DET (Cannon) class (1943)

US Navy Escort Destroyers (1942-45): 116 planned, 72 completed, 44 cancelled

The DET (better known as the Cannon class from its lead vessel DE99) were considered a repeat of the previous “Long Hull” TE/TEV or Buckley design, the third escort destroyers types of the US Navy in world war two. Initially coming from the 1940 British request for Atlantic escorts, the majority served in the Pacific. They were part of the 563 destroyer escort (1000 ordered until cancelled in 1943) built by American Yards with iterative improvements reflected acronyms such as GMT, TE, TEV/WGT, DET/FMR. Ungamorous like escort aircraft carriers, they really were the workhorse of the allies for ASW escort in 1944-45.

The Cannon class were caracterized by their modified General Motors diesel turboelectric propulsion plant (DET for Diesel, Electric, Turbo), which was their major difference with the Buckley/TE as the latter combined these and steam turbines. The TEV had diesels instead, for an ouptut of 6,000 hp, half that of the Buckley class on the same “long hull”. They were still capable of a respectable 21 knots, giving them the capability of zooming in and out of a convoy and chase down a surfaced U-Boat.

In appearance they still were a near-repeat of the long hulls, and sported three dual purpose 3-in (76 mm)/50 guns and a generous light AA, but also three torpedo tubes to keep an anti-ship apability and one Hedgehog anti-submarine mortar in addition to their traditional ASW depth charge launchers and racks. In all, 116 were ordered in 1942, but 44 were cancelled and 72 were ultimately completed through four naval yards. Some saw service with the Free French Navy, and they had a long postwar career in many other navies.

Development

The DET class were an important players in the battle of the Atlantic, equyal part with other factors including Ultra, new detection systems, new tactics like escort carrier-based hunter-killer groups or just out-producing Germany in terms of liberty and victory ships to replace losses, in the most gigantic battle of attrition in history. In the Pacific, the Cannon class took they share of the action, not necessary on the frontline (albeit at the Battle of Samar the Buckley class did wonders) but on the still important logistic train of TF 38/T58 and other fleets operating in the Pacific, but also escorting the essential amphibious groups, either assault ships and escort carriers supporting these, enabling the “island-hopping campaign” and freeing the hands of more important fleet destroyers for capital ship escort.

Initially their very existence was uncertain. The concept itself of an “escort destroyer” is proper to World War II. The Royal Navy, desperate for escorts in 1940, especially after the fall of France and Germany obtaining direct access to the north sea and Atlantic, north and south, the ASW effort required initially the same sloops and sub-chasers just like in WWI. But Britain, notably in the Dunkirk evacuation, lost many fleet destroyers, also tasked of ASW escort. On the US standpoint in 1939 the lack of ASW escort was not a concern given the isolationist policy at home, and there was an “insurance” hundreds of vintage “four stacker” flush deck destroyers of the Clemson and Wickes still in the inventory, active or in reserve and mothballs. Many had been sold for BU in 1932, but those that remained were considered plenty enough to face any threat.

On the British side, emergency programs saw the creation of the Flower class corvettes, converting existing sloops and requisitioning trawlers to create additional coastal sub-chasers. But the bedrock of the program, alongside the more ambitious River class frigates, ordered from civilian yards, was the BDE program (1941) to be ordered from military yards, despite they were already burden with repairs of damaged fleet destroyer and building new ones. In September 1939 all treaties became void, and there was no limitations on global tonnage anymore so Britain or the US could rise their industrial ouput to produce any escort, of any tonnage and armament. The sky was the limit.

Still, the very concept of a destroyer escort, a ship less capable than a fleet destroyer solely for escort work was an appealing one. ASW warfare progressed well in the interwar, notably with the introduction of the sonar, better depht charge racks and launchers (called Y-Gun in US service). The first escort type in US service as all its successors, was derived from a escort vessel design studies that the General Board requested already in 1940. The success of the British Hunt class, especially following the Mills-Cochrane mission of the Royal Navy, was a significant to the US admiralty program, even if the US were still not at war. The restoration into active service of legacy Wickes-Clemsons class was one thing, but their full modernization was abandoned due the little improvement they would offer in comparison more capable, modern destroyers.

There was even opposition to dedicated ASW destroyers as a diversion to the current, and already congress-capped destroyer construction programmes. British interest in what they called “light second-rate destroyers” revitalized the idea, and this was prior to President Roosevelt altering the US escort strategy. On June 23, 1941, the British Supply Council in North America requested that the Secretary of the Navy release a hundred escort ships for its own needs as British Yards already had their hands full.

The US design emerging from BuShips saw its own needs as well and notably that it could have both an ASW and AA escort, with optional A/S capabilities on the same standardized hull. This initially stressed a dual-purpose main battery of three 3-in/50 instead of two single-purpose 4-in/50 and triple torpedo tubes notably against German surface raiders. These modifications as requested were far from solving the problem of supplying these new built, so Britain obtained on US “flush-deckers”. The US design had a conn. one level above the helm, a British type bridge, and by August 15, 1941, President Rooselevelt authorized 50 British destroyer escorts (BDE), despite Bureau of Ships’ objection that standard destroyers would do.

