Navy - RevuAIR

I’m Back: the Making Sausage Redux (1)

By fStop Fitzgerald | 20 January 2019 | Comments 0 Comment

I haven’t posted in all of 2018. A lot has happened, but now that I have allegedly retired, I’m going to try to be more religious about posting.

Let’s see if we can do something with current projects.

Richard Latture, Editor-in-Chief of the U.S. Naval Institute‘s Naval History magazine, is working on a project to be printed in conjunction with the release of a new Tom Hanks movie, Greyhound, about destroyer combat in the North Atlantic during World War II. The film uses the destroyer Kidd (DD-661), which is on display in Baton Rouge, Louisiana, as part of the setting. Although Fletcher-class destroyers served almost exclusively in the Pacific, there are no extant examples of the Gleaves and Benson classes, which would be representative of the Atlantic destroyers.

Image result for USS kidd

Former USS Kidd (DD-661) in Baton Rouge, Louisiana.

My assignment was to do a cutaway drawing of the Kidd. This is by far my most intense project. First thing is I knew it would not be 100 percent. That goes completely against the way I want to work, but it is a reality. That is simply a given when a deadline is staring you in the face along with little details such as time and money. The goal is to get the important parts right and live with representations or approximations for those that aren’t. Bottom line: it is not a photograph.

In starting a project, I collect as many base drawings as possible. This is, sadly, where the first compromises enter the project. Drawings simply do not match up. I have a fairly extensive collection of books to rely on for the initial search. I know which authors to trust and how much Kentucky windage needs to be used on other authors’ work. (One, whom shall not be named, has a great reputation for plans and models, but his plan view lines do not link with his profiles and sections. Where did he got that rep?) I check their sources, if available, for additional information.

Less than a tenth of my collection.

I also have a decent collection of drawings that I’ve obtained from various sources primarily the National Archives and the Library of Congress. I was fortunate in this instance to trip over a collection of several hundred drawings on microfilm of the Fletcher-class. However, another caveat creeps in.

Fletchers were built at 11 different yards. And they were not identical. The plans I found were from the Bath Iron Works in Maine. Kidd was built by Federal Shipbuilding and Drydock Company in Kearny, New Jersey. I know the two sets of plans are not identical. I just don’t know what is different and where.

Even though I have these great drawings, they provide another three caveats.

1. Bath built at least three, and possibly four, different sets of Fletchers, known today as “flights.” There are detail differences between each. Assuming the same for Federal, which flight would match most closely to Kidd?

2. Even within these set of Bath drawings, the profiles, sections, and plan views do not match among flights for general outlines. I assume this is because of the microfilming process.

3. Many of the drawings needed to be combined; i.e., there were multiple frames of one drawing. Again, in linking these, there were dimensional differences and adjacent images would not be 100 percent in alignment.

The first three images need to be combined to form one complete drawing.

So, just in selecting whcih drawings tomwork from forces a number of decisions to be made, each of them getting the result farther from what is accurate.

Bottom line: I am not building a destroyer.

Why Three Views are Necessary

By fStop Fitzgerald | 2 July 2017 | Comments 0 Comment

We live in a three-dimensional (physicists may say four, fantasists say more) world. To visually represent that, one needs to meld length, width, and depth. Absent any one and the result is a bizarre view of the world.

Hence, we can start with something as seemingly complex as this flat, 2-dimensional—up and down, left and right—drawing . . .

And get something that looks a bit more real-worldly with not only left-right, up-down, but also front-back.

What if one dimension is missing?

Archaeologists, historians, and other scholars have for years been wondering what the Confederate submersible H. L. Hunley really looked like. The historic vessel was discovered a number of years ago, has been raised, and is currently under minute excavation and discovery in Charleston, South Carolina. Many questions have been answered, especially what she looked like. (https://hunley.org/) Here is a link to the most recent detailed (extremely!) analysis of the vessel by the Underwater Archaeology Branch of the Naval History and Heritage Command. (https://www.history.navy.mil/research/underwater-archaeology/sites-and-projects/ship-wrecksites/hl-hunley/recovery-report.html)

But before this, to envision the boat, historians had to rely on a written record, no known photographs exist. There were a few sketches and one watercolor wash painting by R. G. Skerrett, which gave a fair idea of her form, but they—as is all art—were reliant on the artist’s eye and especially, hand. What is real? (Naval History and Heritage Command)

One of the early references was this two-view tracing of a predecessor boat, the “Rebel Submarine Ram” Pioneer. It was from a contemporary 1864 Civil War report from U.S. Navy Fleet Engineer William H. Shock to the Assistant Secretary of the Navy. (National Archives and Records Administration)

The upper drawing shows a side view of the ram, with some interior details. The bottom drawing shows a top view looking down of the vessel.

