
Carpenter supported Democrat Stephen Douglas in the 1860 presidential election, viewing Republican Abraham Lincoln as an honest but incompetent sectional candidate. Yet, he warned those in his party that he saw secession as treason, and he would be "the first man to raise a musket" in defense of the Constitution. Following the Confederates' attack on Fort Sumter in 1861, Carpenter did not enlist but became a rousing speaker in support of the Union cause.

While he saw that many federal actions would be unconstitutional in peacetime, he reasoned that arbitrary arrests and suspensions of habeas corpus were acts of self-preservation during wartime and thereby permitted. He also became an early advocate for emancipation, but only as a war measure rather than an act of humanity. Excluded from meetings of the Democratic leadership, Carpenter joined other like-minded party members of the "Loyal Democracy" in considering a third party in Wisconsin, but nothing came of it.

Personal letters he had written saying Lincoln was "idiotic" found their way into newspapers, but Carpenter supported him for re-election in 1864 by making numerous pro-Union and pro-Lincoln speeches.

Defining the Reconstruction Acts
Carpenter was the key attorney in a series of landmark cases before the U.S. Supreme Court which helped define states' rights by determining the legality of the Reconstruction acts passed by Congress.

Ex parte Garland dealt with the disbarment from federal courts of Southern lawyers who refused to take an oath swearing they had not taken up arms or assisted the Confederacy. Carpenter argued that the act passed on January 24, 1865, was ex post facto (the war had since ended) and a bill of attainder (it punished without a trial). In December 1865 the court upheld his argument with the majority opinion employing phrases from Carpenter's brief.

Ex parte McCardle concerned the legal authority of the occupying Union Army. Confederate Colonel William H. McCardle, the editor of the Vicksburg Times, was charged with defying military authority by inciting rebellion, libeling federal officials, and intimidating voters. After the circuit court denied him a writ of habeas corpus, McCardle appealed to the Supreme Court of the United States. Carpenter argued that the court lacked jurisdiction over a president's official acts, as in a similar case of his, Georgia vs. Grant. Rather than claiming the Union's "right of conquest," Carpenter said the Southern states had surrendered their constitutional protections when they had seceded, essentially reverting to territories.

After he concluded his eloquent arguments, Secretary of War Edwin Stanton hugged him, declaring "Carpenter, you have saved us!" Even McCardle's attorney Jeremiah S. Black lauded him as "the first Constitutional lawyer in the country." However, Radical Republicans in Congress feared that the reconstruction acts would be ruled unconstitutional, so they quickly pushed through a law repealing the Habeas Corpus Act of 1867, barring jurisdiction in pending cases and preventing a clear decision from being rendered by the court.

In the Slaughter-house cases Carpenter represented the Crescent City Livestock Landing and Slaughterhouse Company, which had been granted a monopoly on all slaughterhouse business in New Orleans by the carpetbag state legislature of Louisiana in 1869. Butchers and cattle dealers thrown out of work by the law obtained an injunction from a district court, claiming they had been denied equal protection under the Fourteenth Amendment and deprived of property under the due process clause. Making a plea for states' rights, Carpenter contended that the amendment had been intended solely to elevate African Americans and had no bearing on economic statutes passed by a state. He also warned of too many powers being centralized in the federal government. The court concurred in Carpenter's narrowing of the scope of the Fourteenth Amendment.

In Bradwell vs. Illinois, Carpenter sought to broaden the amendment's protections in the case of the editor of the Chicago Legal News, Myra Bradwell, who had been denied admission to the bar of the Illinois Supreme Court because she was a woman. Representing Bradwell, Carpenter argued that no class of people could be excluded from practicing the legal profession. The federal court disagreed, questioning the propriety of ruling on a state's qualifications for admission to the bar.

These cases brought Carpenter handsome fees, national acclaim, and much derision from the losing factions. He'd also won the support of Stanton and President Ulysses S. Grant, who both urged him to run as a Republican for the U.S. Senate.

Republican senator
Following the Civil War Carpenter's transformation from a Jeffersonian Democrat into a Republican was complete. Despite reports that he backed President Andrew Johnson's policies, he made speeches supporting the Radical congress. He called for the enfranchisement of African-American men and invited members of the Loyal Democracy to join the Republicans, as he himself did in the summer of 1867 with his support for Governor Lucius Fairchild's re-election.