Even earlier in July 1941 the president decided to facilitate British access to US shipyards’ proposals for that BDE, going overhead of BuShip and calling for the design skills of various yards. Anothr immediate decision was to participate in convoy escort up to the mid-Atlantic, where British ships would fully take over. The British Mills-Cochrane expedition touring these US Yards still had under the arm plans of their own Hunt class design and wanted a Mark 2 made in US Yards essentially.

The final point of all this was that after the Pearl Harbour attack, the US would embark on a massive program of 1000 escort destroyer divided into six classes all testing various engine configurations, generating acronyms. The first, the GMT class was essentially initially a BDE capable of 24 knots and diesels as steam turbines were already in high demand. But eve with diesels, there were production bottleneck notably due to submarine-type diesel engines or landing crafts already in high demand as well. The final US design was essentially a larger Hunt class, 130 tons heavier and 33 feet longer. Many manufacturers were contacted in the US to sped up their capacity and manufactoring larger, 1,500 horsepower diesel engines. GM on its part received an order of electric motors and gears production for new gearboxes rose considerably. These ASW escorts needed to be agile, more than fast.

After the “short hulls” or “GMTs” (“GM Tandem” diesel) it was envisioned that turbo-electric was the ideal drive, leading to the “long hull” to accomodate these, but on the same horsepower, always with the goal or reaching 24 kts. The “long hull” was standardized ultimately and mixed with other propulsion options like a geared diesel drive on the FMR (for reduction geared, also half-Power), and the diesel-electric system on a long hull, the DET type seen here, and then the geared turbine alternative with relatively tiny gears (WGT). All these variants were the result of machinery supply problems.

Construction

The DE (Destroyer Escort) Program planned initially a total of 1005 units, including 105 “GMTs,” 54 “TEs,” 252 “TEVs” (“TEs” with 5-in guns), 293 “WGTs, and “116 “DETs” as well as 85 “FMRs.” Initial spreading into these class was to guarantee completion of 260 ships in 1943, but local initiatives in various yards and streamline deliveries meant this objective was beaten as 300 were delivered in 1943 alone, almost 3/4 of the final deliveries. However si,ce the Battle of the Atlantic turned out to be a win for the allies already that year, mass cancellations started in the autumn of 1943, 305 in September-October, 135 in 1944, whereas many of these ships too advanced in construction were converted to fast light transports (APD) helping out the allied amphibious campaign, mostly in the pacific. On the matter, none of the “DET” were converted. Of the twenty radar picket conversions, none were from the DET class either.

The “TEVs” and “WGTs” followed the original BDE design, but had space reservations for the future installation of two enclosed 5in/38 instead of their initial 3-in/50 dual purpose guns. The from were much more capable, notably for A/S and more versatile due to their heavier shells, including against aviation if needed thanks to the new fuses developed in 1943. Like all DEs but the “GMTs”, the “DET” carried torpedo tubes despite the Royal Navy, who first requested these, changed its mind and requested their removal from all DEs given to them. However this was for the best, as the weight spared led to the installation of their own hedgehogs, installed on all DEs from mid-1943. Unlike the “TEVs” and “WGTs”, the “DET” kept their original high British-style bridge related to the 180-foot minesweeper/PCE, also buiot in the US from British Admiralty requirements.

The Yards in charge were the following:

Bethlehem, Hingham Shipyard, MA: Lead builder, 17 ships DE51 to 155 (many converted as APD).
Bethlehem, Fore River Shipyard, MA: 10 ships DDE 667 to 683
San Francisco Shipyard, CA: 12 ships DE-633 to 644
Charleston Navy Yard, SC: 15 ships DE 199 to 213
Consolidated Steel, TX: 12 ships DE-789 to 800
Defoe Shipbuilding, MI: 13 ships DE-693 to 705
Dravo Corporation, PA: 3 ships, DDe 665 to 667
Norfolk Navy Yard, VA: 10 ships DE-153 to 198
Philadelphia Navy Yard, PA: 14 ships DE 214 to DE 223

Design of the class

The “DET” meaning “Diesel, Electric, Turbo” were a follow-up “long hull” type equipped with a 6000 hp diesel-electric powerplant, comprising four 1,500hp diesels-generators coupled with 2 electric motors and complex gearbox in order to have the range and agility to the expense of top speed. Unlike the BDE they had longer, flush-deck hulls for ease of construction as well as all US design tendencies short of the British style bridge. Many modifications were done on the standard “long hull design” communicated to all yards to make the production quicker just as for the Fletchers, Gearing and Allen M Sumner. However, the flush deck hull was also known to cause some waste of space inside the hull, notably below the sloped deck forward with peculiar internal arrangements.

Hull and general design

Hull design

Design Description

Powerplant: GM Diesel generators

The most distinctive point of the whole 500+ destroyer escort was their powerplant.

Protection

As escort ships, they lacked any armor at all, much like destroyers. In other words, any 8.8 cm Type VII round would penetrate any part of the hull or structures like butter; the same is true for 20 mm FLAK rounds. However, a surfaced U-boat would be overpowered by the fire of seven combined 20 mm Oerlikon and contend with four fast-firing 3-in main guns. Therefore, damage control underwater was the main focus. Like all ships of the era, they were heavily compartmented, with bulkheads separating the engine room from the drive unit, the fore and aft sections of the ship, and two pairs of diesel engines. As demonstrated by numerous destroyers during World War II, they could theoretically live even if their bow or stern were severed. It had a double hull and side chambers that could be filled with oil to absorb the damage from blasts. But there was no cover for the primary weapons. The flat shields were standard on the Oerlikon AA weapons.