There is nothing, however, to show us the third dimension, a front view. The illustrations below will demonstrate the impact of that missing third dimension.

All the views you will see were made with this set of lines that I pulled from the original drawing. The only thing that is different between the pairs of renders is that in one, I let the original drawings determine the final shapes, and in the other one I assumed the third dimension to be curved.

These are the top views of the two versions, the lower has many more lines because those are necessary to draw the curves in the 3D rendering of these lines. Note however that the external lines of each part are identical. This reflects the lines’ origins from the lines pulled from the original.

This shows the resultant 3D render.

Similarly, here are the side views, again with the lower drawing and render showing the addition of curved lines.

And this drawing shows the resultant third dimension, the front views, based on the base (left) and curved lines.

Here are the resultant images in full 3D.

Note that, both 3D renderings match the original 2D drawing. Which is correct?

While that is certainly obvious, this is just an illustration of issues that can occur in the absence of information.

This rendering further illustrates the need for three views. Notice the two highlighted areas.

Many times with all three views provided, even that information is not enough. Sometimes it is a confusion on the part of the original craftsman with regard to how a particular line should be depicted in each of the three views. More often, however, lines are hidden. These require either additional drawings, or better yet, a perspective drawing of their intersections. No examples come immediately to mind, but I am certain at least one will crop up on an upcoming drawing. I will address that when it happens.

This final rendering shows the curved 3D version over the original lines. The other version would similarly line up.

CSS Tennessee Brooke Rifles

By fStop Fitzgerald | 25 June 2017 | Comments 0 Comment

The Confederate ironclad Tennessee was effectively armed with a concentrated and powerful armament of two 7-inch Brooke double-banded rifles fore and aft on pivot mounts and four 6.4-inch Brooke double-banded rifles, two per broadside.

The 7-inch rifles, weighing 15,300 pounds each, were manufactured in Selma, Alabama. This, the bow gun, tube no. S-10, is property of the Naval History and Heritage Command (NHHC) and located at the Washington Navy Yard in Washington, DC. Its companion tube, no. S-5 at the stern pivot, is also the property of NHHC, is on loan and on display outside the Selma City Hall. In the background, the three visible guns are from Tennessee’s four-gun broadside battery.

This gun is one of the four 9,000 pound 6.4-inch broadside rifles, three of which are also at NHHC in Washington. It was forged at the Tredegar Ironworks in Richmond, Virginia.

This illustration shows the guns mounts. The pivot guns were mounted on large sliding carriages and the broadside guns on two-wheel Marsilly carriages.

CSS Tennessee

By fStop Fitzgerald | 25 June 2017 | Comments 0 Comment

Making Sausage: You Really Don’t Want to Know

This is an incomplete project. Although portions of it were published in the December 2009 issue of Naval History magazine, they were carefully cropped to eliminate errors that exist because of lack of documentation and skill on my part. My goal is to do the definitive model with accurate interior detail.

I am posting this to ping the greater world for more information so that I can properly detail the interior and fix the exterior, and perhaps rework the whole drawing. These renders are eight years old, so my skills have improved, but until I get more information this will sit on a back burner.

For the hull and casemate, I was only able to find these two drawings.

I do not have my sources readily at hand, but the profile and plan are obviously from a book. They are small and while apparently detailed, it is all lost in the small reproduction on poor absorbent paper. I believe the sections are from a different source. They are larger and cleaner, a big help.

The only way to approach a subject is to envision it in the simplest parts possible to keep your drawing time to a minimum. One fortunate aspect of ships (along with aircraft) is that you generally only have to do 50 percent of the project because of symmetry along the centerline. You simply copy, paste, reflect, and merge your work. With Tennessee, I created three basic pieces; the hull, hull armor, and casemate. Everything else is detail.