With high-profile backing Carpenter ran successfully for the senate seat occupied by James R. Doolittle, a "Johnsonized" Republican who had fallen out of favor with his party. With his victory he solidified his status with the "Madison Regency," a Republican group that included former governor and Johnson's Postmaster General Alexander Randall, Madison postmaster Elisha W. Keyes and Wisconsin State Journal editor and Republican state central committee chairman Horace Rublee. After Rublee was appointed minister to Switzerland by President Grant, Keyes became party chairman and closely coordinated with Carpenter to distribute federal patronage jobs to political allies.

Once in the Senate, Carpenter moderated his views to the degree that he became one of the spokesmen of the emerging Stalwart Republicans. He opposed any "fundamental conditions" placed on states wishing to be readmitted to the Union, and favored blanket amnesty for former Confederates. Carpenter was known as one of the staunchest supporters of the Grant administration. In the Senate he presented an unabashed defense of political patronage, mocking the idea of civil service reform. Carpenter would garner a reputation for his oratory skills as a member of the Senate, including with a return to Beloit in 1869. At Beloit College, he gave a foreign policy speech that has been deemed particularly historically significant.

He also feuded with Liberal Republican senators Charles Sumner and Carl Schurz over many issues. He delivered a sarcastic denunciation of Sumner's wide-reaching civil rights amendment to the Confederate amnesty bill. As the chair of an investigating committee he also debunked Sumner and Schurz's claim that the War Department had broken its neutrality when it sold outmoded rifles to France during the Franco-Prussian War. Despite such skirmishes Carpenter was a respected figure in the senate, being elected president pro tempore by his colleagues in 1871. He also served as chairman of the Committee on Enrolled Bills (42nd Congress) and the committee to Audit and Control the Contingent Expense (42nd and 43rd Congresses).

As part of another committee inquiry, Carpenter went to Louisiana to investigate election claims in order to determine the rightful governor of the contested state. His report was highly critical of both factions, but he urged the recognition of Republican governor William P. Kellogg. Years later Carpenter's impartiality was called into question when personal letters revealed a close relationship between the two, including a "desperately short" Carpenter asking Kellogg for a $1,000 loan.

Drawing fire from press and party
As Carpenter's influence grew within the Grant administration, so did the condemnations from the press. One of his Senate investigations resulted in two journalists being jailed for not divulging the source of a leaked treaty. Opposition newspapers like the New York Tribune responded by not only criticizing Carpenter's methods, but by also condemning his moral character by bringing his private life into question. Later in his term editors accused Carpenter of trying to effectively "gag" newspapers by advancing a bill that would allow judicial process to be served upon the agents (i.e. interviewers) of persons involved in civil suits.

In 1873 Carpenter angered many in his own party by taking positions that ran counter to the stalwart doctrine. In a spirit of reform he boldly owned up to administration excesses such as the Credit Mobilier and the "Salary Grab," defending them in a speech in Janesville. In a speech at Ripon he denounced the railroads, insisting they were public highways paid for with government land grants. He also stated his belief that the government has a right as well as a duty to regulate corporations.

Wishing to make the Milwaukee Sentinel into a more reliable organ for the state Republican party, Carpenter and other backers bought the paper and forced out editor Alexander M. Thomson, who had been instrumental in getting Carpenter elected senator. Thomson was now deemed too critical of the party machine. His ousting made him a lifelong enemy of Carpenter. The Sentinel soon was seen as Carpenter's personal mouthpiece.

Despite the incessant criticism, Carpenter was seen as being easily re-elected in 1875. Nevertheless, a surprise bolt by disgruntled Republicans combined with votes by calculating Democrats resulted in the election of Angus Cameron, a La Crosse Republican.

Out of office and under scrutiny
In 1875 Carpenter was implicated in the Whiskey Ring scandal that funneled federal liquor tax revenues to some states' Republican parties. Although he was close to key participants in the Milwaukee ring, no evidence emerged to prove his involvement.

During this time Carpenter, along with Jeremiah S. Black and Montgomery Blair, was also defending Grant's Secretary of War William W. Belknap against charges that he had accepted money in exchange for the appointment of a post trader. Despite Belknap's immediate resignation outraged House Democrats proceeded with his impeachment. Carpenter portrayed Belknap as the hapless victim of a social-climbing wife, but his legal victory relied on his assertion that jurisdiction over Belknap ended with his resignation.

