Category: Coldwar Ships

The “last gunships”, first postwar US destroyers

The 18 Forrest Sherman-class destroyers were many things: The first post-war US destroyers, successors of the legendary Gearing class, and the last conventional (all-gun-armed). They were commissioned from 1955, saw the Vietnam war aznd middle east crisis, some staying active until the 1980s. Armed with the 5-inch/54 caliber Mk42, they experienced dozens of modifications, four being converted to guided-missile destroyers (DDG) (prototypes for the Charles F. Adams-class), and eight as ASW vessels. Two are now preserved as museum ships, including the largely unmodified USS Edson, declared a national historic landmark in 1990.

The admiralty had the luxury to look for innovations to add incrementally, and ASW Frigates were attributed the role of ASW warfare, destroyers being still assigned to multirole task force escort, but now on a two-tiered echelon: Large AA “ocean escorts” between cruisers and destroyers (to be upgraded to long range missile defence ships) and smaller, “classic” multirole destroyers, still conventional, that can make up with numbers.
Basically they were looking for a “mobilization” version of the complex and costly Mitscher class, itself a degraded version of USS Norfolk. Gibbs & Cox son realized that following the original requirements of a cheaper, simpler Mitcher would still result on a 5,000 tonnes ship, so accent was placed on AA on detriment to ASW capabilities, sacrifices conducting to the final approved design in 1952. The disposition of a single gun forward and two aft was for dryness concerns. It followed the suggestion of Capt. P. W. Snyder (Bureau of Ships) after observing Exercise Mariner, North Atlantic 1953, advicating a rise of three feet at the bow, then hull lines tapering down to the original sheer line at about the forward gun. This was ported on the last batch of the class, and magnified on the following Charles F. Adams class.

Caracteristics for the new destroyers were written down by the newly formed Ships Caracteristics Board (SCB) and the Bureau of Ships (BuShips). Their role in that genesis, which started in 1949, is well documented in “Friedman, U.S. Destroyers” (245–49). He does not mentioned Gibbs & Cox, naval architects in NyC, which took charge of the design (confirmed by several sources including Conways), but the latter collaborated with BuShips for decades, and had a drawing-room model of DD 931 clearly indicating their participation in the design.
The basic specifications were simple and basically a repeat of the Gearing class, but integrating new weaponry and electronics: They needed to be as swift and maneuverable as their precedessors to perform equally anti-aircraft and anti-submarine warfare.

Steel hulls designed to make the best of available output, reduced topside weight for improved stability (which led to the choice of aluminum superstructures).
It was established from the start they would have two geared turbine sets mated on two shaft propellers. They would be fed by four boilers (working at 1,200 psi), two per turbine, for a total of 70,000 shaft horsepower (shp), 33 knots designed speed. In practice they went further, up to 35 kts for USS Decatur.

The armament was a no-brainer: Its centerpiece was to be the brand new 5-in/54 Mark 42 in development to replace the legendary 5-in/38 in the USN. Its goal was to fire thrice as fast with a fully automated loading system, so that a single gun could replace a twin turret, and thus, like the Gearings, three turrets were kept, but with a single barrel (more later) and two OMC stations for either AA and antiship duties. This was completed with the equally new 3-in/50 Mk.22 replacing the 40mm Bofors, the new Mark 25 ASW TTs, Mark 32 TTs, ahd Hegdehogs, plus evolved sonars with for the first time a fixed bow sonar bulge.

Design Genesis

Although the Gearing class destroyers were completed for some as far as 1949 like USS Robert A. Owens, the search for a replacement destroyer started in 1947 already, with larger “ocean escorts” such as the USS Norfolk and the simplified Mitscher class seeing as potential lead vessels. But the first real replacement destroyers were designed more for larger production, at a cheaper cost. With more than three hundred WW2 destroyers pending successive waves of modernizations, there was no urge for a mass of new hulls, even with the new threat of a possible war with USSR.

USS Turner Joy (DD-951) outboad profile as preserved in 2011.

The way was long from fast “torpedo-boat destroyers” developed at the end of the XIXth Century. Used for raiding, screening, patrol, their multi-purpose flexibility made them ubiquitous in all navies and unthinkable to dispense from. At the start of WW2 they prioritize ship-to-ship/ASW warfare and pivileged speed, endurance and sea-keeping above all else. Combat experience soon however helped to realize than anti-aircraft capabilities needed to be increased several fold. Since a cohort of specialized ASW vessels were built, a swap was operated with task force defence experience towards far more versatile vessels.

Priority on AAW/ASW

Rear Adm. Mahlon S. Tisdale which commanded destroyers in the Pacific called this evolution to the Gearing class “the nearest approach to the ‘all purpose’ vessel of any combatant type.”
After the war, the great number of available hulls were deemed more than sufficient to protect merchant convoys and task forces, even with much more evolved submarines, the new generation derived from the Type XXI design in the postwar years. Amidst cancellations in 1945, the only ones that escaped were the destroyers, since for all analysts, ASW and AAW would remain primary strategic concerns, not so the traditional ship-to ship engagement. A radical shift in vision since 1939. With the rapid expansion of the Soviet Navy this proved this to be spot on, and destroyers were modernized in both directions of ASW and AAW, sacrificing their traditional ship-to-ship assets, main guns and torpedoes. To these roles were also soon added shore bombardment and radar picket duties or air-sea rescue among others.

The Mitscher class laid down in 1949, were to be larger to carry a greater variety of ASW wapons and sensors, and essentially testbeds of this new AAS/W capability with much expanded size by default made them “destroyer leaders” and created to incorporate and test the fruits of wartime research. So they were both expensive and not impressive in service. The Navy perceived soon the need of a smaller, cheaper general-purpose destroyer design, yet focusing solely on ASW/AAW capabilities. This led to the the very unique Forrest Sherman class.

Design SBC 85 (1951)

In 1951, the Chief of Naval Operations (CNO) dismissed the Mitscher class for any mass production and asked the Ship Characteristics Board (SCB) for specifications, which in turn soon realized some impossibilities of keeping the tonnage low on new AAW/ASW specs, taking instead of a blank page, the Gearing class, and later having the ASW weakened to match original specs. This became SCB 85, based on the following specs:
-Maximum standard displacement of 2,500 long tons.
-Three 5″/54-caliber single-mount guns
-Four twin 3″/50-caliber AA guns
-Four fixed torpedo tubes (with guided large ASW torpedoes)
-Two fixed Hedgehog anti-submarine projectors
-traditional Depth charges racks and projectors.
-Maximum speed 32 knots
-Endurance 4,500 miles.
Discussions with Bureau of Ships, which wrote its own specifications between December 1950 and March 1951 led the SCB to propose a revised arrangement with a standard displacement ported to 2,800 tons relocated armament with one forward and two aft main guns, plus two twin 3″/50 guns. Thus, stability was preserved (as well as all-almunium superstructures).

Library of Congress, Drawings from Survey HAER WA-210.

Detailed Design

The design of these vessels, approved in 1952, was not that straightforward. Some old school officers highly criticized their apparent lack of firepower, with just three main guns, not grasping the full potential of a radar-guided, fuses equipped, stabilized gun on three axles provided with a fully automated loading. It was well complemented by the two twin 3-in mounts which performances in speed and range outclassed the 40 mm with ease, having a real potential against early jets. But in addition to be the first vessels concentrating more firepower aft than forward, which showcased AAW and shore-bombardment capabilities over surface-attack (notably with fixed torpedo tubes) were also looked at with suspicion.

Nevertheless, discussions about their relevance went on in 1953 when the first were laid down, and through 1954. At the time, the state of destroyer and escort concepts were sufficiently complex and blurry to urge the naval staff to command a dedicated analysis whereas was created the Committee of the Long Range Shipbuilding and Conversion Plan. The latter proposed a radical approach: To abandon the construciton of general-purpose destroyers, of which the Sherman were a cornerstone.