Armament

Because the main 3-inch guns were dual-purpose and could deal with the Luftwaffe’s potential FW-200 Condor at high altitude, the ASW escorts were equipped with US ordnance, sufficient to deal with surfaced or submerged U-Boats and repel any air attack, despite the British initial requirements. An array of 20 mm Oerlikon AA weapons was in place to counter attacks from lower altitudes. For a fast response, post-diving strike, this was finished off by the new standard Hergdehog Mark 1 anti-submarine mortar, which is usually utilized when a U-boat is seen far away, preparing for the deep. Additionally, they were generously given a maximum of 160 Depth Charges for passes during long, exhausting chase hours. These were dispensed by two stern racks and six to eight side projectors (also known as Depth Charge Throwers or Y-Guns).

3 inch/50 Mark 20 guns

Mark 20 on USS Slater (cc)
The Mark 20 was a far more recent version of the successful dual-purpose light-medium 76 mm naval guns, almost at the end of the line, whereas the Mark 2 had been in service since 1915. With their ability to raise to +85° and their constant lack of protection, they could reach a range of 14,600 yards (13,400 meters) at 43° elevation and 30,400 feet (9,300 meters) at AA ceiling. They required a small crew consisting of a single gunner with an optical telescope and a peep-site. With manual loading and ramming, the Mark 20 could fire about 20 rounds per minute. They were easy to handle and had 13-pound (5.9-kg) HE rounds. They were available in AP, AA with VT promixity fuze in 1944, and HE or illumination, some of which were always prepared to fight U-boats’ surface night tactics. It is unlikely that the automated Mark 22 (1944) ever took the place of the Mark 20.

40mm/56 Mk 1.2

Possibly the best AA gun of World War II, at least for the Allies, the heavy puncher was widely used. On the superstructure, a twin mount was positioned aft.
The 40 mm (1.57 in) Bofors, which is still in use today and is renowned for its hitting power and dependability, requires no introduction. The manual handling of the gravity-fed, 4-round clips is the only thing limiting this 56-caliber (2.24 m/7.35 ft) gun’s 80–100 effective rate of fire, which is 120 rounds per minute (cyclic). With regard to airplanes, the muzzle velocity is 881 m/s (2,890 ft/s) and the effective range is 5,000 m (5,500 yd). In contrast to the Mark 2 quad mount, the Mk.1 was the Twin mount and was primarily unshielded.
Read more

20 mm/70 Mark 4 Oerlikon

On the GMT class they were distributed on several positions aft of the funnel initially, but the standard by 1944 was to have
Read More

Depth Charges

Eight DCT (Depth Charge Thrower or K) guns were standard equipment; four of them faced the aft quadrant and four the broadside. They were positioned aft on either side. Two 10-DC depth charge racks aft finished this, bringing the total number of depth charges to 120–160. This was a huge ship that was larger than any other US ship, indicating their area of expertise. This was their only ASW weapon until the Hedgehog was introduced and replaced the “B” mount.

Mark 7:

Most likely, the finished Mark 7 models were utilized. They weighed 745 pounds (338 kg) and carried a 600-pound (272 kilogram) TNT payload with a sink rate and terminal velocity of 9 feet per second (2.7 mps). They were designed in 1937 and went into service the following year. It was adjustable between 50 and 300 feet (15 and 91 meters).
In the early stages of World War II, it was essentially a modified Mark 4, which was installed as standard on all destroyers, destroyer escorts, and ASW ships. It was redesigned to make building easier. Due to rumors of U-boats that could reach more than 250 meters, Mod 1 raised the depth setting to 600 feet (183 meters) when it arrived in August 1942. With a higher sink rate of 13 frames per second (4 mps), Mod 2’s warhead was increased to 400 pounds (181.4 kg) of TNT.

Mark 8:

This variant, which was designed in 1941 and released in 1943, was a magnetic handgun with an aluminum case to prevent magnetic interference. Compared to earlier preset depth charges, this “proximity” model was significantly more sophisticated and accurate. With a sink rate of 11.5 fps (3.5 mps) and settings ranging from 50 to 500 feet (15-152 m), it was able to carry 270 lbs. (122 kg) of TNT despite weighing “only” 525 lbs. (238 kg). Compared to the Mark 6 or even the subsequent Mark 9, the USN deemed it seven times more deadly. However, when it blew up…

It required a lot of upkeep and was unreliable. So much so that the model was discontinued from service in 1945 and a backup hydrostatic pistol was installed. The magnetic pistol burst when 20–25 feet (6–7.5 m) got close after arming itself when it detected the hull from 35 feet (11 m) to 200 feet (61 m). It was sorted by 150 lbs. (68 kg) of lead weight because it was too light. With 76,000 manufactured, this model was hailed as a USN “secret weapon” that would help win the war in the Atlantic. However, crews immediately found weaknesses in it, and it was quickly withdrawn after the war, with about 57,000 remaining in storage by September 1945.