Also in 1875 Carpenter was defense counsel for officials of the Miners’ National Association (MNA) in an important labor case that sought to apply the legal concept of conspiracy to union picketing and organization efforts. The case grew out of a coal miners' strike in Clearfield County, Pennsylvania, which was supported by the MNA, then numerically one of the largest American trade unions. First over fifty of the striking workers were tried upon a charge of criminal conspiracy and thirty-six of them were convicted with some sentenced to jail, although they appeared to have been guilty of no more than peaceful picketing. Then John Siney, the president of the MNA, and Xingo Parks, one of the union's best organizers, were tried on the same charge. Siney was acquitted, but Parks convicted, although pardoned shortly thereafter.

Following the disputed presidential election of 1876, Carpenter was hired by supporters of the Democratic candidate Samuel J. Tilden to examine Louisiana's vote counts and argue for victory over Republican Rutherford B. Hayes. Carpenter's first-hand accounts of the corrupt Republican state administration gave the Democrats some reason for hope, but ultimately the partisan make-up of the special electoral commission (7 Republicans, 6 Democrats) and its refusal to look behind the certified counts made many of their rulings a forgone conclusive win for Hayes.

Return to the senate
Despite ongoing press criticism and declining health, in 1878 Carpenter launched a bid for the senate seat occupied by Republican Timothy Howe. With the help of a strong lobby, he won over enough votes in the legislature to prevail over state party boss (and former friend) Elisha W. Keyes.

Carpenter's second term as senator lacked the political drama of his Reconstruction years. He spoke in favor of President Rutherford B. Hayes's maintenance of federal troops at southern polling places. He also vigorously opposed the Democrats' proposed pardoning of General Fitz-John Porter for ignoring General John Pope's orders at Manassas in 1863, arguing that the power of pardon resides solely with the president. Carpenter remained a loyal supporter of President Grant in his quest for a third term, igniting bitter debates between Carpenter and White House aspirant Senator James G. Blaine of Maine.

Death
While Carpenter's evident declining health was attributed to his indulgent lifestyle, he also suffered from the lung congestion of Bright's disease. After a cycle of relapses and recoveries he died on February 24, 1881, at his Washington, D.C., home surrounded by friends and family. He was buried at Forest Home Cemetery in Milwaukee.

Family
In 1855 Carpenter married Caroline Dillingham, the daughter of Paul Dillingham. They were the parents of four children. Daughters Ada and Annie were born and died in 1860. The other two lived to adulthood—a daughter named Lilian (1857–1942) and a son named Paul Dillingham Carpenter (1867–1932). Paul D. Carpenter was an attorney in Milwaukee and also served as judge of the county court.

title: Matthew H. Carpenter


text:
2004 Nokia Brier

The 2004 Nokia Brier, the Canadian men's curling championship was held from March 6 to 14, 2004 at Saskatchewan Place in Saskatoon, Saskatchewan. A total of 238,129 attended the event.

Team Nova Scotia, who was skipped by Mark Dacey defeated Team Alberta skipped by Randy Ferbey in dramatic fashion in the championship game and preventing the Ferbey rink for capturing their fourth consecutive Brier title. Nova Scotia's title was their third and to date most recent Brier Tankard title and first title since 1951.

Teams
The teams were listed as follows:

Round-robin standings
Final round-robin standings

Round-robin results
All draw times are listed in Central Standard Time (UTC−6).