Instead, they advocated by either fast task forces escort, dubbed “ocean escorts” larger than usual destroyers and with the range of cruisers, and mainly tasked of AA defence, completed by ASW Corvetes and conversion of older vessels. Thus became the solution of using the large Farragut class, successors of the Mitscher class, converted Bensons, and austere escorts such as the Dealey class. In addition, they recommended to stop construction of the Sherman for a missile-armed replacement, the Charles F. Adams class (DDG).

wow’s rendition

Construction

Nine ships were constructed by Bath Iron Works of Bath in Maine, Five were attributed to Bethlehem Steel, Fore River Shipyard (Quincy, Massachusetts), two at Ingalls Shipbuilding, Pascagoula (Mississippi) two at Puget Sound, Seattle (Washington) with hull numbers 931 to 951, with DD-934 skipped for the ex-Japanese ex-Hanazuki as a war prize, and the ex-German DD-935 (T35), DD-939 (Z39). The last ones, DD-927 to DD-930 were completed as destroyer leaders. From Decatur onwards (DD 936) the hulls had an increased freeboard forward, and the last seven from DD 945 onwards had redesigned bows. Unitary construction cost was $26 million, the cost spread on four fiscal years for the whole class. Interestingly, USS Turner Joy (DD 951) was launched in May 1958, one month later in June was launched DDG-2, USS Charles F. Adams.

Hull & general design

Comparison between a Gearing and a Sherman. Woth all discourses.
At the time they entered service, these ships were the largest US destroyers with 418 feet (127 m) long giving a 2,800 tonnes (2,800 long tons) displacement standard. Their hull still was the trademark flush-deck model of WW2, with a bit more flare, higher freeboard (further extended with sub-classes). At first glance, the general sihouette was very close, with low superstructures, two raked funnels, but longer forward and aft decks helped by the more compact turrets, and crucially, two solid tripods to support brand new, heavier radars, whereas the Gearings only has a single pole behind the bridge. Not built with extra simplification in mind, details were more refined and the covered bridge was provided with traditional windows instead of portholes and three-faceted for a better panoramic view.

Another particular of the hull was the adjunction of a hull-mounted sonar dome, and they all received updated sonar systems during their careers. USS Barry was the first to feature a bow dome, brand new in the U.S. Navy. Port and starboard anchors had to be eliminated because of this new feature, and a stem anchor adopted instead.

A 3D rendition of the USS Forrest Sherman as built, with the addition of a new enclosed bridge in front of the original bridge structure, soon after completion. Note the classic side anchors. To avoid problems with the underbelly sonar radome, later vessels were completed with an axial bow anchor instead (and the prow was raised also for better seakeeping). Click for HD.

Internal Arrangements

The Shermans were designed to accept accommodations for 315 rating and 22 officers and for this, the Bureau of Ships hired Lippincott and Margulies to study crew requirements, making design recommendations: Habitability was careful studied with arrangements and color schemes studied and detailed with a greater care ever paid for a destroyer design. There simply was more individual living area, better noise cushion as well as heat and vibration isolation.

Outside wartime, sleep quality was an important parameter for sailors to express their full potential during quarters. Each living space also has a small recreational area, separated from berthing, area, well provided with tables and chairs, crew bunks equipped with individual bunk lights and canvas containers for personal effects. Also for the first time, air-conditioning became mandatory. The messing space doubled as recreational space thanks to ingenious folding furnitures and strappings.

The galley and scullery were in a compact space onf the main deck amidships and the garbage disposal unit was conveniently located, with direct access to the sea. Accommodations in general were equally divided forward and aft with washroom and water closet spaces in separate compartments and in sufficient numbers and locations. Towel drying facilities, individual drawers for stowage of toilet articles were now available for the entire crew. The washroom inaugurated for the first time washstand with elbow operated spray heads, thermostatically controlled water. All these “delicacies” were seen by new ratings as a bonanza worthy of an hotel, and were seen with contempt (and envy!) by the old salt vets of WW2.

Powerplant & Performances

The Forrest Sherman class was no different than previous destroyers in terms of powerplant. It was virtually a repeat of the previous Gearing/Sumner, with two propeller shafts, driven by however two new General Electric steam turbines (to the exception of DD-931 which had Westinghouse turbines) fed by four Foster-Wheeler boilers (DD-937, DD-943, DD-944, DD-945, DD-946 and DD-948 had Babcock & Wilcox models) working at 1,200 psi (8.3 MPa), for a total of 70,000 shp (52 MW). This was 10,000 shp more than the Gearing class. DD931 and 932 had two Westinghouse steam turbines plus 4 Babcock & Wilcox boilers, DD933, 938, 943, 951 had two GE turbines, four B & W boilers, DD936, 937 two Westinghouse turbines, four Foster Wheeler (FW) boilers, DD940, 941, 942 two GE turbines, four FW boilers.

Top speed was 32.5 knots (60.2 km/h; 37.4 mph) however (Gearing 36.8) although one, Decatur, reached 35 kts on trials, and Range was 4,500 nautical miles (8,300 km) at 20 knots (37 km/h), the same as the previous class. Top speed was no longer a priority as defined in the 1951 specifications. The Farragut class would also be capped to 32 kts but the Charles F Adams would be rated at 33 kts. It should be noted that their 1970s modernizations included a partial overhaul of their machinery, upgraded to run on JP5 (jet fuel) rather than the traditional “bunker C” oil. This enabled for boost in performances, but degraded their machinery as well and contributed to their premature retirement.

Armament

WoW’s rendition of the Forrest Sherman: Aft deck: Nice view of the two 5-in/54 showing notably their two firing posts, one for anti-shio and one for AA targeting. Behind on the quarterdeck is located the aft 5-in/54 mount.
Project SCB 85 included three 5-inch (127 mm)/54 caliber guns, single turrets, two twin 3-inch (76 mm)/50 AA, two hedgehogs forwars, and fixed 21-in torpedo tubes, plus a single rack at the stern for depht charges. Compared to the arsenal of a Gearing class in 1945, it appeared superficially weak: six 5-in/38, 3×4 and 2×2 40mm/60 Bofors, eleven 20mm/70, a quintuple 21-in TT bank, 6 DCR and 2 DCT (56 grenades). It was not the case. Whereas the 20 mm appeared useless against Kamikaze, Bofors were soon no longer adequate against the last generation of 700 kph piston engine models or early jets, and only four 3-in/50 AA could do the job quite well. The new 5-in/54 were infinitely superior to the twin mounts 38 caliber in velocity, rate of fire and accuracy. Great hopes were placed on new acousting torpedoes, negating the use of old-style traversing banks, and depht charges were well completed by hedgehog systems, more efficient.

