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USS Charger
USS Charger
USS Charger
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USS Charger CVE-30
History
United States
Name
  • Rio de la Plata (1941)
  • Charger (1941–47)
  • Fairsea (1947–69)
NamesakeRoyal Navy name retained
Ordered29 November 1939
BuilderSun Shipbuilding & Drydock Co., Chester, Pennsylvania
Cost$2,720,800 (1939 contract)
Yard number188
Laid down19 January 1940
Launched1 March 1941
Acquired1 August 1941 (delivery to Navy for conversion)
Commissioned3 March 1942
Decommissioned15 March 1946
Reclassified
  • D27 (R.N. pennant 1941)
  • AVG-30, 24 January 1942
  • ACV-30, 20 August 1942
  • CVE-30, 15 July 1943
Fate
  • Sold into merchant service, 30 January 1947
  • Sold for scrap, 1969
General characteristics
Class & typeCharger-class escort carrier
Displacement15,125 long tons (15,368 t)
Length492 ft (150 m)
Beam
  • 69 ft 6 in (21.18 m)
  • 111 ft 2 in (33.88 m) extreme width
Draft26 ft 3 in (8.00 m)
Speed17 knots (31 km/h; 20 mph)
Complement856 officers and enlisted
Armament
Aircraft carried30+

USS Charger (CVE-30) was an escort carrier of the United States Navy during World War II converted from a commercial C3-P&C cargo/passenger liner hull built as Rio de la Plata intended for the Moore-McCormack company's American Republics Line serving the east coast of South America.[note 1] The ship was requisitioned for conversion to an escort carrier type intended for Royal Navy use and initially commissioned as HMS Charger (D27). Days later the transfer was rescinded with the ship returning to U.S. Navy control to become USS Charger which operated throughout the war as a training ship on the Chesapeake Bay with two ferry missions to Bermuda and Guantánamo Bay, Cuba.

After decommissioning in March 1946 the ship was sold in January 1947 to become the Italian Fairsea engaged largely in refugee and immigrant voyages from Europe to Australia. After a disabling engine room fire in January 1969 the ship was sold for scrap in Italy.

Construction

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The United States Maritime Commission (MC) accepted Sun Shipbuilding's bid to build the four C3-P&C cargo/passenger liners on 29 November 1939 at a cost of $2,720,800 each.[1] Rio de la Plata was planned as the third of four ships to be built by the Sun Shipbuilding and Drydock Co., Chester, Pennsylvania for the Moore-McCormack company.[2]

The modified C3 type was intended for Moore-McCormack's American Republics Line for serving the east coast of the United States to South America and the first large U.S. passenger ships to be fitted with diesel engines. Two six cylinder Sun Doxford diesels with over 9,000 shaft horsepower drove a single propeller through reduction gears for a design speed of 17.5 kn (20.1 mph; 32.4 km/h). The ships were designed to carry 196 passengers[note 2] with all passenger spaces air conditioned, another first for passenger ships. The passenger design was not completed due to requisitioning for war service.[3][4] The passenger-cargo design was to be a 17,500 ton displacement, 9,800 DWT vessel, 492 ft (150.0 m) length overall and 465 ft (141.7 m) length between perpendiculars. Cargo capacity, with conditioned air to avoid moisture, was to be 440,000 cubic feet (12,459.4 m3) (bale measure) with 40,000 cubic feet (1,132.7 m3) of refrigerated space. Passengers were to be quartered in 76 staterooms, 22 single cabins, 34 double cabins and 20 cabins with private verandahs.[3]

The keel for Rio de la Plata, MC hull 61, yard hull 188, was laid 19 January 1940 with launch on 1 March 1941 and delivery on 2 October 1941.[2] The ship was sponsored by Mrs. Felipe A. Espil (Courtney Letts de Espil).

On 20 May 1941, the United States Maritime Commission requisitioned all four unfinished combiliners, for conversion to military use.

Career

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United States Navy

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On 1 August 1941 the four ships were delivered to the Navy for conversion before completion as commercial vessels.[5][6] Conversion for naval duties was by the Newport News Shipbuilding and Drydock Co., Newport News, Virginia. Intended for transfer to the Royal Navy under Lend-Lease, the former Rio de la Plata was commissioned on 2 October 1941 as HMS Charger (D27). However, the transfer was rescinded and the ship returned to United States control on 4 October 1941. The vessel was reclassified AVG-30 on 24 January 1942 and commissioned as USS Charger on 3 March 1942, Captain T. L. Sprague USN in command; and reported to the Atlantic Fleet.[7][note 3]