Draw 1
Saturday, March 6, 1:00 pm

Draw 2
Saturday, March 6, 6:00 pm

Draw 3
Sunday, March 7, 9:00 am

Draw 4
Sunday, March 7, 1:30 pm

Draw 5
Sunday, March 7, 6:30 pm

Draw 6
Monday, March 8, 9:00 am

Draw 7
Monday, March 8, 1:30 pm

Draw 8
Monday, March 8, 6:30 pm

Draw 9
Tuesday, March 9, 9:00 am

Draw 10
Tuesday, March 9, 1:30 pm

Draw 11
Tuesday, March 9, 6:30 pm

Draw 12
Wednesday, March 10, 9:00 am

Draw 13
Wednesday, March 10, 1:30 pm

Draw 14
Wednesday, March 10, 6:30 pm

Draw 15
Thursday, March 11, 9:00 am

Draw 16
Thursday, March 11, 1:30 pm

Draw 17
Thursday, March 11, 6:30 pm

Tiebreaker
Friday, March 12, 9:00 am

1 vs. 2
Friday, March 12, 1:30 pm

3 vs. 4
Friday, March 12, 6:30 pm

Semifinal
Saturday, March 13, 1:00 pm

Final
The final was played and televised on the CBC across Canada. Ferbey led 8–4 after the 7th end but Dacey's team put themselves back into the game with a big 3 point 8th end. Forcing Alberta to take a single in the 9th, Dacey was 2 down coming home but had last rock advantage. A couple of errors by Ferbey's team and some good shot making, gave Nova Scotia 3 points in the 10th end and the championship.

Sunday, March 14, 6:00 pm

Top 5 player percentages
Round Robin only

Perfect Games
Round robin only; minimum 10 shots thrown

Alberta
@ Hinton
 * 1) Randy Ferbey
 * 2) Kurt Balderston
 * 3) Kevin Martin
 * 4) John Morris
 * 5) Rob Armitage

British Columbia
@ Nanaimo
 * 1) Jay Peachey
 * 2) Scott Decap
 * 3) Brian Miki
 * 4) Wes Craig

Manitoba
@ Brandon
 * 1) Brent Scales
 * 2) Jeff Stoughton
 * 3) Murray Woodward
 * 4) Dave Boehmer

New Brunswick
@ Fredericton
 * 1) Russ Howard
 * 2) Terry Odishaw
 * 3) Mike Flannery
 * 4) Mike Kennedy

Northern Ontario
@ Sault Ste. Marie
 * 1) Rob Gordon
 * 2) Jeff Currie
 * 3) Denis Malette
 * 4) Al Harnden

Ontario
@ Owen Sound
 * 1) Mike Harris
 * 2) Glenn Howard
 * 3) Phil Daniel
 * 4) Peter Corner

Nova Scotia
@ Kentville
 * 1) Mark Dacey

Newfoundland and Labrador
@ Goose Bay
 * 1) Brad Gushue
 * 2) Mark Noseworthy
 * 3) Keith Ryan
 * 4) John Boland

Prince Edward Island
@ Summerside
 * 1) Mike Gaudet
 * 2) John Likely
 * 3) Peter MacDonald
 * 4) Andrew Robinson

Saskatchewan
@ Moose Jaw
 * 1) Bruce Korte
 * 2) Brad Heidt
 * 3) Doug Harcourt
 * 4) Joel Jordison

Yukon/Northwest Territories
@ Whitehorse
 * 1) Brian Wasnea
 * 2) Peter O'Driscoll
 * 3) Chad Cowan
 * 4) Paul Delorey

title: 2004 Nokia Brier


text:
Mutual Defense Assistance Act

The Mutual Defense Assistance Act was a United States Act of Congress signed by President Harry S. Truman on 6 October 1949. For U.S. foreign policy, it was the first U.S. military foreign aid legislation of the Cold War era, and initially to Europe. The Act followed Truman's signing of the Economic Cooperation Act (the Marshall Plan), on April 3, 1948, which provided non-military, economic reconstruction and development aid to Europe.

The 1949 Act was amended and reauthorized on July 26, 1950. In 1951, the Economic Cooperation Act and Mutual Defense Assistance Act were succeeded by the Mutual Security Act, and its newly created independent agency, the Mutual Security Administration, to supervise all foreign aid programs, including both military assistance programs and non-military, economic assistance programs that bolstered the defense capability of U.S. allies.