Using Illustrator, I created the lines for each. This is not a difficult process, but is somewhat challenging in trying to visualize your 2-dimensional work in 3-dimensions. Once those are complete, I import them into my 3-D software, Strata 3D, and proceed to extrude, lathe, hull, and whatever else needs to be done to get something that resembles Tennessee.

The hull sections, as noted, were clean and easy to reconstruct.

Once drawn, they were laid out in position along the length of the hull for “erecting” in the 3D program.

The failings of the hull—primarily because of my inexperience—is the plating. The interior, however, is another matter. Despite their size, the interior plan was really quite good for its level of detail. It allowed for proper positioning of the guns and their interaction. The funnel drops down through the gun deck to the engine room below. The capstan has an interesting position, but again, its linkages, unless below deck, are non-existent.

But details of the interior are sorely lacking. The gun handling fixtures are pretty much standard, so those details were easily added. But the real issue is the wheel stand and its workings. The drawings show that it was elevated above the gun deck and hung from the overhead, but how? How was the wheel linked to the rudder? What navigational equipment was associated with it? How did they use a compass surrounded by all that iron? Many questions, no answers. So the wheel is just suspended over the deck.

I added a drawing to illustrate the composite laminated construction of the casemate armor. It’s interesting to see how the laminations go together and how thick the armor was in relation to its backing.

I don’t normally share rejects. The faults in this are obvious, but it is here because it shows relationships and details, especially in the overhead grating, not visible in the others.The overhead view shows the layout of the fore (right) and aft 7-inch Brooke double-banded rifles on swivel mounts. These align with the three fore- and aft-most gunports. The four 6.4-inch Brooke double-banded rifles occupy the four broadside ports.

These are some other interior views as well as the overall fore and aft views.

Again, if you can help by pointing me toward drawings that will get this closer to what it should be, please let me know.

This Was Going to Be a Happy Page Until . . .

By fStop Fitzgerald | 31 May 2017 | Comments 0 Comment

H. L. Hunley: Recovery Operations

Edited by Robert S. Neyland and Heather G. Brown

Washington Navy Yard, DC: U.S. Navy, Naval History and Heritage Command, 2016. 348 pages. Free PDF.

This page was intended to be fun, full of joy, because I was just going to point you to a FREE 350-page book, that, if you have any interest in the Civil War navies, archaeology, or practical science would prove to be a treasure. I was not going to review it, primarily because I edited it. But then, in searching for a photograph of its cover to post with this, well, I made a disturbing discovery.

First, a little aside about books. There are editors, then there are editors. Dr. Neyland and Heather Brown are the editors as listed on the cover. This is their book. Essentially, editor in this case is a different type of author. They compiled, organized, solicited papers, and in a few cases, wrote them, to create this book. I was the editor who went behind them to clean it up. Frankly, it was among the easiest editing jobs I ever had, because basically all I had to do was read it, and with the exception of one chapter (which was so far beyond my comprehension) it was a particularly enjoyable—and easy—read.

For me, this book provides all the information I wanted to know about Hunley ever since I first read of her discovery. And, it is very readable. Of course, as I freely note, these are very biased comments. I never intended to write them. I was just going to say, if you have such interests as noted above, here is the link to a free PDF of it. It may be worth your while.

To find a cover photograph to accompany this piece, I made a Google search for the book title. The largest image was at Amazon. Going to the site, I immediately noticed the book only had three stars. Three stars? For this? What idiots are out there?

Then I looked at the reviews. (https://www.amazon.com/H-L-Hunley-Recovery-Operations/dp/1542856094) There were only two, one with five stars, the other with just one.

I couldn’t have written a better five-star review than the one there. The author, Mike Crisafulli, even adds a last sentence I would have added. And I respond to it: The archaeologists and conservationists are preparing such a follow-up book. I can’t wait, either.

The author of the one-star, “Florida Buyer,” is not an idiot either. I would have written this same review as well. “Poor B&W printout of a color PDF. Get the color PDF free.” That opened my eyes.

Our books—that is those books produced by the U.S. Government at government (read taxpayer) expense—are free. They belong to you and me because we have already paid for them. In practicality, the physical documents of course do cost. But, with the medium of PDF and eBooks, they can be widely and genuinely distributed for free. That is why you will see me hawking a lot of them. I want everybody to know these exist. They are yours, you’ve paid for them, all you have to do is pick them up.