Three 5-in/54 (127 mm) DP

The Mark 42 5″/54 really was a cold war game changer for NATO. Not only it equipped cruisers, destroyers, frigates or the USN, but also was used by Australia, Egypt, Germany, Greece, Japan, Mexico, Spain, Taiwan, Thailand and Turkey, but it stayed in service amazingly well past the 1990s, staying relevant as long as the radar based firing control stayed relevant.
Performances:
-Shell 127 x 835mm .R Conventional 31.75 kg (70.0 lb)
-Recoil 18.75 inches (476.2 mm)
-Elevation -15°/+85° at 25°/sec
-Traverse 150° at 40°/sec
-Rate of fire 40 rpm automatic (28 in 1968)
-Muzzle velocity 2,650 ft/s (807.7 m/s)
-Max range 25,909 yd (23,691.2 m) at +45° elevation
-Ceiling 51,600 ft (15,727.7 m) at +85° elevation

More on the 5-in/54

Two twin 3-in/50 AA

Designed to replace both the Oerlikon 20 mm and Bofors 40 mm guns to face kamikaze attack at short ranges the last ireration of the old 3-in in service since before WWI was fitted on a Mark 22 mount. Semiautomatic, with power-driven automatic loader, it was excellent but heavier than expected. Full traverse was done in 30° sec. elevation from 15 to 85° at 24°/s. The feed was assisted by two loaders.
Performances:
-Shell 12.13 in (30.8 cm)
-Weight Mark 31 Mod 1: 24 lbs. (10.9 kg)
-Elevation -15°/+85° at 30°/sec
-Traverse 360° at 24°/sec
-Rate of fire 40 rpm automatic (28 in 1968)
-Muzzle velocity 2,700 fps (823 mps)
-Antiship range (45°): 14,600 yards (13,350 m)
-AA ceiling (85°): 30,400 feet (9,266 m)

More on the twin 3-in/50

Two Mark 10/11 and later Mark 15 Hedgehogs

Mark 15 Hedgehog
Two Mark 10/11 early US Hedgehogs were mounted on the upper structure aft of the forward main turret, at the foot of the bridge. The Mark 10 and Mark 11 launched a pattern of twenty four Mark 6, 7.2-inch projector charges ahead. It equipped not only the Sherman class but also rearmed all active SUMNERs, GEARINGs, and FLETCHERs, either with the MK 10 or MK 11.
Not different from WW2 models it possessed a base frame, a blast shield, cradles and spigots, plus a roll correction gear assembly. The firing mechanism was located behind the blast shield. The carrying frame consisted in four longitudinal tilting cradles, each carrying six fixed spigots, all mounted with firing pins. They had charges fitted over the spigot, seating on the retaining nut of the firing pin. The charges made an elliptical pattern when entering the water, setup by changing their tilt angle, and fired electrically in pairs with 0.10 second intervals to avoid interference.
The MK 10 and MK 11 only differed in shape and projection distance:
Mk.10: pattern of 140 x 120 out at 200 yards
MK 11: Circular pattern 200 feet in diameter at 188 yards.
The MK 6 projector charge measured 7.2 inches (diameter) by 3.88 feet long and between 50 and 53 pounds.
A single sailor could reload all spigots in about 6 min, hence the need of two such hedgehogs, for 48 in all. Once the sonar had located the submarine with precision, the destroyer would rush forward and “frame” it with explosions, causing untold pressure damage.

It seems they were both replaced by Mk 15 Hedgehogs at a later date (photo). The Mark 15 became the Standard 1950s trainable Hedgehog mount with stabilization, power-trained by a remote fire control system. Total weight of the system was 17,425 lbs and it required a crew of eight, with a five minutes full reload. The pattern was 280 foot wide, delivered after 10.4 sec. flight and it took 18.6 seconds to sink to 200 feet (61 m), which was better than the previous Mark 11. Its mount was more complex and faster in both traverse and elevation than the Mark 10/11 and some destroyers mixed both types. The projectiles were the same, only the pattern changed.
However with time, the speed and depth of new generation submarines would made them obsolete and impose the use of acoustic torpedoes instead, by tubes or launched by missiles, such as the ASROC system of the 1960s.

21-in acoustic fixed TTs

WoW’s rendition of the Forrest Sherman: Top view showing the location of the four fixes 21-in TTs, on the upper deck behind the bridge, at the foot of the foremast and funnel and angled 30° forward.
Another particular of this design was the use of new fixed torpedo tubes. Having a traversing mount made no sense with an acoustic torpedo since it’s heading can be modified on the way. Any tube angle could do therefore, allowing more leeway in placement on the ship and gain of space. The reloading was an issue however. On the Forrest Sherman class, they were located in two pairs forward, on the upper deck, apparently without reload.
There were also a one-off torpedo type, specifically designed for ASW warfare, unusual at this caliber as the standard would be later the 324 mm triple bank found on virtually all ships of the USN.

21″ (53.3 cm) Mark 35: This was likely the standard used on the Forrest Sherman class.
It was Design from 1946, entered service in 1949. It Weighted 1,770 lbs. (803 kg) for 13 ft 5 in (4.089 m) long, carrying an xplosive Charge of 270 lbs. (122.5 kg) HBX at 15,000 yards (13,710 m) at 27 knots using an electric-Battery cooled by seawater and guided by Active and passive acoustic spiral search. It could be used against ships as well.
With about 400 produced between 1949-1952 it was replaced from 1960 by the Mark 37. Settings came from a fire control system through a 1″ (25 mm) diameter umbilical cable, cut away with the expulsion from the tube. It can use either a pre-enable run-out course and distance, or various searching patterns in all directions.

Sensors

Radar SPS-6

The AN/SPS-6 was a 2D radar from Bendix and Westinghouse Electric, used by the US Navy as a first-generation air-search radar after the war. It was also widely exported to allies and NATO in the 1950s. The AN/SPS-12 was a derivative types made in other countries. The SPS-6 (entering service in 1948) used a L Band Frequency, had a 130 – 260 km (70 – 140 nmi) range, and was powered by 500 Kw. It was replaced by the SPS-10, SPG-53A and Mk 35 radars with the DDG conversion.

Sonar SQS-4

The AN/SQS-4 was a long-range active/passive, search and attack sonar. It was the first of such types designed after the war, and the basis for all following US sonars. It had an operating frequency of 14 KHz with selectable pulse lengths from 6 to 30 and 80 milliseconds based on outputs of 50, 30, 10 kW, with range scales from 1,000, 2,500, 5,000, 10,000, to 15,000 yards (corresponding to 914, 2,286, 4,572, 9,144, and 13,716 m). It was physiaclly traduced by a radome built under the hull, located at the position of the forward 3-in AA gun. Dedicated ASW conversions had brand new SQS-23 and 35 Sonars.

Mark 56 Fire Control System

The standard FCS coupled with the 5-in AA guns. This gun fire-control system combined the AN/SPG-35 radar tracker and Mark 42 ballistic computer. It has a classic dish-like antenna and small cabin for the operator. The Forrest Sherman had two of them, installed on top of the bridge and aft the second funnel. The radar associated worked on X band with a PRF of 3,000 pps, Beamwidth of 2, Pulsewidth of 0.1-0.15 μs, 27 km (14.6 nmi) range with a 9m precision (10 yd), and working on 50 kW. It was introduced in 1954 and installed nearly on all USN gun-armed ships, in service also during the Vietnam war. The Mk.68 GFCS was the standard associated with the Mark 42 5″/54 cal gun, using a secondary directional board.

Modernization & Evolution

Jet aircraft development in the 1950s however soon made this a main anti-aircraft armament ineffective against airborne nuclear attacks and new supersonic jets, plus missiles. The AAW package was completely obsolete in the early 1960s.
Already edgehogs and 3-inch (76 mm) guns were removed in the sixties and up to the early 1970s as the fixed torpedo whereas two triple 12.75 inches (324 mm) Mark 32 torpedo tube mounts replaced them for ASW warfare. This was just a “basic” upgrade, but complete reconstruction planes were also drafted to prolongate their service until the 1980s.

As attention shifted in 1955 to development of effective surface-to-air (SAM) systems the Forrest Sherman were already replaced by DDGs, new frigates were studied as the ten Farragut class as Ocean escorts or destroyer leaders, true predecessors of missile cruisers. The Charles. F. Adams were essentially enlarged Forrest Sherman and the admiralty wanted the Forrest Shermans gradually converted by mid 1960s to either guided-missile destroyers (with Tartar SAM/ASROC) and for budget concerns, eight additional as ASW vessels with updated weaponry between 1967 and 1971. They were updated to stay active until the end of the cold war in 1990 but were retried in 1982-83 more because of their high-pressure engine than obvious obsolescence, compared to the Spruance class in particular.