Charger's area of operations throughout the war was Chesapeake Bay, and her duty the basic task of training pilots and ships' crews in carrier operations. Men trained on her decks played an important role in the successful contest for the Atlantic with hostile submarines carried out by the escort carrier groups. Reclassified ACV-30 on 20 August 1942, and CVE-30 on 15 July 1943, Charger left Chesapeake Bay for two ferry voyages, one to Bermuda in October 1942, and one to Guantánamo Bay, Cuba, in September 1945. Charger was decommissioned at New York on 15 March 1946.[7]

  • USS Charger
  • Charger stern view (AVG-30)
    Charger stern view (AVG-30)
  • SBD-4 Dauntless crash on Charger (ACV-30)
    SBD-4 Dauntless crash on Charger (ACV-30)
  • Canteen aboard Charger (ACV-30)
    Canteen aboard Charger (ACV-30)
  • Ship’s dispensary on Charger (ACV-30)
    Ship’s dispensary on Charger (ACV-30)
  • Flight Deck of Charger (CVE-30)
    Flight Deck of Charger (CVE-30)
  • FM-2 "Wildcat" aboard Charger
    FM-2 "Wildcat" aboard Charger
  • Aft view of Charger (AVG-30) underway
    Aft view of Charger (AVG-30) underway

Post-war service

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The ship as Fairsea

The ship was sold into merchant service on 30 January 1947[7] to the Vlasov group. After conversion the vessel became the passenger liner Fairsea, nominally for Vlasov's Italian managed Sitmar Line. Successive accommodation upgrades secured the vessel's long-term employment, mainly as a migrant carrier from Europe to Australia.

Among the immigrants arriving aboard Fairsea in 1958 was the Gibb family with future Bee Gees Barry, Maurice and Robin; and their infant brother, solo singer Andy. Also aboard were Kylie Minogue's parents and Skyhooks guitarist Red Symons.[8]

Fairsea was disabled by an engine-room fire between Tahiti and Panama on 29 January 1969. Primarily due to a lack of spare parts she was sold for scrap in Italy in 1969, the last of the four to cease operation. Her last surviving former sister Biter (later the French Navy's Dixmude), had been returned to the United States and sunk as a target in 1966.

Footnotes

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See also

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References

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[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

USS Charger

View on Grokipedia
from Grokipedia
USS Charger (CVE-30) was the lead ship of the Charger-class escort aircraft carriers that served during , primarily dedicated to training pilots and aircrews for carrier operations in the Atlantic theater. Converted from the commercial C3-P&C hull of the cargo-passenger liner Rio de la Plata, she displaced 8,000 tons, measured 492 feet in length with a beam of 69 feet 6 inches (extreme width 111 feet 2 inches), had a draft of 26 feet 3 inches, achieved a speed of 17 knots, and carried a of 856 with armament including one 5-inch gun. Originally launched on 1 March 1941 by the Sun Shipbuilding and Drydock Company in , the vessel was acquired by the U.S. on 20 May 1941 and converted into an at the New York Navy Yard. She was initially commissioned as the British HMS Charger (BAVG-4) on 4 October 1941 under Captain George Abel-Smith, RN, before being transferred to the U.S. , reclassified as AVG-30 on 24 January 1942, and recommissioned as USS Charger on 3 March 1942 under Captain T. L. Sprague. Throughout her service, she was reclassified again as ACV-30 on 20 August 1942 and CVE-30 on 15 July 1943, reflecting evolving designations for auxiliary carriers. Based primarily in Chesapeake Bay, Charger played a crucial role in preparing personnel for the Navy's escort carrier groups that conducted anti-submarine warfare patrols in the Atlantic. Her training missions included deck-landing qualifications for pilots of aircraft such as the SB2C Helldiver, and she supported ferry operations, including voyages to Bermuda in October 1942 and Guantanamo Bay, Cuba, in September 1945. Despite her vital contributions to the war effort, Charger did not engage in direct combat but was essential to the success of U.S. naval aviation training programs. Following the end of hostilities, Charger was decommissioned on 15 March 1946 at New York and struck from the shortly thereafter. She was sold for scrap on 30 January 1947, marking the end of her service.

Construction and acquisition

Building as Rio de la Plata

The Rio de la Plata was ordered on 29 1939 by Moore-McCormack Lines' American Republics Line as one of four C3-P&C type cargo-passenger vessels intended to bolster commercial shipping to . The contract, valued at $2,720,800 for the hull, was placed with the Sun Shipbuilding and Drydock Company in , reflecting the U.S. Maritime Commission's push to modernize the merchant fleet amid rising global tensions. Construction began with the on 19 January 1940, designated as Maritime Commission hull MC-61 or yard hull 188, marking the start of assembly for a vessel designed for efficient transatlantic and coastal . The ship featured a of approximately 9,100 tons and was engineered for versatility in handling both passengers and freight, with accommodations for refrigerated cargo to support perishable exports. Launched on 1 March 1941 amid a ceremony sponsored by Madame Felipe Espil, wife of the Argentine ambassador to the , the Rio de la Plata slid into the as a symbol of expanding U.S.-South American commercial ties. Her intended role focused on regular liner service between East Coast U.S. ports like New York and destinations along the South American seaboard, including Rio de Janeiro, , and , carrying up to 196 passengers alongside 440,000 cubic feet of cargo space.