The government outlet for federally produced books has always been, by statute, the GPO—Government Publishing Office (formerly Government Printing Office). There you could purchase books at a bargain because you were just charged actual printing and shipping costs. Books purchased from them are as they were intended for publication and as you would see them at a brick-and-mortar book shop. But they cannot print and store every book created by all government agencies. They have to be selective, so not everything is available. Electronic files have changed that.

The government’s freely available PDFs, however, have allowed other retailers to step in. And this is the apparent genesis of the one-star review.

You, me, or anyone else can download these free PDFs and have them reproduced by print-on-demand printers to have hard copies. Yes, that is correct. Everyone with internet access—YOU, right now—are a book publisher with a simple two-step process. (1) Download the PDF. (2) Send it to an on-demand printer.

I checked out the publisher for the $35 version of this book on Amazon, and guess what? CreateSpace Independent Publishing Platform is an Amazon company. Without any other knowledge, I am going to extrapolate here at the risk of being sued. On the surface of things, it looks like Amazon discovered a cash (federal) cow.

Granted you do get something for your $35. However, and again this is based solely on the Amazon page and the review, the quality is not as intended. The original book you would have received from GPO was printed in four-color on slick glossy paper. The type and images were sharp, crisp, and clean. Apparently this is not so with the Amazon version.

I’d like to check the copyright page on that reprint. Legally, to reprint the book for sale, a republisher is supposed to (1) get permission from the government for reprinting, (2) purchase and receive a new and different ISBN number, and (3) file for a new CIP data block. I’d like to know if Amazon did this or if they are using the government data, which would be illegal.

Bottom line: If you are buying from Amazon, or any other on-line store, check the book’s publisher. You can easily take the exact same PDF file they have and reprint through on-demand for a lot less than their $35.

Now, go enjoy the book. For free.

Source: H. L. Hunley: Recovery Operations

Good Starter Book

By fStop Fitzgerald | 29 May 2017 | Comments 0 Comment

Aviation Records in the Jet Age: The Planes and Technologies Behind the Breakthroughs

by William A. Flanagan

Specialty Press, 2017. 192 pages. $39.95

My sense—and that is all it is, a sense—is that the author’s title was much closer to simply Aviation Records rather than as now titled, and that marketing got a hold of it, and tried to spin it for sales. Frankly, if purchased by title alone, you should get your money back. The first jet doesn’t appear until page 32 of the 183-page book; losing nearly 20 percent of the real estate. And that doesn’t include about 20 more pages concerning non-jet aircraft, but are technically within the scope of the title as their records were set in the jet “age.”

Enough about titles and spin. Ignore the title. What do you get for your money?

Easily more than 50 percent of the book is dedicated to imagery, most of it large, and all of it very detailed. They are well reproduced on the typical slick glossy stock one recognizes as a Specialty Press trademark. The text is well written and authoritative, but it is not Ernie Gann. And that is okay; because the book is aimed at facts, not prose.

But with that in mind along with the title, one would expect to see easily digestible charts showing progression over time or comparisons of higher, faster, farther. There are none. If you want to know the speed increase from 1945 to 1955, you’ll have to search for each in the text and make the comparisons yourself. The only enumeration of records can be found in three pages of two appendices, and at that these are not readily decipherable as each entry is in narrative form. Frankly, I haven’t figured them out.

Appendix One: Speed Records, sub-category Progressive Speed Records In Aviation History lists just 13 records. Obviously this is incomplete. Worse, it has four “No. 10”s. Two could be justified, I guess, because they are for “First Speed Record Faster Than 2,000 mph” in both jet and rocket categories. But the other two 10s are for 3k and 4k mph, all on different dates. Sub-category Major World Speed Records, which numbers to 24, begins with No. 2, includes two No. 4s, and is missing (I think) Nos. 6, 8, 12, 13, 17, 18, and 19. Thankfully, the third sub-category, Significant Speed Flights by Mach Number, is not listed by number so there is no confusion on that score.

In the absence of any explanation for this numbering, this is indicative of poor—very poor—editing. What about the rest of the book?

And among the triumvirate of aviation records, farther does not appear at all.

The author provides each of the chapters with a variety of interesting and well-illustrated sidebars to expand on his work. For instance, Chapter 5 relating to airliners and Mach 2 fighters includes a near full-page reproduction of a Fairey Aviation Company advertisement hawking their Delta 2’s official world speed record of 1,132 mph, a sidebar on boosted flight control systems, and one on Russia’s race to have the first jetliner. And that is typical of the chapters. There is so much more here than simply records that it is obvious the author was thinking far beyond the range of the limitation put on his work by the current title.