About the same time, the Mutual Defense Assistance Control Act of 1951, also known or referred to as the Battle Act, (65 Stat. 644; 22 U.S.C. 1611 et seq.) was also passed; it banned U.S. assistance to countries doing business with the Soviet Union and was so-named after its sponsor, Representative Laurie C. Battle of Alabama. Strong motivation for this 'control' act also came from export control concerns, following their tightening by the Export Control Act of 1949 over Soviet advances; export controls were used for both domestic policy and later as an instrument of foreign policy. This is exemplified by the restrictions on export of certain strategic or military items to the Soviet bloc or to other countries which it felt, if permitted, would be detrimental to the foreign policy program of the U.S. This latter motive became so strong that it brought legislation directing the President to enlist the cooperation of other nations in enacting controls on trade with the Soviet block to parallel those of the United States. The benefits of the various economic and military aid programs were to be withheld from non-cooperating nations. The act covered a wide range of materials needed for the production of weapons, and was especially focused on anything that could aid atomic weapons research and construction.

As the Cold War developed, these acts were part of the American policy of containment of communism. They importantly provided defense assistance to any ally that might be attacked by the Soviet Union or one of its allies, while other programs provided non-military economic assistance. In Asia, the programs expanded with the newly established Maoist People's Republic of China, and other areas, with the development of specific country missions, including ones in Austria (1947–1950), China (1946–1948), Ireland (1948–1951), and Trieste (1947–1952).

Historical background: the World War II aftermath and the Cold War
In the euphoria of the end of World War II, western arsenals dropped down to a dangerous level of weakness and being worn-out. Public funds were, by priority, allocated to reconstruction. Even the U.S. arsenal showed obvious signs of shortages and decay.

Military officials began calling for the introduction of a new defense legislation in 1947, arguing that depleted inventories of surplus World War II-vintage armaments, piecemeal planning of new armaments and restrictions on presidential authority threatened current and future efforts to arm allied nations. New legislation became a necessity by mid-1948 with the negotiation of the North Atlantic Treaty and the necessity to provide military aid to strengthen the connectional defenses, having in mind a global resistance to Communist expansion of the signatories.

Truman sent a first bill to Congress on 25 July 1949, the day he ratified the North Atlantic Treaty but congressional opposition forced submission of a new legislation, which specified the recipients and the amounts of assistance. Administration planners believed the MDAA's immediate effects would be to raise the morale of friendly nations and prove U.S. reliability and resolve to meet Communist worldwide threats. The MDAA also institutionalized the concept of specific military aid programs, a result ensured by adoption of similar legislation in 1950 and an increase in annual spending on military aid to $5.222 billion after the outbreak of the Korean War - the very first large scale test of the validity and practicability of the concept, if excepting the logistical support allowed to France during the First Indochina War.

Mutual Assistance Program
The Mutual Defense Assistance Act created the "Mutual Defense Assistance Program (MDAP )," which became an integral component in the federal government's policy of containment of Soviet expansion. This program differed from the World War II-era Lend-Lease program in that it never needed refunding from the country that benefits any military assistance. Between 1950 and 1967, $33.4 billion in arms and services and $3.3 billion worth of surplus weaponry were provided under the program.

Europe: NATO
On 4 April 1949, the foreign ministers from 12 countries signed the North Atlantic Treaty at the Departmental Auditorium in Washington D.C.: Belgium, Canada, Denmark, France, Iceland, Italy, Luxembourg, the Netherlands, Norway, Portugal, the United Kingdom, and the United States. Provision for enlargement was however given by Article 10 of the North Atlantic Treaty, which states that membership is open to any "European State in a position to further the principles of this Treaty and to contribute to the security of the North Atlantic area".

 * Belgium and the Netherlands
 * Denmark and Norway
 * France
 * Massive support was negotiated with France from 1950 to 1954 when the French Union fought the Chinese and Soviet-backed Viet Minh during the First Indochina War. Support included substantial financial aid, material supply from the U.S. Army (uniforms, helmets, rifles, tanks), US Navy (aircraft carriers such as Belleau Wood/Bois Belleau), the U.S. Air Force (twelve Fairchild C-119, fighters, bombers and maintenance crews) and the Central Intelligence Agency (CIA) (twenty four pilots of the Civil Air Transport) from which two pilots were killed in action during the battle of Dien Bien Phu.
 * American military support to France's rearmament lasted well into the 1950s, the French receiving furthermore equipment including M46 Pattons, F-84 Thunderjet, etc. but the divergence between the United States and the Anglo-French alliance during the Suez crisis was to have decisive consequences on France-NATO relationships. Whereas the damage done to Anglo-American relations was quickly repaired, in the case of France, the situation remained more complex. France started to express reservations about the direction of Allied policy and U.S. leadership and, following his election as President in 1958, General Charles de Gaulle, in particular, made clear his dissatisfaction with aspects of this US prominent role, as well as, more specifically, with NATO's nuclear policy and NATO Military Command Structure. Although France was one of the very founding members of the Atlantic Alliance, President Charles de Gaulle withdrew France from NATO's military structure in 1966 in protest over American dominance of the Atlantic Alliance.