SBC-85:

The original design with the armament described above.

SBC-85A:

Hedgehogs, 3-inch AA guns, fixed torpedo tubes removed. 2×3 12.75 inches (324 mm) Mark 32 torpedo tube mounted. This was done as construction proceeded for the last batches, and fire control directors were reversed from the SCB 85 configuration while a new B&W Bailey Meter automatic boiler combustion control system was installed, modified hurricane bow/anchor. Some authors had them sub-classed a “Hull-class destroyers”.

SCB 240 (DDG conversion):

USS Decatur after conversion as DDG-31. Being the first converted, as a prototype, the SBC 240 is also called “Decatur class” in most publications.

USS Parsons in the 19740s after her overhaul and DDG conversion
The most important upgrade, performed in 1966-67: USS John Paul Jones, Parsons, Decatur, and Somers became guided-missile destroyers with Tartar missiles, new radars and FCS, new derrick masts. This upgrade diverged in small details: USS Decatur and John Paul Jones had in standard a single Tartar SAM (40 RIM-24), an octuple ASROC ASuR (16 RUR-5), single 127mm/54 Mk 42 turret left forward, two triple 324mm Mk 32 TT, and the SPS-29, SPS-40, SPS-48, SPS-10, SPG-51C, and SPG-53B radars. They made the swap to the SQS-23 sonar and in complement gained the WLR-1, WLR-3, ULQ-6 ECM suites. Same for USS Parsons with the exception of a SPS-48 radar instead of 40. USS Somers combined the SPS-40 and SPS-48, the rest was identical.

SCB 251 (ASW Modernization):

Eight remaining vessels, USS Barry, Davis, Jonas Ingram, Manley, Du Pont, Blandy, Hull, and Morton also known as the “Barry class” were fitted with ASROC launcher and a variable-depth sonar system. Six others were planned but due to the Vietnam War budget constraints had them cancelled. The conversion was made between 1967 and 1971. USS Barry, Davis, Manley were the first converted to ASW destroyers: They were rearmed with an octuple ASROC ASuR (20 RUR-5) in place of their N°2 turret, two remaining, but two triple 324mm Mk 32 TT, two 24x178mm Mk 15 Hedgehog ASWRL remaining forward, One DCR aft. Electronics suite was modernized wit the SPS-37, SPS-10 and SPG-53A radars, but also the SQS-23 and SQS-35 sonars. Countermeasures comprised a WLR-1, WLR-3 and ULQ-6 ECM suites. The second batch converted at the same time concerned USS Jonas Ingram, Du Pont, Blandy, Morton, Richard S. Edwards with the same, but the SPS-40 radar instead of SPS-37.

In a general way, other destroyers were upgraded during the same period: Forrest Sherman and Hull lost a twin 76mm/50 and gained a SPS-40 radar and SQS-23 sonar. USS Turner Joy had the same but kept her two AA 3-in mounts, as USS Bigelow that had a SPS-37 radar instead, like USS Edson (One 3-in mount). USS Mullinix had the SPS-12 radar.

8″/55 Mark 71 gun test:

USS Hull (DD-945) became a test platform with a prototype 8″/55 caliber Mark 71 light-weight gun. This was an attempt to reintroduce naval artillery on US ships with the experience of Vietnam, to dispense from keeping costly conventional vessels. Tese were performed from 1975 to 1978. But performances were disappointing and the program was canceled, the 5-inch mount was restored. USS Hull however became the only destroyer in history to have sported in service a heavy-cruiser 8-inch (203 mm) gun.

Active Service and General Assessment

The Forrest Sherman–class destroyers entered service between 1955 and 1959 and assigned to all task forces across the globe (Atlantic, Pacific, Indian ocean, Persian Gulf, Mediterranean…). Most made a tour of duty in Vietnam as part of the “gunline”, shelling various shore targets in North Vietnam. USS Turner Joy was there from the start, involved on the Tonkin Gulf Incident, an alleged NVA attack by in August 1964. All named after distinguished servicemen died in WW2, they were christened by their widows and some by descendants. The service routine was always about the same: Initial yard trials, official ones, shakedown cruise and initial training between the Caribbean and South African coast. Service in the Atlantic, North Sea, Mediterranean, and/or Pacific punctuated by fleet training, goodwill and recreational port calls, repair and overhaul and some rescue missions.

The entire class was decommissioned in 1982-1983, despute the upgrades of twelve ships. This was not due to obsolescence but chronic problems with their high-pressure steam engines. Only USS Edson was used for training until 1988. Four were placed in reserve and struck at the end of 1990, nine sunk as targets, five scrapped, three preserved as museums, but Forrest Sherman was eventually scrapped in 2013, leaving only USS Edson in Bay City, Michigan, and USS Turner Joy since 1991 in Bremerton, Washington, east coast.

Author’s profile of the class. A DDG conversion and an ASW conversion profiles are awaited.

⚙ specifications
Displacement	2,800 tons standard, 4,050 tons full load
Dimensions	127 x 14 x 6.7m ( 407wl/418oa x 45 x 22 feets)
Propulsion	2 shafts GE/Westinghouse steam turbines, 4 Foster-Wheeler/B&W boilers 70,000 shp (52 MW)
Speed	32.5 knots (60.2 km/h; 37.4 mph)
Range	4,500 nautical miles (8,300 km) at 20 knots (37 km/h)
Armament	3×5 in/54 Mk42, 4×3 in/50 Mk33, 2×24 Mk10/11 Hedgehogs, 4×21-in TTs
Sensors	Radar SPS-6, Sonar SQS-4, Mark 56 FCS
Crew	15 officers, 318 enlisted

Read More

USS Turner Joy, one of the two destroyers of this class that can be visited today. She is berthed in Bremerton, Washington state on the west coast.

Books

The Life and Ships of William Francis Gibbs, 1886–1967 (New York: Gibbs & Cox, 1968), 183
Fahey, James C. (1965). The Ships and Aircraft of the United States Fleet, 8th Edition. NIP.
Friedman, Norman (1982). U.S. Destroyers: An Illustrated Design History. USNI

Links

https://destroyerhistory.org/coldwar/forrestshermanclass/
https://tile.loc.gov/storage-services/master/pnp/habshaer/dc/dc1100/dc1148/data/dc1148data.pdf
https://en.wikipedia.org/wiki/Forrest_Sherman-class_destroyer
https://www.navypedia.org/ships/usa/us_dd_forrest_sherman.htm

The Mark 10/11 “Hedgehog” Projector

http://www.navweaps.com/Weapons/WAMUS_ASW.php
http://www.navweaps.com/Weapons/WTUS_PostWWII.php
https://www.seaforces.org/usnships/ddg/Decatur-class.htm
https://www.seaforces.org/usnships/dd/Forrest-Sherman-class.htm
https://www.loc.gov/pictures/item/dc1148/

Model Kits

Since they were cold war destroyers, not much, but the quirky old 1:319 Revell kit dating from the time these ships were just introduced. Revell also made USS decatur and John Paul Jones. Full list. Apart Revell, Iron Shipwrights 1:350, JAG 1:700, others were below 1:1200 scale. We still find for fans of hyper-detail USS John Paul Jones and Morton by The Scale Shipyard at 1:96… But they are old and hard to find. Model Monkey also developed 3D printed parts, in 1:350 and 1:700, or the main guns, Mk.56 FCS and even USS Hull’s 8-in/55 Mk.71. Happy modelling !