Mark 9:

This was the standard-issue DC from 1943 to 1945 and well beyond, and it was from the same generation as the Mark 8. Technically, they were essentially the same as the preceding Mark 7, but they had a “teardrop” shape that allowed for a significantly higher sink rate in tests. They also included fins to generate a stabilizing spin, which allowed them to sink much more precisely. The Mod 2 could be set up to 1,000 feet (305 meters), the sink rate could be lowered to 15 (4.5 mps) if necessary by installing spoiler plates on the nose that functioned as brakes, and the warhead TNT was swapped out for Torpex. To enable slower warships (DEs, Frigates, and Sub-Hunters) to avoid the explosion plume, they were supplied as kits.

Mods 0, 1, and 2 had warheads that ranged from 200 lbs. (91 kg) TNT to 190 lbs. (86 kg). They weighed 320 lbs./145 kg, 320 lbs./145 kg, and 340 lbs. (154 kg) accordingly. The sink rate also fluctuated, ranging from 14.5 fps (4.4 mps) to 22.7 fps (6.9 mps).
The settings ranged from 50 to 300 feet (15-91 m) or 600 feet (183 m), which is almost the same as the Mark 7.

K Guns (Mark 6)

K_GUN_mk9_ONI
In 1941, the Projector Mark 6 was released, firing a single depth charge of the Mark 6, 9, or 14. The distances covered in only 3.4 to 5.1 seconds range from 60 to 150 yards (55 to 137 meters). They were typically positioned three on each side aft on the deck, near the aft deckhouse, on all destroyers equipped. For destroyers, it is four to six, but for destroyer escorts, it can reach eight. They persisted until the 1950s, when their output was so high that lend-lease was also a major source of funding.

The depth charge was put into each K-Gun, which was made up of an arbor (holder) that was placed inside the projector. It was deemed a hazard even though it could not be recovered until a cable was fastened to it after it fell into the sea. They were inexpensive metal parts that could be expanded. These were partially constructed from a 61 cm x 15 cm tube that was closed on one end and ended with a 12 by 31 inch (30.5 x 79 cm) tray on the other end. When shot, it became the primary projectile because it was designed to fit into the projector barrel. They weighed 70 pounds (32 kg) at first, then 65 pounds (29.5 kg) on later models, increasing range.
Black powder was utilized as the K-Gun propellant. The arbor was placed inside a tubular casing that measured 3″ (7.62 cm). The charge changed when the loads fluctuated between the required range of 60, 90, and 150 yards (55, 82, and 137 meters).

The USS Asheville (PF-1) tested the Mark 9’s built-in arbor in 1944, but the technology was too complicated and expensive to justify production in comparison to expandable arbors. Thousands of tons of arbors are thought to have been placed on the Atlantic bottom following World War II, but they most likely rusted away because they were not given any special care.

Mark 63 fire-control system (cold war)

The Mark 63 Gun Fire Control System (Mk.63 GFCS) was installed on most of the Cannon class that saw service in other navies. It was composed of the AN/SPG-34 radar tracker and the Mark 29 gun sight, to control the single or twin QF 4-inch naval gun Mk XVI and Mk.33 twin 3″/50 cal guns if installed.

Sensors

There too, it was pretty well rounded for their mission, covering all aspects surface, air and undersea passive or active detection.

SL Radar

Typical small 150 kW, 1300 lbs (590 kg) surface search radar designed for destroyer escorts.
The 300 lbs (136 kg)antenna was 45″ by 48″ (1.14m by 1.22m) parabolic in radome and PPi scope, 20 rpm and 100 feet/1 degrees accuracy.
Resolution 600 feet/6 degrees or 200 meters/25 degrees, 30 meters/1 degrees
Specs: Wavelength 10 cm, pulse Width 1.5 microsecond, Pulse Repetition Frequency 800 Hz
Range: 15 nm (30 km) low-flying bomber, 20 nm (35 km) cruiser, 13 nm (24 km) destroyer, 10 nm (20 km) submarine
829 SLs were manufactured in 1943-10, 480 SL-1 by 1944-7. They equipped the present destroyers and their successors. British crews were trained on them at first.

SA Radar

Standard small air search radar and first warning detector. Tailored for destroyers escorts and frigates, some were also found on destroyers. They were of the bed frame type, and relatively small. The SA-1 equipped rather destroyers.
Specs:
SA had an estimated reliable range of 40 miles on medium bombers at 10,000′, with antenna at 100′. Range accuracy is ± 100 yds. Bearing accuracy, ± 1° (lobe switching). No elevation.
The SA has 12 components and weighs a total of approximately 1500 lbs. The SA antenna measures 5′ x 8’8″. Including pedestal, it weighs 500 lbs.
The antenna should be mounted as high as possible, preferably 100 feet or more above the water, thus, on top of the mainmast of the GMT.
To operate, one operator per shift is required. PP required is 1950 watts at 115 volts, 60 cycles.
They were small enough to be fitted on sub-chasers and minesweepers as well.
See also

Type 128D SONAR

The type 128 was tested 1937 in Acheron. It was retractable, under dome, and also equipped the A, L, and Hunt-class destroyers. So it was only fitting it was provided for the early GMT class escort destroyer as well. It was equipped with a range recorder and could be controlled from the bridge. However, it was discarded as soon as the more modern Type 144 was available.