 * Germany
 * Greece

 * Italy
 * Portugal
 * On 4 April 1949, José Caeiro da Matta, Portuguese Minister for Foreign Affairs, signed the North Atlantic Treaty.

 * Spain
 * Turkey

Asia

 * Indochinese Peninsula after independence : Vietnam, Laos, ..

 * Iran
 * Japan
 * On 8 September 1951, the United States and Japan signed the Mutual Security Treaty, which stationed U.S. troops on Japanese soil for the defense of Japan following the eruption of the Korean War. On 8 March 1954, both countries signed the Mutual Defense Assistance Agreement (activated on 1 May 1954), focusing on defense assistance. It allowed for the presence of U.S. armed forces in Japan for the purpose of peace and security while encouraging Japan to take on more responsibility for its own defense, rearming in a manner suited for defensive purposes.

During the Korean War, Pakistan sided with the West in their fight against communism. By joining the CENTO & SEATO alliances, Pakistan officially became a Major non-NATO ally of the US under which it received aid financially and militarily through the Mutual Defence Assistance program to defend herself from Afghanistan and India which were being supported by the Soviets.
 * Pakistan:

Non aligned countries

The MDAA caused both a great deal of friction with the non-aligned countries and opportunities to tighten geopolitical relations with the western free world and especially the United States.

 * India
 * India refused to accept any American-imposed limits on its trade and went ahead with shipments of Thorium nitrate to China. Realizing that cutting off all aid to India would do more harm than good, Secretary of State John Foster Dulles negotiated a solution.

 * Indonesia
 * Yugoslavia:
 * see references
 * Up to the early 1960s, the Yugoslav People's Army (JNA) had a large arsenal of German equipment, planes and armor captured during the war, western equipment that had been donated by the USA and Great Britain during the war, as well as Soviet equipment.
 * Despite Josip Broz Tito's firm adherence to communism, because of the ideological and personal conflict with Joseph Stalin, the Soviet Union - and thereafter all the Warsaw Pact's pro-Soviet governments - denounced his treaty of friendship with Yugoslavia on September 27, 1949. For some time it seemed to be a serious threat and a real danger of an intervention of the country by his former allies, so Yugoslavia accepted readily the American/British offer of assistance. There were even discussions at that time on its possible inclusion into North-Western Alliance. It can be said by now that Yugoslav armed forces received during this period standard NATO military equipment and arms - such as the F-86 and F-84 Thunderjet jet fighters or M36 Jackson and M18 Hellcat tank-destroyers. After Stalin's death and the political and ideological pacification with Soviet Union, the Yugoslav People's Army later exclusively imported their equipment from the USSR when not sourcing it internally.

title: Mutual Defense Assistance Act


text:
USS O'Hare

USS O'Hare (DD/DDR-889) was a Gearing-class destroyer of the United States Navy, named for Lieutenant Commander Edward "Butch" O'Hare, Medal of Honor recipient, who was shot down at Tarawa on 27 November 1943.

O'Hare was laid down at the Consolidated Steel Corporation at Orange, Texas on 27 January 1945; launched on 22 June 1945, sponsored by Mrs. Selma O'Hare, the mother of Lieutenant Commander O'Hare, and commissioned on 29 November 1945.

1946–1963
In February 1946, following shakedown, O'Hare became an active unit of the Navy. After spending 1946 in operations ranging from New Brunswick down to the Florida Keys, she embarked her first group of midshipmen for a cruise to Latin America during the summer of 1947. Departing Norfolk, Virginia, early in May 1948 she sailed to the Mediterranean temporarily serving under the United Nations' flag as an evacuation ship off Haifa, Israel, from 24 June through July, during the 1948 Arab-Israeli War. Several goodwill visits took place before departure for home in September at the conclusion of this first deployment with the Sixth Fleet.