Career of the Forrest Sherman class

Of the 18 completed, nine were disposed of in fleet training exercises (as target ships), seven were sold by the new Defense Reutilization and Marketing Service (DRMS) agency to be recycled and scrapped, and two became museums.

USS Forrest Sherman in 1978, after modernization
USS Forrest Sherman was baptised at Bath Iron Works (Bath, Maine) on 5 February 1955 by Mrs. Forrest P. Sherman, widow of Admiral Sherman. She was commissioned on 9 November 1955 and needed a year of initial training and fitting out plus shakedown cruise and fixes. She arrived at her first home port, NAS Newport in Rhode Island o, 15 January 1957. She sailed to Washington, D.C., opened for a week of public visits during the visit of President Dwight D. Eisenhower. Next she took part in fleet exercises along the east coast and Caribbean and midshipman cruise to South America plus the Naval Review in Hampton Roads on 12 June.
On 3 September 1957, she took part in NATO Operation Strikeback screening a carrier striking group off Norway. She also stopped in Plymouth and Copenhagen, back home on 22 October. She covered amphibious exercizes off Puerto Rico in July 1958, and proceeded to Gibraltar on 10 August, patrolling the eastern Mediterranean and through Suez joined the 7th Fleet off Taiwan due to the Quemoy and Matsu crisis. She went on eastwards and arrived on the Califirnian coast, through Panama, closing her first world cruise when arriving in Newport on 11 November.

The summer of 1959 saw her in Operation Inland Seas in the Great Lakes, and celebrating the opening of the St. Lawrence Seaway. She also escorted the Royal Yacht HMY Britannia with President Dwight D. Eisenhower and Queen Elizabeth II aboard, touring the Great Lakes ports. She took part in more coastal exercises with the Atlantic Fleet and went in maintenance at the Boston Naval Shipyard.
1960, 21 March saw her taking on a 7-month cruise and duty tour to the Mediterranean with the 6th Fleet. While back home in October, she recued a badly injured sailor of Liberian freighter Allen Christensen. After this she entered Boston Naval Shipyard for a major overhaul until late 1961. The rest of her career is being reconstructed from logs (not accessible) by DANFS fopr .history.navy.mil. Stay tune for updates. She was further modernized in 1966 and took part in Vietnam Operations.

Forrest Sherman was decommissioned on 5 November 1982, stricken on 27 July 1990, sold for scrap to Fore River Shipyard (Quincy, Massachusetts) on 11 December 1992 but as the latter went bankrupt, to N. R. Acquisition Incorporated NYC. She was berthed by the Navy in the Inactive Ship Facility at Philadelphia Naval Shipyard then listed for museum donation. In 2006, it was authorized by Congress to a Foundation planning to have her moved to Indian River Inlet in Delaware for restoration. But it never secured the funds and the ship was expelled from the donation hold in 2011, cannibalized by volunteers in June 2011 and resold sold (3rd time !) on 15 December 2014, to the Defense Logistics Agency Disposition Services.

USS John Paul Jones (DD-932 ) underway at high speed while running sea trials off the New England Coast, 25 March 1956. She was commisioned on 5 April 1956 at Boston. Official U.S. Navy Photograph, from the collections of the Naval History and Heritage Command.[/caption]
USS John Paul Jones, second of the initial class destroyers of post-war design, conducted exhaustive shakedown training out of Guantanamo Bay, Cuba, after which she departed for a cruise to Northern Europe and the British Isles. During this voyage Commander Hayler and members of the crew visited the birthplace of John Paul and presented the ship’s emblem to the people of Kirkcudbright. She returned to her home port, Newport, 8 October 1956.
The new destroyer departed for her first cruise with Sixth Fleet 25 March 1957. In May she took part in an operation in support of King Hussein of Jordan. After successfully averting his overthrow, John Paul Jones sailed for Newport once more, arriving 6 June 1957. NATO maneuvers in the North Atlantic followed in October. After another brief cruise to the Mediterranean, she arrived Fall River 27 November and in January 1958 she took part in fleet exercises in the Caribbean.

In the spring of 1958 John Paul Jones operated with Canadian ships on training maneuvers in the Atlantic. After further training off the East Coast and in the Caribbean, she sailed again for the Mediterranean 17 March 1959. This tour with the 6th Fleet on its peace-keeping mission ended 24 July when the ship arrived Boston.
The year 1960 began with 2nd Fleet operations out of Newport, and in June the destroyer embarked midshipmen for a training cruise. She then departed 22 August for a cruise to South America. As part of Operation Unitas, she circumnavigated the continent, visiting many of America’s southern allies and taking part in joint exercises with their navies.

After transiting the Straits of Magellan and the Panama Canal, John Paul Jones returned to Newport 13 December 1960. During 1961 and 1962 the ship carried out antisubmarine exercises in the Caribbean and out of Newport. In April 1962 she took part in a fleet review and weapons demonstration for President John F. Kennedy, and in July she again embarked midshipmen for training. In October 1962 the ship was on station with the Atlantic Recovery Forces during the orbital flight of Commander Wally Schirra, and soon afterward moved off the coast of Cuba during the Cuban Missile Crisis. The following year saw the veteran ship embark on another Mediterranean cruise 6 February to 1 July; the remainder of 1963 was spent on antisubmarine exercises in the Atlantic.

Operations along the Atlantic Coast continued until John Paul Jones began another 6th Fleet deployment 20 June 1964. She operated primarily in the western Mediterranean, on ASW assignments until returning home 3 September 1964. Early in 1965 she participated in Operation “Spring board” in the Caribbean. In March the destroyer received a Gemini-recovery crane and on the 19th sailed for her recovery station some 200 miles south of Bermuda. She was to pick up astronauts Major Virgil Grissom and Lt. Cmdr. John W. Young and their space craft in the event that they ended their flight after two rather than the three scheduled orbits. However, all went well so she returned to Norfolk 27 March without headlines.
John Paul Jones headed back to the Mediterranean 18 June for NATO exercises with units of the French, Greek and British navies. John Paul Jones was converted to a guided missile destroyer at the Philadelphia Naval Shipyard between 20 December 1965 and 15 March 1967 and designated DDG-32. Her story after this is still documented from original logs (work in progress). She was stricken on 30 November 1985.

USS Barry in 1960
USS Barry was built in Bath, Maine, was launched on 1 October 1955 and sponsored by Mrs. Francis Rogers, great-grandniece of Commodore Barry, commissioned at the Boston Naval Shipyard in Charlestown on 7 September 1956 with Commander Isaac C. Kidd, Jr.,in command. After fitting out and first trials and tests up to November-December she made a short cruise in Narragansett Bay, and on 3 January 1957 started her shakedown cruise for Guantánamo Bay in Cuba, stopping in Kingston, Culebra, Santa Marta, and Colón in Panama to transit for the Pacific on the 26th.

After a stop at Salinas in Ecuador, she made three goodwill visits and arrived on 5 Match to Callao, Peru, hosting the US Ambassador and City Prefect, heading afterwards to Valparaíso, before being called by the CiC of the Chilean Navy, Vice Almirante Francisco O’Ryan, hosting him and the consul and Commandant of the First Naval Zone. After refueling she left Valparaíso on 17 March for Panama, crossing on 23 March, and arrived in Boston on the 29th for post-shakedown fixes.

Overseas service 1957-64
On 15 May she left for exercises off New England and departed for Rosslare in Ireland, visiting also St. Nazaire, Lisbon, Gibraltar (16 July) to join the 6th Fleet as a carrier escort and plane guard, ASW barrier patrols. She was back in Rhode Island in August 1957 and on 24 September, after upkeep, she assisted the Norwegian freighter Belleville, aground off Seal Rock, Narragansett Bay. She escorted the SSN USS Seawolf, hoting President Dwight D. Eisenhower off Newport. After ASW exercises, plane guard operations with USS Forrestal and Leyte, she was prepared for the Mediterranean in May 1958, sailing out in June and crossing Gibraltar for Rhodes. With the 6th Fleet she took part in ASW exercises but on 14 July a coup in Baghdad led to a republic in Iraq and Lebanese government fearing a Pan-Arab insurgency requested troops to stabilize the situation. President Eisenhower honored it and sent the Marines in Lebanon.