For me, this book was disappointing in that it did not add much to what I already knew. I am always interested in comparisons and an author’s reasoning for why and how such advances occurred. While there was little to change my views on the subjects, that will not be the case for all readers.

There is much very good and well-explained detail in this book and I highly recommend it for those getting their feet wet in aviation and its goals of higher, faster, farther.

Aviation Records in the Jet Age is available from Specialty Press at 1-800-895-4585 or www.specialtypress.com.

Reviewed May 2017

A 60-Year-Old Sleeper

By fStop Fitzgerald | 27 May 2017 | Comments 0 Comment

Helena The Viking Rocket Story

North Olmsted by Milton Rosen

Harper, 1955. 242 pages.

In my research into the Vanguard program, this book appeared in virtually all the bibliographies. I had to find out why.

Wow!

Rosen may have been a real rocket scientist but he could actually do something else—write.

If you have an interest in rocketry and especially the United States’ early days in the process, you will not find a better book than this. Rosen not only talks about the nuts and bolts of the rockets, the engineering, and the science, but he puts it all in a very human perspective of what it took to launch rockets and push the space boundaries in the late 40s and early 50s.

This book left me with one minor disappointment and two big regrets.

The disappointment is that the book falls two rockets short of being a complete chronicle of the Viking program.

The regrets are that I found this book about 40 years too late and didn’t have an opportunity of speaking with Dr. Rosen. I would certainly have contacted him after reading this.

If rockets interest you, don’t pass this one by.

Reviewed June 2015

The “Best” . . . Because There is Not Much Out There . . .

By fStop Fitzgerald | 27 May 2017 | Comments 0 Comment

Martin Aircraft, 1909–1960

by John R. Breihan

Narkiewicz/Thompson, 1995. 208 pages.

This book is the definitive work on Martin aircraft. The shame of it is that there is only one to choose from and nothing to compare it to.

That said, the book is very good. Compared with other aviation company works, this touches all the bases. It involved significant research, which the author distilled into a very readable, yet still comprehensive presentation. It is well illustrated and cited.

My personal research concerns the MB/MBT series and I was looking to this to fill in some gaps. It provided a bit more detail, but was lacking in some of the information (and was opposed to) what I had found in the Library of Congress and National Archives.

All in all, despite its current high price, this is a good value and must-have for anyone interested in Martin aircraft.

Reviewed October 2013

Not a Review, Just Pointing You to a FREE Book

By fStop Fitzgerald | 25 May 2017 | Comments 0 Comment

Battle of Midway: 3–6 June 1942

Washington Navy Yard, DC: U.S. Navy, Naval History and Heritage Command, U.S. Navy Office of Naval Intelligence, 2017. Reprint of 1943 edition.

Coming up very shortly is the 75th anniversary of the Battle of Midway. This is a really big deal, especially with the Navy, as it was virtually the first solid victory for U.S. forces over the Japanese since the war began for America the previous December 7.

My day job is writing and editing for the Navy’s Naval History and Heritage Command. One of our projects to commemorate the 75th anniversary of World War II is to republish concurrently with the events of 75 years ago a series of booklets produced by the Office of Naval Intelligence immediately after each of the battles. We have just posted the Midway booklet. You can download it—for absolutely free—from our website at: https://www.history.navy.mil/browse-by-topic/wars-conflicts-and-operations/world-war-ii/1942/midway.html

We have also put up Coral Sea, Early Carrier Raids, and Java Sea. Check those out as well.

A couple of caveats. Because these were created at the time, they have the immediacy of the war at hand. There are also errors. These were based on classified reports directly from the combatants and are little sanitized. So don’t be surprised to find that Wildcats did combat with Messerschmitts. Their value is that they take you back to those days when it was not a sure thing that the United States would come out victorious.

While you are there, go into the search field and type in Battle of Midway. You will find more primary source material about the battle than you ever suspected. Want to read transcripts of interrogations of Japanese officials from the battle? Try this link: https://www.history.navy.mil/research/library/online-reading-room/title-list-alphabetically/b/battle-of-midway-interrogation-of-japanese-officials.html

And when you are done, enter your own search terms. We have dozens of FREE books available for the download. This is our home page: https://www.history.navy.mil/ Poke around. You’ll find yourself coming back.