Transfer and conversion

The former passenger liner Rio de la Plata was acquired by the U.S. on 20 May 1941 under the program for transfer to the Royal Navy. Following delivery while , she was briefly commissioned into the Royal Navy as HMS Charger (BAVG-4) on 2 1941 under the command of Captain George Abel-Smith, RN. The ship was transferred back to U.S. control just two days later, on 4 1941, and renamed USS Charger. She was reclassified as AVG-30 on 24 January 1942. The vessel then underwent further conversion at the Newport News Shipbuilding and Drydock Company in Virginia, where a lightweight wooden flight deck covering approximately 70 percent of her length was installed over a truss framework, along with a small enclosed hangar, a single aircraft elevator, arresting gear, and a compact island superstructure; basic naval fittings such as armament mounts and crew accommodations were also added during this process. USS Charger was formally commissioned into the U.S. Navy on 3 March 1942 at the Norfolk Navy Yard, with Captain Thomas L. Sprague in command. She was reclassified as an auxiliary , ACV-30, on 20 August 1942 and later as an escort , CVE-30, on 15 July 1943.

Design and capabilities

General specifications

The USS Charger (CVE-30) was the sole ship of the Charger-class escort carriers, a unique design derived from a converted commercial liner hull optimized for auxiliary roles rather than frontline . Key physical and performance characteristics included a standard displacement of 8,000 long tons and a full load displacement exceeding 15,000 long tons. The ship's dimensions featured an overall of 492 feet (150 meters), a beam of 69.5 feet (21.2 meters), an extreme width of 111.2 feet (33.9 meters) accommodating the , and a draft of 26.25 feet (8 meters). consisted of a single screw driven by diesel engines producing 8,500 shaft horsepower, enabling a top speed of 17 knots (31 km/h). The vessel carried a complement of 856 officers and enlisted personnel. capacity totaled 1,295 tons, supporting extended operations within areas.
CharacteristicSpecification
ClassCharger-class (sole ship)
Displacement (standard/full load)8,000 long tons / 15,000+ long tons
Length (overall)492 ft (150 m)
Beam (waterline/extreme)69.5 ft (21.2 m) / 111.2 ft (33.9 m)
Draft26.25 ft (8 m)
PropulsionDiesel engines, 1 shaft, 8,500 shp
Speed17 knots (31 km/h)
Complement856
Fuel capacity1,295 tons
Due to its origins as a modified passenger-cargo vessel and limitations in speed, deck size, and capacity compared to larger fleet carriers, Charger was primarily adapted for duties, focusing on pilot qualification and carrier operations instruction rather than deployments.

Armament and aircraft complement

Upon completion of her conversion to an , USS Charger (CVE-30) was fitted with a primary armament consisting of one 5-inch/51 caliber mounted aft for surface and anti-aircraft defense, supplemented by two 3-inch/50 caliber dual-purpose guns positioned forward to provide coverage against aerial threats. This configuration was typical for early s, emphasizing light defensive capabilities suitable for her primary role rather than operations. The ship's original light anti-aircraft battery included six 0.50-caliber machine guns distributed around the deck for close-range protection, but wartime upgrades enhanced her defensive features by replacing these with approximately 20 Oerlikon 20 mm cannons, improving effectiveness against low-flying aircraft during service. These additions reflected standard modifications to bolster anti-aircraft armament on escort carriers as the war progressed, without altering the core gun layout. For aviation operations, Charger featured a single hangar bay measuring 190 feet by 47 feet by 16 feet high, with one aft elevator (34 feet by 42 feet) to facilitate movement between the hangar and . The extended 410 feet in length and 70 feet in width, constructed of wood-covered mild steel plating to support launch and recovery; it included one H2 hydraulic forward, nine arrestor wires, and three barriers for safe handling. These facilities enabled operations with 21 , primarily used for training missions involving types such as F4F Wildcats, F6F , Curtiss SB2C , Vought F4U Corsairs, and TBF/TBM Avengers.

Operational history

Royal Navy service

HMS Charger (D27), originally intended for the under the program, was commissioned on 2 October 1941 at the New York Navy Yard, with Captain George Abel-Smith, RN, in command. This brief period of service allowed the to evaluate the escort carrier's design and capabilities as part of wartime preparations. During her short tenure under British control, Charger conducted limited shakedown cruises and trials in United States waters, focusing on assessing readiness for the concept without any combat deployment. On 4 October 1941, just two days after commissioning, the ship was transferred back to the due to the increasing need for carriers amid preparations for American involvement in the .