Eight additional such tours of duty, prior to the end of 1962, permitted ship's company to gain a great deal of familiarity with the area. Midshipman cruises and NATO maneuvers added new vistas and dimensions to her training exercises as did several rescue operations. Twice in 1952 this destroyer received commendations for her efforts after ships had collided at sea, while in 1957 and again in 1961 aviators from the carriers USS Randolph (CV-15) and USS Franklin D. Roosevelt (CV-42) respectively were plucked from the sea. Meanwhile, to update and increase her value to the Navy, O'Hare was converted during 1953 to a radar picket ship (DDR-889) and in 1958 received installation of the electronic data system. The next major modification, in 1963, a FRAM Mk I overhaul, restored her original designation.

1963–1973
The increasing tempo and scope of the Vietnam War brought O'Hare an assignment to WestPac duty. Steaming from Norfolk, on 1 June 1966, she assumed station as a gun support ship along the coast of Vietnam on 15 July, firing missions in all four Corps areas in the South. O'Hare served as plane guard for aircraft carriers on "Yankee Station" in the Gulf of Tonkin, participated in "Sea Dragon" operations, patrolled on search and rescue duties off North Vietnam. O'Hare returned home on 17 December via the Suez Canal, completing a circumnavigation of the world. In March 1968, along with USS Charles R. Ware (DD-865) from Mayport, O'Hare deployed to the Indian Ocean via Africa and made 17 port calls in the Middle East. In January 1969 with Destroyer Squadron 32 (DesRon 32) she again deployed to the Mediterranean.

O'Hare deployed to Vietnam on 1 December 1972, remaining on gunfire support duty there until the cease fire of March 1973. She then became the last U.S. Navy ship based on the United States East Coast to circumnavigate the world after a Vietnam deployment during her return to the United States. She became a "blue-nosed" ship during the voyage when she crossed the Arctic Circle on 17 September 1972, and passed through the Panama Canal on 6 December 1972.

O'Hare was decommissioned on 31 October 1973, and transferred on loan to the Spanish Navy. The ship was struck from the Naval Vessel Register on 2 June 1975.

Méndez Núñez (D-63)

O'Hare was sold outright to Spain on 17 May 1978. In the Spanish Navy, she served as Méndez Núñez (D-63), in honor of Vice Admiral Casto Méndez Núñez (1824–1869), and was the third ship in Spanish navy with this name.

Méndez Núñez was stricken and scrapped in 1992.

title: USS O'Hare


text:
Lake Ngami

Lake Ngami is an endorheic lake in Botswana, north of the Kalahari Desert. It is seasonally filled by the Taughe River, an effluent of the Okavango River system flowing out of the western side of the Okavango Delta. It is one of the fragmented remnants of the ancient Lake Makgadikgadi. Although the lake has shrunk dramatically beginning from 1890, it remains an important habitat for birds and wildlife, especially in flood years.

Visits
Lake Ngami had many famous visitors during the 19th (and into the 20th) century. In 1849 David Livingstone described it as a "shimmering lake, some 80 mi long and 20 [30 km] wide". Livingstone also made a few cultural notes about the people living in this area; he noticed they had a story similar to that of the Tower of Babel, except that the builders' heads were "cracked by the fall of the scaffolding" (Missionary Travels, chap. 26).

One of the illustrations is known to have been made on the basis of a sketch by Mr. Alfred Ryder (1825-1850) son of Artist, William Mills Rider (1795 - 1841), a young Englishman who had visited the Lake Ngami just a few months before Livingstone arrived there. He had died on his way back. Ryder had made a sketch of the lake and although it was left unfinished, Livingstone persuaded Mrs. Ryder to lend it for the illustration of his book.8 Besides carefully copying the lake scenery, the artist employed by Murray was asked to add a family group into the picture to make it more suitable for Livingstone's purposes.

Charles John Andersson (who published Lake Ngami; or, Explorations and Discoveries during Four Years' Wanderings in the Wilds of Southwestern Africa in 1856) and Frederick Thomas Green also visited the area in the early 1850s. Frederick Lugard led a British expedition to the lake in 1896. Arnold Weinholt Hodson passed through the area on his journey from Serowe to Victoria Falls in 1906.

Ngami Lacuna, a methane lake on Saturn's moon Titan, is named after this lake.

title: Lake Ngami