USS Barry was thus sent in Salonika, Greece on 15 July with USS Saratoga in support, patrolling the Lebanese coast and assisting the Marines ashore. After a stop in İzmir, and Augusta Bay in Sicily, she departed for hom on 17 September, Boston for alterations and installation of a bow-mounted SQS-23 sonar. She spent the rest of the year in ASW tests and tactical trials. In January-May she was back to East Coast operations. In 1960 she made a summer goodwill tour in Northern Europe, with sonar demonstrations, calling Portsmouth and Kiel but also the Netherlands, Finland, Sweden, Denmark, and Belgium, training with NATO submarines, ending with French and Portuguese SSNs. After a stop in Montreal she trained off the Virginia Capes from 9 January 1961, integrated into a hunter-killer exercise. Se took part in amphibious exercises, returned to Boston for upkeep and made a new 1962 TOD in the Mediterranean with USS Randolph when recalled for the Cuban Missile Crisis.

In October 1962, Barry left Newport to take part in Cuba’s quarantine with USS Blandy, Charles S. Sperry and Keppler as part of TF Essex, detached for ASW surveillance and tracking Soviet (Foxtrot-class) sub C-19, surfaced and submerged, and went on patrolling until 8 November. She refuelled to Essex, and embarked by highline transfer a photographic and interpreter group to investigate a Soviet merchantman on the 9th. This was the Soviet-registry Metallurg Anosov. She photographed her deck cargo and went back to Essex to refuel and briefing.
She left the area for upkeep on 15 Nov. and resumed training down south to Santo Domingo and San Juan. She trained in ASW warfare for the next six months and from June 1963, an overhaul. She was back to the eastern seaboard with midshipmen brought to New York and Halifax, and meeting a hurricane off Bermuda.

1964 was the similar routine but she rescued the ship Antares, which erupted in flames, managing to extinguish it after a 18-hour battle. Next she was in a NATO exercise with the Bundesmarine in the Atlantic. After preparations in 1964 she was back in the Med. for 3.5 months. She also headed for the Norwegian Sea and crossed the Arctic Circle in September. She stopped in Valencia and Barcelona, Palma, Marseilles, Toulon, Naples, and took part in NATO Ops “Teamwork”, “Masterstroke”, and “Steel Pike I”. The next year after her spring training exercises she took part in the search for Gemini 4. This summer she also won her first Battle Efficiency awar (“E”) for ASW and was prepared for her first Western Pacific deployment as flagship DesRon 24. It was the first Atlantic group to be deployed in Vietnam, with USS Samuel B. Roberts, Charles S. Sperry, Hawkins, Vesole, and Ingraham in September, escorted by USS Harold J. Ellison and Bache.

Vietnam War 1965-67
After a stop in Hawaii and Midway, Yokosuka and Sasebo, she reached Subic Bay as operating base, on 17 November 1964, commencing training at the Tabones Naval Gunfire Support Range. She later joined TG 77.7 (USS Enterprise, the missile cruiser USS Bainbridge, and destroyer USS Samuel B. Roberts, for “Point Dixie”, South Vietnam. She covered airstrikes on Bien Hoa. Barry was also detached for gunfire support and steamed up the Saigon River near Vũng Tàu on 7 December, deleting supply points and entrenchments and went on the Mekong Delta area for more off Cho Phuoc Hai, eventually spending 1,500 main guns rounds.

TG 7.77 then moved off Da Nang at “Point Yankee” for more strikes. After a short Xmas thruce, operations resumed on January 1966 until the force retired at Subic Bay foir upkeep and resplenishment.
She was after a crew’s leave recalled for “special operations” in South Vietnam, attached to III Marine Amphibious Force, providing naval gunfire coverage for these 5,000 Marines around Duc Pho on 28 January. It was the largest combat assault since Inchon. Operation “Double Eagle” was a success, well assisted by Barry, and USS Oklahoma City.
On 5 February, she covered the 1st Cavalry and ARVN units for Operation “Masher-White Wing”, spending 700 rounds before leaving for a rest in Hong Kong. She would eanr two battle stars for her Vietnam service. After being reunited with DesRon 24, she sailed for Penang in Malaysia, refueling, stopping in Singapore, Cochin in India, Aden, Suez, Naples, Barcelona, Gibraltar, Ponta del Gada and back to Newport for a first “globnav” on 8 April 1966.

ASW Overhaul and 1970s service
She trained in the Atlantic with DesRon 24 and was prepared in Boston Naval for her main overhaul but testing MK-86 GFCS with its AN/SPQ-9 radar. The latter was a brand new experimental optical pulse-compression radar, assorted with a new gun platform. She also received an upgraded SQS-23 and spent two months off Newport testings, going to the Carribean and NAS Florida, then off Jacksonville. She returned to Boston on 4 January 1967 for her main overhaul, full ASW conversion, with a VDS ASROC, new CIC and enclosed bridge, new propulsion and electrical systems, fully Recommissioned 19 April 1968 with Thomas H. Sherman in command.

On 26 May 1969, she made a six-week Caribbean cruise for tests and weapon calibration, refresher training up to Maine. She was asigtned to Yorktown ASW Group for European waters, North Atlantic’s NATO exercises and Arctic Circle operations, stopping at Antwerp, Oslo, Bergen, Le Havre. She also rescued the crew of a disabled helicopter. For two years apart a run to Greece in October 1970 (Jordanian-PLO conflict) she was in exercizes routine. Her home port was changed to Athens, Greece for the next decade. She joined the 6th Fleet at Rota in Spain and was in Athens on 1 September, DESRON 12 (USS Sampson, Richard Byrd, William Wood, Manley, Vreeland). NATO exercises with the Greek Navy and Turkish navy plus goodwill visits she tracked a surface Soviet Foxtrot-class on 11 January 1972.

In 1973 she had her AN/SQS-23 updated in Athens. She was prepared for an ASW screening of the Marine Landing Battalion answering a Soviet naval buildup as the 1973 Arab–Israeli war started. A Marine CH-46 helicopter in a routine flight crashed into her ASROC deck. Damage was light and there was no injuries, but the helicopter’s crew, two being rescued. Her carrier escort mission went on until the end of the year.

She assisted the Greek fleet during the Cyprus Crisis, evacuating 50 military personnel from Athens to Naples and was back to the Aegean, tracking Turkish moves under command of Admiral James L. Holloway, later taking part in NATO Exercise “Sardinia 75”, later leaving Athens as the naval station agreement was revoked. She later stopped in Villefranche-sur-Mer, Palma de Mallorca and Rota before reaching Philadelphia on 20 August, later receiving the Arleigh Burke award fom Admiral Isaac Kidd her first CO. In 1976 she made a three-week ASW training off Rhode Island before a major overhaul in Philadelphia since 1968.

She left drydock on 9 February 1977 for sea trials and was assigned to NAS Mayport in Florida in March, making afterwards a 5th deployment to the Mediterranean with CAG USS America by September 6th Fleet. On 10 November she assisted the rescue of two ditched airmen from USS America. She visited Dubrovnik, and Naples, Villefranche-sur-Mer, and answered a new crisis when the Soviet Black Sea Fleet arrived in the area shadowing (24 January – 3 February 1978) Kiev and Moskva in the Levantine Basin. She later took part in NATO “Exercise Sardinia 78”, and was back at NAS Florida on 14 April. Back in the Med she took part in Exercise “Common Effort” and Operation “Northern Wedding” by early September, stopping at Copenhagen, then “BALTOP’s 78” in the Skagerrak and Baltic, stopping in Helsinki, Bremen, Amsterdam, Middlesbrough and the Azores to refuel.