United States Navy service

Upon transfer to the on 4 October 1941, USS Charger (CVE-30) was prepared for service and formally commissioned on 3 March 1942 at the New York Yard, with Captain Thomas L. Sprague in command. The ship reported to the Atlantic Fleet and established its primary base in , where it remained throughout as a dedicated platform for pilots and aircrews destined for Atlantic escort carriers. Reclassified successively as an auxiliary (ACV-30) on 20 August 1942 and as an (CVE-30) on 15 July 1943, Charger focused exclusively on non-combat operations, conducting carrier qualification that prepared thousands of aviators for fleet duties through simulated launches, landings, and deck operations. By April 1945, the ship had logged over 42,000 aircraft landings, underscoring its critical role in building proficiency against threats. Charger's training regimen emphasized practical skills for escort carrier operations, including night qualifications and handling of aircraft such as the F4F Wildcat, TBF Avenger, and F6F Hellcat, with crews practicing anti-submarine tactics and formation flying in the confined waters of Chesapeake Bay. This intensive activity, spanning 1942 to 1945, contributed significantly to the effectiveness of U.S. escort carrier groups in the Atlantic, where trained personnel helped secure vital supply convoys. Although the ship saw no combat deployments, its deck became a frequent site of training accidents, including barrier crashes and overruns by aircraft like the F4U Corsair and TBF Avenger, which were inherent risks of qualifying novice pilots on a live carrier environment; one documented incident involved a TBF-1 Avenger crashing on deck on 23 March 1943. Ferry duties provided brief interruptions to this routine: in October 1942, Charger delivered aircraft to Bermuda, and in September 1945, it transported planes to Guantánamo Bay, Cuba, marking its only extended voyages outside the bay. Command of Charger transitioned following Captain Sprague's relief on 15 December 1942 by Captain Grover Budd H. Hall, who served until 6 November 1943. Subsequent commanders included Captain Ralph W. D. Woods (6 November 1943–26 August 1944), Captain Robert R. Johnson (26 August 1944–5 July 1945), and Captain William R. McCrory (from 1 November 1945), ensuring continuity in the ship's training mission amid personnel rotations. No major operational disruptions were recorded beyond routine training mishaps, which informed safety improvements for carrier aviation. With the end of hostilities in 1945, Charger continued limited training until it was decommissioned on 15 March 1946 at the New York Navy Yard, after which it was placed in reserve. The ship's wartime service as a trainer had been pivotal, equipping thousands of pilots with essential carrier skills that bolstered Allied naval dominance in the Atlantic.

Post-war service

Following its decommissioning by the United States Navy in March 1946, the USS Charger was transferred to the Maritime Commission and sold on 30 January 1947 to the Italian shipping magnate Alexandre Vlasov, founder of the Sitmar Line. The vessel underwent significant conversion in , , transforming the former into a passenger liner with dormitory-style accommodations for up to 1,900 migrants; it was renamed Fairsea and entered civilian service under Panamanian registry in 1949. This refit retained elements of its original design but prioritized cost-effective transport for post-war relocation efforts. From 1949 to 1969, the Fairsea primarily served as a migrant transport vessel, operating 81 voyages between (notably and Britain) and under charter to the until 1951 and later to the Australian government for assisted immigration schemes. It carried thousands of passengers, including displaced persons and "" (British migrants paying a nominal fare), facilitating family reunions and new starts in amid the post-war population boom. A major refit in late 1957 added air conditioning, an extra deck, and modern public spaces, enhancing comfort for longer routes. Among its notable voyages was the 1958 sailing from to , which transported the Gibb family—parents of future members Barry, Maurice, Robin, and Andy—along with the parents of singer and musician (later of Skyhooks). The Fairsea's career ended abruptly on 23 January 1969, when an engine room fire broke out approximately 900 miles west of the Panama Canal while en route from Sydney to Southampton with 980 passengers aboard. The blaze, which raged for four hours before being controlled, caused severe flooding and a list, disabling propulsion; the ship was assisted by the freighter Louise Lykes and a tug, reaching Balboa, Panama, by 3 February. Repairs were deemed uneconomical due to obsolete engine parts, leading to the vessel's sale for scrap. Towed from Balboa on 9 July 1969 by the tug Vortice, it arrived at La Spezia, Italy, on 6 August and was broken up later that year. As one of the last World War II-era escort carriers repurposed for civilian use, the Fairsea symbolized the transition of surplus military vessels to support global migration in the mid-20th century.
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