Type 144 SONAR

This improved sonar set had a fixed gyro-stabilized oscillator using a gyro compass for bearing indication. It is fully integrated with the Hedgehog or later Squid ASW mortars. The Type 144Q later appeared with a second oscillator trained with the main oscillator, but elevated down further for close range, around 400 yards. The 144 had a much better range of 2800–3000 yards (1800-2800m) depending on conditions. The ship needed to go slow to use it without many interferences. Note that some sources specifies a QGA sonar, US-pattern. It was perhaps installed postwar.

HF/DF

To detect enemy radar or radio emission and triangulate positions, the mast was topped by the characteristic cross-style antenna of the “Huff-Duff”, a British model built in the US as the FH 4 antenna. It was used as a MF Direction Finding array.

⚙ DET Destroyer Escort specifications
Displacement	1240t standard, 1620 tons (fully loaded)
Dimensions	306 in x 35 ft x 11 ft (93.3 x 11 x 3.5 m)
Propulsion	2 shafts, 4× GM Model 16-278A diesels, electric drive
Speed	21 knots (39 km/h; 25 mph)
Range	10,800 nm (20,000 km; 12,400 mi) at 12 knots (22 km/h)
Armament	3× 3-in/50, 2x 40mm, 8× 20 mm AA, 1×3 21-in TTs, Hedgehog, 8DCT, 2DCR, 160 DCs
Sensors	SL, SA radars, Type 128D/Type 144 ASDIC, HF/DF FH 4a
Crew	15 officers, 201 ratings

Misc. aspects on the GMT class

Naming

The DET/FMR class were named after recently died USN servicemen, not only to honour their families, and for maintaining esprit the corps. Only those awarded a special decoration posthumously or citation, such as the Navy cross, were considered. The lead ship USS Cannon DE99 ,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,

General Evaluation

(In redaction)

Wartime and Cold War Transfer and exports

Free French and Cold War French Navy

Sénégalais in the Cold War
In 1945 already, the US Navy transferred to the Marine Nationale the following:

USS Corbesier (DE-106) as Sénégalais
USS Cronin (DE-107) as Algérien
USS Crosley (DE-108) as Tunisien
USS Marocain (DE-109) as Marocain
USS Hova (DE-110) as Hova
USS Somali (DE-111) as Somali

In 1950 an additional eight ships were transferred through MDAP:

USS Baker (DE-190) as Malgache (F724); served 1952-1969
USS Bright (DE-747) as Touareg (F721); served 1950-1960
USS Cates (DE-763) as Soudanais (F722); served 1950-1959
USS Clarence L. Evans (DE-113) as Berbère (F723); served 1952-1960
USS Riddle (DE-185) as Kabyle (F718); served 1950-1959
USS Samuel S. Miles (DE-183) as Arabe (F717); served 1950-1968
USS Swearer (DE-186) as Bambara (F719); served 1950-1959
USS Wingfield (DE-194) as Sakalave (F720); served 1950-1960

u-boote.fr: sénégalais

The Career of FS Sénégalais:

On April 3, 1944, she left the US after commission with convoy UGS 38 from Hampton Roads (105 merchant ships escorted by 21 warships) to Port Said. Sénégalais left for Algiers and arrived on April 23, 1944. She took part in several FNFL convoys to Corsica, in preparation for the Corsican landings. She was back at Algiers on May 2, 1944 an a day later at 3:15 a.m. she was alerted by Alger Command to depart at 6:30 a.m. with Alcyon and join the US Hunter Killer Group in search of an U-Boat off Djidjelli.

At 1:18 a.m. U-371 was damaged by USS Menges (convoy GUS 38 with) a T-5 ‘Gnat’ acoustic torpedo, the return convoy of UGS 38 that departed Port Said on April 24, 1944 back to Hampton Roads. Senegalese had part of the crew unable to reach the ship in time and at 13:00, with Alcyon she joined USS Joseph E. Campbell, USS Pride (DE 323) and minesweeper USS Sustain (AM 119). At 17:15 battle stations is signalled as there was a new sonar pick, and from 5:42 p.m. to 5:53 p.m. she uses her Hedgehog until bubbles appear on the second pass but this went on for several more hours.

On May 4, 1944 at 3:15 a.m. CIC reports a radar echo the the French DE under command of Lieutenant Guérin as watch commander and later Lt.Cdr Petit. By 3:33 a.m. illumination shells revealed the surfaced U-boat and she is hit on her starboard. By 3:53 a.m. the 40mm joined in as she closed on, but loose contact. At 03:58 her stern is hit by a torpedo, lost her propellers and steering, Grenades on the quarterdeck fell and explode, smoke bombs went off and at 04:35 she is beached. There are 14 killed, all at the stern, and about 50 wounded. She is then towed by Alcyon to Djidjelli while her whaleboat rescues four German submariners adrift on rafts as their submarine had been also sunk. An Alsatian sailor informed the Commander U-371 had been wrecked by her Hedgehog and she was scuttled with few diehards remaining on board.

Sénégalais was towed to Oran and repaired, with her stern cut away and reinforced, temporary rudder fitted until she departed on August 2, 1944 for the US, with an ocean-going tug, to Charleston. There she was fitted with a brand-new stern and by november 1944, work was completed and she had a shakedown off Portland, Maine, later leaving Hampton Roads with convoy UGS 61 (82 merchant ships, 11 warships)on November 21, 1944, for Gibraltar. Sénégalais left for Casablanca on December 6, 1944. She resumed convoy escorts between North Africa and France (Marseille and Toulon).