She made another Mediterranean deployment with Battle Group 2, assorted with port visits an a “show the flag” cruise and taking part in the Italian National Week XXV. In June 1979, with USS Sampson she transited the Suez Canal for Djibouti, then Karachi for a port visit,becoming flagship for Rear Admiral Samuel H. Packer II (Middle East Forces Cdr) and returned to the Persian Gulf with the Islamic revolution in Iran. She conducted counter-terrorism patrols in the Straits of Hormuz, stopping in Muscat, Sitrah, and back to Djibouti. After the Seychelles she met USS Sampson and Elmer Montgomery in August before being back to the Mediterranean and back in Mayport by 21 September. She was overhaul in 1980.

Late service (1980s)
On 17 January 1980 she was moved to Boston homeport. After hull maintenance and overhaul she departed on 31 March 1981 for her shakedown and retrained in Narragansett Bay, making a refresher training cruise in the Bahamas and Cuban waters, and returned for another Middle East deployment from November 1981, transiting the Suez Canal on 26–27 November to join the Amphibious Readiness Group around USS Saipan, Raleigh, and USS Barnstable County stopping at Djibouti and joining USS Coral Sea on 1 December. She took part in Operation “Bright Star ’82”. In December she was in Kenya, Mombasa and in January 1982 back to the Persian Gulf, before heading for home. When the destroyer replacement program was announced on 1 September she was prepared for final decommissioning in Newport, which happened on 5 November 1982 later towed to the Facility at the Philadelphia Naval Shipyard.

A short museum life and scrapping
After this, Admiral Arleigh Burke (ret.) advocated a ship to be moored at the Washington Navy Yard, Anacostia River (Washington, D.C.) and the Navy agreed to chose Barry, towed on her barthing on 18 November 1983 for restoration, starting with a new paint and installation of museum displays. She opened to the public on 1984. She had proved an attractive destination since. In 1990 alone, she hosted 500,000 visitors and frequently hosts retirement ceremonies or television programs. However by 2015 visits went down to 10,000 yearly and the $2 million required for renovations, unaffordable due to the low visits. The construction of a fixed span bridge also by the the District of Columbia trapped her in the Anacostia River.
The U.S. Navy closed her, and she was towed away for scrapping, later stripped from artifacts and on 7 May 2016, her masts cut down and she was towed to the Potomac River, then Delaware Canal and River to the inactive ship facility at the Philadelphia Naval Shipyard, mothballed, sold for scrapping, completed by 11 February 2022.

USS Decatur after DDG conversion
USS Decatur was built at the Bethlehem Steel Corporation, Quincy (Massachusetts), commissioned on 7 December 1956, making her shakedown cruise the next year in the Caribbean and steamed to northern Europe for her first overseas deployment, crossing the Atlantic again in 1958 to join the Sixth Fleet in the Mediterranean. She made several deployments until the end of the 1950s and early 1960s, also acting a spacecraft recovery ship in September 1961. She also took part in the Cuban Quarantine (blockade) in November-December 1962. On 6 May 1964, she collided with the Essex-class aircraft carrier USS Lake Champlain (CVS-39), her superstructure completely devastated. Unrepaired whe was placed “in commission, in reserve” and stayed as so until her planned modernization, formally decommissioned on 15 June 1965 to join the drydock.

Her conversion as a missile destroyer (DDG) was performed over tio years in Boston Naval Shipyard and she was ready for service from September 1966 as DDG-31, fully recommissioned by April 1967 with Captain Lee Baggett Jr. in command. In September 1967 she made her first tour of duty in Vietnam. Transferred to the Pacific Fleet with the Seventh Fleet deployment (Western Pacific) she was sent as task force missile defence on the frontline between July 1968 and February 1969.

She also made two Far Eastern tours in 1970 and 1971–72, interleaved with further Vietnam War operations. She also visitd the southern Pacific. She returned for a “WestPac” tour again in 1973, 1974–75, 1976–77 and 1978–1979, ending her service in the Indian Ocean and event went awry in the Persian Gulf.

In 1981-1982, USS Decatur made two more Pacific deplymnets with the 7th Fleet. In 1983she was sent in suppiort of the 6th fleet in the Persian Gulf. By late June 1983, she was decommissioned, placed in the Pacific Reserve Fleet. Stricken in March 1988, pending demolition. But this will not happen.

Self Defense Test Ship (SDTS) 1994-2003

Decatur as the U.S. Navy’s Self Defense Test Ship, 2003.

Despite her name was retired, freed for another ship, she started a new, long career converted in 1989-92 as “E31” as a test ship of a new kind. From 1994 to 2003 she was sent to the Pacific Coast, for trialling new anti-shipping cruise missiles or antiship missiles decoy and ECM tets vessel, testing many new systems later installed on other vessels. As SDTS she was replaced by her sister-ship USS Paul F. Foster (DD-964) and disposed of, as target ship for a Fleet training exercise on 22 July 2004, sunk that day.

Underway at sea in 1957

DD-937 was completed at Quincy, Massachusetts (Bethlehem Steel Co.) honoring WW2 Commander George Fleming Davis, commissioned on 6 March 1957. After fitting out she made her sea trials from 23 April 1957 off Brenton Reef and joined NS Newport home port in May, making her shakedown in Cuban waters with a stop at Washington Navy Yard for Armed Forces Day celebrations, then NS Norfolk and reached Guantanamo Bay, stopping in Kingston, and Ciudad Trujillo, the in July, started a northern European waters tour via the Azores.

After Ponta Delgada she visited Rotterdam, Copenhagen, Edinburgh, in August and back to Boston for post-shakedown availability. In November she was back to Newport now as flagship, Capt. Harry G. Moore, ComDesRon 12. She started her first Mediterranean tour with the Sixth Fleet from 29 November 1957. Shhe stopped in Cannes, France, in December where she spent Xmas and the new year. She took part in NATO combined ASW warfare and AAW exercises, plane guard for USS Franklin D. Roosevelt, ans the Essex-class Saratoga, Essex and Randolph making many port calls before reaching Gibraltar in April and back to Newport.

After 1958 east coast exercizes she carried midshipmen to northern Europe, taking part in Kiel Week (25-30 June) and visiting Bergen and Rotterdam in July, then back to Boston in August. During a short overhaul she had her aluminum deckhouses strenghtened, and fitted with new expansion joints. From October 1958, calling for Newport, she was underway for Atlantic fleet large ASW drills. She was in Norfolk for her crew to atend the ASW Tactical School and back at sea in December. From 7 January 1959, she took part in Operation Springboard in the Caribbean, also stopping in San Juan, Roosevelt Roads, Puerto Rico, Ciudad Trujillo, San Juan, Saint Thomas (Virgin Islands). In February she visited Washington, D.C. and Mayport in Florida in March, Charleston and Norfolk, followed by a new overhault at Boston from 17 March.
Leaving on 17 June 1959, she took part in Independence Day observances on 3-5 July. After a Cuban waters refresher cruise, she patrol the western and southern coasts of Haiti, stopping at Port au Prince, then Cuban waters in August followed by “special operations.” Next after her annual competitive exercises she took part in Operation Tralex 4-59, testing convoy procedures and amphibious assault operations.