Find Your Surprise

By fStop Fitzgerald | 25 May 2017 | Comments 0 Comment

Wave-Off!: A History of LSOs and Ship-Board Landings

by Robert R. “Boom” Powell

Specialty Press, $39.95

For a number of years, Specialty Press has been producing books in a seemingly standard 10 ¼-inch square, approximately 200-page format. “Boom” Powell’s Wave Off! is among them. That in itself, says nothing about the book, yet it does.

A series of books gives the reader expectations; a sense of quality, presentation, attention to detail, factualness, readability, and even likeability. That’s the truth of these books. Once you have seen two, you have a reasonable expectation of what you will get with a third. It’s a comfort.

And so it is with Wave Off!

First thing—I wasn’t disappointed. Second is the flip side of that comfort—surprise. And I was.

I am familiar with Boom’s work and background. It’s hard to poke around the Internet and not cross paths with him if your search terms include “naval aviation,” “Scooter,” and “Viggie.” So combine a known container and a known content provider and you should get what you expect. And more. That’s the surprise.

This book goes far beyond a history of LSOs—Landing Signal Officers—the seasoned pilots who stand on the port quarter of a carrier guiding—and grading—their fellows to a controlled crash onto the flight deck. The story has to start at the beginning and it does, with the pre-carrier days, when Britain and the United States first began trying to combine ships and the new fangled contraptions called aircraft.

What is so enjoyable about this author’s work is that he deftly melds the human experience with what is essentially a nuts’n’bolts story. Granted he has a lot to work with, the line between fact and sea story is often easily and readily blurred. And he is not afraid of limbs. Historians love—or hate—“firsts.” Nothing gets their attention quicker than seeing that word. Firsts are seldom black-and-white. Take first-to-fly for example. Unless you carefully insert the modifiers “engine powered” and “controlled” among a couple others, you’d be wrong. Powell enumerates a fair number of firsts in this work, but is seldom declarative. He paints the full picture, so the reader walks away with not a simple fact, but an understanding. Such is found in his description of the first LSO: “There are many stories on how the LSO came to be; some apocryphal, some embellished. The most accurate . . .”

Powell not only provides basic instruction and comprehensive illustration of American “Paddles,” but also British, Japanese, and French techniques. The Japanese used a light system, which somewhat presaged the current optical landing system first deployed on U.S. carriers in the mid-50s. Unlike a human being, the Japanese system could not provide the “stable approach” and “anticipate the ship’s movement” in heavy seas to get a safe landing.

The author delves into the minutia of paddle construction, LSO platform and training before walking the reader through the carrier battles and operations of World War II, the Cold War, Vietnam, and today’s “flashpoints.”

For me, the most significant chapter is the “Landing at Sea Revolution” in carrier operations fostered by the turbojet engine. Faster/farther required heavier aircraft. Aircraft design for higher speeds almost naturally forced higher landing speeds. Through World War II and the Korean War straight-deck carriers—think floating moving pitching rolling tombstone—handled flight ops by stringing cable barriers between landing space and parking. This even worked for the Generation One jets off Korea. But there was no safe way to make good a botched landing attempt; thus the impetus for the angled deck. Add the mirror landing system, which was now stabilized to the ship’s movements, and high-powered steam catapults, and you have the basis—with a few thousand more tons—of a supercarrier. Boom nicely packages this narrative.

I mentioned surprises. A two-page sidebar, “Let’s Add a Hook,” is one. It discusses adding hooks to what were only designed and built as land-based aircraft. It includes a fantastic full-page painting by Craig Kodera of a modified P-51D Mustang, renamed Seahorse for the Navy, on approach to Shangri-La (CV-38) during November 1944 trials.

My biggest surprise though, is the VA-46 landing chart on p. 134, which happened to be provided by a friend, retired Captain Dave Dollarhide, who also happens to be listed on the chart. What it doesn’t mention is that most likely this chart was from Forrestal’s (CVA-59) ill-fated Southeast Asia cruise to Yankee Station in July 1967.

Get this book. Find your own surprises. They are here in abundance.

“Wave-Off!” is available from Specialty Press at 1-800-895-4585 or www.specialtypress.com.

Reviewed May 2017