She saw service in Indochina postwar, arriving in Saigon on October 31, 1945. She then supplied several posts and provided support during the Viet Minh attack on Sha-Pak-Wan and by January 1946 patrolled South Annam, leaving for home on March 29, 1946, in Toulon on April 28, 1946. From June 1947, under Lt.Cdr. E.SCHLUMBERGER she took part in many exercises. By April 1952 her ownership is granted under MDAP and on May 14, 1952, she is struck from U.S. lists. After another decade service on June 28, 1963, renamed “Yser”, she is converted as training ship until decommissioned on June 1964, stricken, returned to the U.S. Navy which ordered instead to have her BU in Germany on October 1965.

The “Arabe class” (second group)

arabe
The 2nd group was transferred in the 1950s this time directly under MDAP to help France rebuilt its ASW ships arsenal after the losses of WW2. There are sometimes named the Arabe class, but since they were identical to the ealier ships in FNFL service, there is no point. One was transferred in August, two in September, two in November 1950, and the last twp, Berbère and Malgache, in March 1952. This second series differed by their armament and sensors. The main guns were now 3-in/50 Mk 22, they had a twin 40mm/60 Bofors Mk 1, up to twelve 20mm/70 Mk 10 AA guns, the same Hedgehog ASWRL and same eight DCT, two DCR with 120 depth charges. The earlier F01 (Sénégalais) class had instead three 3-/50 Mk 20/21 main guns, three single 40mm Bofors and ten 20mm Oerlikon.

The Arabe had the latest sensors suite, with a SPS-5 and SPS-6 radars replacing the ww2 SC/SC/SF radars of the Sénégalais class, but the QGA sonar remained the same. In 1960, the Sénégalais also were updated to the SPS-5 and SPS-6 radars. By the mid-1960s, Malgache of the second series became a command ship of amphibious training centre, loosing its Hedgehog ASWRL and DCT, DCR.

Appearance

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In terms of camouflage, measures consisted in the following:
Order 1943: MS22 external for the Canon class, but MS31/3D for the details and decks (vertical surfaces) and MS32/3d also signalled
Order 1944: MS22, MS32/3D, MS32/14D, or 10D, 11D for some ships, and MS31/3D depending on ships.
Order 1945: MS32/3D and MS21 for most ships completed in 1945, MS22 for some exceptions
See more
USS Alger for example was applied MS 22 as completed, all Navy blue. It was colourful mix of patterns and styles with MS 31/3D from 1944.

MS 21:

Navy Blue 5-N Vertical surfaces, Deck Blue 20-B horizontal, wood decks in Deck Blue. Canvas covers Deck Blue.

MS 22:

Navy Blue 5-N for all Vertical surfaces without exception. Horizontal Surfaces Deck Blue, 20-B. Wood decks be darkened to the colour Deck Blue. Deck Blue paint shall be used in lieu of stain.

MS 31/3D:

Paint all exposed vertical surfaces a pattern of Haze Gray 5-H, Ocean Gray 5-O, Black. Horizontal Surfaces, all decks and horizontal surfaces with Deck Blue, 20-B and Ocean Gray 5-O. Canvas covers visible from the outside vessel dyed to Deck Blue.

MS 32/3D:

Camo Light Gray 5-L, Ocean Gray 5-O Black vertical and Deck Blue 20-Bn Ocean Gray 5-O horizontal, canvas Deck Blue.

MS 32/10D:

Sub-variation for USS Stern DDE187, O’Neil DDE188, Hilbert DDE742, Tills DDE748

MS 32/11D:

Sub-variation for USS Lamons DDE743

MS 32/14D:

Sub-variation for DDE 113 Clarence L Evans, DDE 741 Weaver, DDE 749 Roberts

Preserved: USS Slater

A single DE in the US symbolizes all 500+ masses of these, but no Evarts class was maintained. It is a valuable source of knowledge because all of these ships have a lot in common. As a museum ship, the USS Slater (DE-766) is a Cannon-class destroyer escort that has undergone extensive restoration. It is a poignant homage to the sailors who served on similar ships during World War II and is one of the last surviving destroyer escorts in the United States. May 1944 saw the commissioning, and the name This Cannon-class, which was active in the Atlantic Ocean during WWII and is now preserved in Albany, New York, anchored on the Hudson River close to downtown, was named for Frank O. Slater, a sailor who was killed during the Naval Battle of Guadalcanal.

The Destroyer Escort Historical Museum presently operates it, and it has been completely restored to her WWII look, including accurate interior features, paint jobs, and weapons. Of the more than 500 neglected naval boats, it actually underwent one of the most extensive restorations in the nation, thanks in large part to the efforts of committed volunteers and veterans of the Navy (in contrast, more destroyers of WWII had been maintained). Seasonally, guided tours are available, giving visitors access to the ship’s bridge, gun positions, crew quarters, engine room, and other areas.
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Career of the Cannon (DET class)

DE99 Cannon Dravo, Wilmington 11.1942 25.5.1943 9/1943 to Brazil 12.1944 (Baependi)
DE100 Christopher Dravo, Wilmington 12.1942 19.6.1943 10/1943 to Brazil 12.1944 (Benavente)
DE101 Alger Dravo, Wilmington 1.1943 8.7.1943 11/1943 to Brazil 3.1945 (Babitonga)
DE102 Thomas Dravo, Wilmington 1.1943 31.7.1943 11/1943 to China 12.1948 (太和 [Tai Ho])
DE103 Bostwick Dravo, Wilmington 2.1943 30.8.1943 12/1943 to China 12.1948 (太仓 [Tai Tsang])
DE104 Breeman Dravo, Wilmington 3.1943 4.9.1943 12/1943 to China 10.1948 (太湖 [Tai Hu])
DE105 Burrows Dravo, Wilmington 3.1943 2.10.1943 12/1943 to Netherlands 6.1950 (Van Amstel)
DE106 Corbesier Dravo, Wilmington 4.1943 11.11.1943 — // 1.1944 to France 1.1944 (Sénégalais)
DE107 Cronin Dravo, Wilmington 5.1943 27.11.1943 — // 1.1944 to France 1.1944 (Algérien)
DE108 Crosley Dravo, Wilmington 6.1943 17.12.1943 — // 2.1944 to France 2.1944 (Tunisien)
DE109 — Dravo, Wilmington 9.1943 1.1.1944 — // 2.1944 to France 2.1944 (Marocain)
DE110 — Dravo, Wilmington 9.1943 22.1.1944 — // 3.1944 to France 3.1944 (Hova)
DE111 — Dravo, Wilmington 10.1943 12.2.1944 — // 4.1944 to France 4.1944 (Somali)
DE112 Carter Dravo, Wilmington 11.1943 29.2.1944 5/1944 to China 12.1948 (太昭 [Tai Chao])
DE113 Clarence L. Evans Dravo, Wilmington 12.1943 22.3.1944 6/1944 to France 3.1952 (Berbère)
DE162 Levy 278 Federal, Newark 10.1942 28.3.1943 5/1943 stricken 8.1973
DE163 McConnell 279 Federal, Newark 10.1942 28.3.1943 5/1943 stricken 10.1972
DE164 Osterhaus 280 Federal, Newark 11.1942 18.4.1943 6/1943 stricken 11.1972
DE165 Parks 281 Federal, Newark 11.1942 18.4.1943 6/1943 stricken 7.1972
DE166 Baron 282 Federal, Newark 11.1942 9.5.1943 7/1943 to Uruguay 5.1952 (Uruguay)
DE167 Acree 283 Federal, Newark 11.1942 9.5.1943 7/1943 stricken 7.1972
DE168 Amick 284 Federal, Newark 1.1943 27.5.1943 7/1943 to Japan 6.1955 (あさひ [Asahi])
DE169 Atherton 285 Federal, Newark 1.1943 27.5.1943 8/1943 to Japan 6.1955 (はつひ [Hatsuhi])
DE170 Booth 286 Federal, Newark 1.1943 21.6.1943 9/1943 to Philippines 12.1967 (Datu Kalantiaw)
DE171 Carroll 287 Federal, Newark 1.1943 21.6.1943 10/1943 stricken 8.1965
DE172 Cooner 288 Federal, Newark 2.1943 25.7.1943 8/1943 stricken 7.1972
DE173 Eldridge 289 Federal, Newark 2.1943 25.7.1943 8/1943 to Greece 1.1951 (Λέων [Leon])
DE174 Marts 290 Federal, Newark 4.1943 8.8.1943 9/1943 to Brazil 3.1945 (Bocaina)
DE175 Pennewill 291 Federal, Newark 4.1943 8.8.1943 9/1943 to Brazil 8.1944 (Bertioga)
DE176 Micka 292 Federal, Newark 5.1943 22.8.1943 9/1943 stricken 8.1965
DE177 Reybold 293 Federal, Newark 5.1943 22.8.1943 9/1943 to Brazil 8.1944 (Bracuí)
DE178 Herzog 294 Federal, Newark 5.1943 5.9.1943 10/1943 to Brazil 8.1944 (Beberibe)
DE179 McAnn 295 Federal, Newark 5.1943 5.9.1943 10/1943 to Brazil 8.1944 (Bauru)
DE180 Trumpeter 296 Federal, Newark 6.1943 19.9.1943 10/1943 stricken 8.1973
DE181 Straub 297 Federal, Newark 6.1943 19.9.1943 10/1943 stricken 8.1973
DE182 Gustafson 298 Federal, Newark 7.1943 3.10.1943 11/1943 to Netherlands 10.1950 (Van Ewijck)
DE183 Samuel S. Miles 299 Federal, Newark 7.1943 3.10.1943 11/1943 to France 8.1950 (Arabe)
DE184 Wesson 300 Federal, Newark 7.1943 17.10.1943 11/1943 to Italy 1.1951 (Andromeda)
DE185 Riddle 301 Federal, Newark 7.1943 17.10.1943 11/1943 to France 8.1950 (Kabyle)
DE186 Swearer 302 Federal, Newark 8.1943 31.10.1943 11/1943 to France 9.1950 (Bambara)
DE187 Stern 303 Federal, Newark 8.1943 31.10.1943 12/1943 to Netherlands 3.1951 (Van Zijll)
DE188 O`Neill 304 Federal, Newark 8.1943 14.11.1943 12/1943 to Netherlands 10.1950 (Dubois)
DE189 Bronstein 305 Federal, Newark 8.1943 14.11.1943 12/1943 to Uruguay 5.1952 (Artigas)
DE190 Baker (ex-Raby) 306 Federal, Newark 9.1943 28.11.1943 12/1943 to France 3.1952 (Malgache)
DE191 Coffman 307 Federal, Newark 9.1943 28.11.1943 12/1943 stricken 7.1972
DE192 Eisner 308 Federal, Newark 9.1943 12.12.1943 1/1944 to Netherlands 3.1951 (De Zeeuw)
DE193 Garfield Thomas (ex-William G. Thomas) 309 Federal, Newark 9.1943 12.12.1943 1/1944 to Greece 1.1951 (Πάνθηρ [Panthir])
DE194 Wingfield 310 Federal, Newark 10.1943 30.12.1943 1/1944 to France 9.1950 (Sakalave)
DE195 Thornhill 311 Federal, Newark 10.1943 30.12.1943 2/1944 to Italy 1.1951 (Aldebaran)
DE196 Rinehart 312 Federal, Newark 10.1943 9.1.1944 2/1944 to Netherlands 6.1950 (De Bitter)
DE197 Roche 313 Federal, Newark 10.1943 9.1.1944 2/1944 damaged 22.9.1945, never repaired
DE739 Bangust 139 Western Pipe & Steel, San Pedro 2.1943 6.6.1943 10/1943 to Peru 2.1952 (Castilla)
DE740 Waterman 140 Western Pipe & Steel, San Pedro 2.1943 20.6.1943 11/1943 to Peru 2.1952 (Aguirre)
DE741 Weaver 141 Western Pipe & Steel, San Pedro 3.1943 4.7.1943 12/1943 to Peru 2.1952 (Rodríguez)
DE742 Hilbert 142 Western Pipe & Steel, San Pedro 3.1943 18.7.1943 2/1944 stricken 8.1972
DE743 Lamons 143 Western Pipe & Steel, San Pedro 4.1943 1.8.1943 2/1944 stricken 8.1972
DE744 Kyne 144 Western Pipe & Steel, San Pedro 4.1943 15.8.1943 4/1944 stricken 8.1972
DE745 Snyder 145 Western Pipe & Steel, San Pedro 4.1943 29.8.1943 5/1944 stricken 8.1972
DE746 Hemminger 146 Western Pipe & Steel, San Pedro 5.1943 12.9.1943 5/1944 to Thailand 7.1959 (ปิ่นเกล้า [Pin Clao])
DE747 Bright 147 Western Pipe & Steel, San Pedro 6.1943 26.9.1943 6/1944 to France 11.1950 (Touareg)
DE748 Tills 148 Western Pipe & Steel, San Pedro 6.1943 3.10.1943 8/1944 stricken 9.1968
DE749 Roberts 149 Western Pipe & Steel, San Pedro 7.1943 14.11.1943 9/1944 stricken 9.1968
DE750 McClelland 150 Western Pipe & Steel, San Pedro 7.1943 28.11.1943 9/1944 stricken 8.1972
DE751 Gaynier 151 Western Pipe & Steel, San Pedro 8.1943 30.1.1944 — cancelled 9.1944
DE752 Curtis W. W. Howard 152 Western Pipe & Steel, San Pedro 8.1943 26.3.1944 — cancelled 9.1944
DE753 John J. van Buren 153 Western Pipe & Steel, San Pedro 8.1943 16.1.1944 — cancelled 9.1944
DE754 Willard Keith 154 Western Pipe & Steel, San Pedro 9.1943 — — cancelled 1943
DE755 Paul G. Baker 155 Western Pipe & Steel, San Pedro 9.1943 — — cancelled 1943
DE756 Damon Cummings 156 Western Pipe & Steel, San Pedro — — — cancelled 1943
DE763 Cates 96 Tampa SB 3.1943 10.10.1943 12/1943 to France 11.1950 (Soudanais)
DE764 Gandy 97 Tampa SB 3.1943 12.12.1943 2/1944 to Italy 1.1951 (Altair)
DE765 Earl K. Olsen 98 Tampa SB 3.1943 13.2.1944 4/1944 stricken 8.1972
DE766 Slater 99 Tampa SB 3.1943 13.2.1944 5/1944 to Greece 3.1951 (Αετός [Aetos])
DE767 Oswald 100 Tampa SB 4.1943 25.4.1944 6/1944 stricken 8.1972
DE768 Ebert 101 Tampa SB 4.1943 11.5.1944 6/1944 to Greece 3.1951 (Ιέραξ [Ierax])
DE769 Neal A. Scott 102 Tampa SB 6.1943 4.6.1944 7/1944 stricken 6.1968
DE770 Muir 103 Tampa SB 6.1943 4.6.1944 8/1944 to South Korea 2.1956 (경기 [Gyeonggi])
DE771 Sutton 104 Tampa SB 8.1943 6.8.1944 12/1944 to South Korea 2.1956 (강원 [Gangwon])
DE772 Milton Lewis 105 Tampa SB 8.1943 6.8.1944 — cancelled 9.1944
DE773 George M. Campbell 106 Tampa SB 10.1943 15.10.1944 — cancelled 9.1944
DE774 Russell M. Cox 107 Tampa SB 10.1943 — — cancelled 9.1944

Next Stop: The Edsall (FMR class).