In 1960 she took part in Operation Skyhook measuring cosmic radiations over the Caribbean area, and the usual ASW operations with DesRon 12 soon nicknamed the “Dragon Killers” as they played hide and seek with USS Seadragon. She took part in the North Atlantic ASW Ready Group in March 1960 for intense “hunter-killer” operations, earning seven gunnery “E” awards and joining the Second Fleet for Operation LantFlex 2-60, ending as winner of Battle Efficiency “E”. By August, DesRon 12 departed for the Mediterranean, 6th Fleet, USS David being detached for the Black Sea “on a special assignment”, assorted with a vigorous Soviet Union protest.
DesRon 12 departed for Rota in Spain on 13 February 1961, then back to Boston for her overhaul. In August she took part in an exercise featuring a “simulated Atomic underwater burst” and served with the Fleet Sonar School.

In October 1961, she took part in Task Force 22, 2n Fleet exercizes off the Virginia capes. In Nov-Dec. she served woth TF-140 deployed for Mercury-Atlas 5 space mission. She also assisted the Swedish oil tanker Seven Skies, treating an injured crewman. By February 1962, DesRon 12 was deployed in the Mediterranean (with USS Harlan R. Dickson, Gainard, Hyman, Beatty and Purdy), Sixth Fleet, relieving DesRon 22, USS Davis as flagship. She earned her third consecutive Battle Efficiency “E” and participated in Operation Full Swing, MidLandEx and RegEx 62.
She was back home on 30 August.
In late 1962 she was detached as part of the Quarantine of Cuba, later stopping at Santo Domingo, hosting President Raphael Bonnelly, the back to Newport, joning an ASW task group supporting USS Wasp. By January 1963 and DesRon 12 she took part in Task Group Bravo at the ASW Tactical School, hosting at some point President John F. Kennedy, brought to Costa Rica. It was followed by annual Springboard operations. She also took part in the Mercury-Atlas 9 space flight (Gordon Cooper) recovery. In 1963 she was back to the Task Group Bravo cruise routine.
In August she made a weapons demonstration for students at the Naval War College with USS Bainbridge and in October a “combined demonstration”.

1964 saw a repeat of this patter, with a regular overhaul and assignation of DesRon 12 to CruDesFlot 10, 2ns Fleet Gold Group in October this year. She sailed for the Mediterranean, 6th Fleet on 8 November and was back on 14 March 1965, but was soon at sea for a watch of the Dominican Civil War with USS Myles C. Fox. On 15 July, she conducted a Naval gunfire support practice followed by ASW exercises with TG 83.3. From 3 January 1966 she was prepared for her first deployment in the western Pacific. She transited Panama for San Diego in February, the headed for Hawaii and joined DesDiv 121, Subic Bay on 28 February.

USS Davis’s Vietnam War
On 4 March 1966, USS Davi joined USS Ticonderoga in March 1965 at the southernmost region of South Vietnam. She was detached for shore gunfire on 8-14 March, later alternating Task Group defence duty and these gunnery sweeps. She also served with USS Hancock (1-10 April). She saw the landing on her deck of a Kaman SH-2 Seasprite helicopter for the first time. She was resplenished and maintained at Sasebo, Japan by April 1966, then Subic Bay for tender availability, later eanring the Arleigh Burke Fleet Trophy for 1965. She was in Hong Kong by May, before returning to South Vietnam on northernmost region, shelling targets in the Quảng Ngãi province in support of the 2nd Division ARVN, US Second Advisory Group and Marine at Chu Lai and Da Nang. She left on10 June 1966 for Kaohsiung and returned to the first line, spending 5,000 rounds and even 1,000 of 3”/50 guns. She was back home from 6 July after stopping in Cochin, Aden, Suez, Pireaus, Barcelona and Palma de Mallorca, ending her world tour with a 4th Battle Efficiency “E”.
She took part in LantFlEx 66 and was back for her routine ASW operations in January 1967 and departed for the Mediterranean on 2 May, for the Six-Day War and the USS Liberty incident.
She operated with TG 60.2, 6th Fleet during the Arab-Israeli war and increased Soviet naval presence from the Dardanelles. Davis escorted the USS America and Saratoga, with the cruisers USS Little Rock and Galveston. They were called to assist the attacked technical research ship Liberty by Israeli jets and MTBs 15 miles (24 km) north of Arish.

USS Davis eventually departed Malta on 19 June 1967 for ASW operations in the waters of Crete, and started her summer training, making many port calls and a sonar contact on 24 August with a Soviet submarine, soon joined by USS Fred T. Berry joined Davis. More vessels joined the chase and eventually the Soviet Foxtrot-class F.966 surfaced. She was still in the Mediterranean on 5 September but was soon back to Newport. Captain Leahy later received a Navy Commendation Medal for his role in the Soviet 105 hours sub chase last August 1967. She operated with the Royal Canadian Navy in Operation CanUS SilEx, followed by an overhaul in Boston. Back at sea in February 1968, she took part in Operation Springboard, combininh ASW/AAW exercises and shore bombardment drills. From 30 March she departed for classified “special operations” where she spied on a Soviet-built Komar-class missile boat out of Havana, followed by ASW exercises with TG 83.1, USS Wasp. By July 1968, she was assigned to DesRon 20 as flagship. Transiting Panama in 28 August 1968 for Long Beach Naval Shipyard, she reached Pearl Harbor and Midway, then Subic Bay for her second deployment.

She served with ComDesRon 36 detached for gunfire support at Da Mang and Dong Ha by October 1968 just below the DMZ, supporting the 1st Air Cavalry Division, 3rd Marine Division and acting as Gunline Commander for CTU 70.8.9, shelling positons south of Ben Hao for a joint 3rd Marines Div.-ARVN operation; helping geatly the operation against solid objectives.
However she was fired at by Vietnames guns from Hòn Gió island (Tiger island), which landed 25-30 rounds in ten minutes. The third ended dangerously close astern. In reply she sent 160 rounds and silence the PAVN battery. On 28-29 October she received 22 rounds in her direction from Cape Lay, as well as on 1 November. She was unscathed each time and departed for upkeep in Sasebo.
After visiting Pusan and Hong Kong she reported on station by 16 December, supporting the 1st Marine Division and taking part in Operation Victory Dragon VI, then Operation Valiant Hunt amphibious landing south of Danang.
From January 1969, she departed for rest and recreational visits to Kaohsiung and Cebu, then Subic Bay for upkeep before returning to the gun line. She provided support for the 27th Marine Regiment and ROK’s 2nd Marine Brigade in Quảng Nam province and went on until 15 February before resupplying at Subic and departing for home with DesRon 36, making the voyage with USS DuPont, Power and Hugh Purvis. They visited Sydney and Wellington, the American Samoa and Pearl Harbor and transited Panama in April for Newport retuning to the usual ASW exercize routine.

The seventies
On 17 October 1970 after fitting-out in Boston and InSurv trials she was reassigned to Cruiser-Destroyer Flotilla 10 and DesRon 12. She conducted tests for the Fleet Operational Readiness Accuracy Checks (FORACS) off Cape Cod by December, load ammunition (over 200 projectiles were however rejected for “improper gas check seals”) and was reassigned to DesRon 20 in 1971. She made a srie of drills and weapons test in the Carribean, and joined ComASWForLant with USS Charles P. Cecil and Calcaterra for barrier patrol, relived by her sister USS Mullinnix on 19 February.
She tested her AN/SQS-26 sonar against USS Amberjack in March and made a second surveillance operation for ComASWForLant. In May she was back in European waters, Azores, Netherlands, Hamburg, Copenhagen, before being recalled for “special operations” spying on a new Soviet guided missile destroyer and shadowing her while transiting the English Channel.
Back to Boston she started her long ASW modernization and was back to Newport in October 1971 for a serie of weapons and systems testings with USS Charles F. Adams and Fiske, targeting the GUPPY class USS Clamagore. She later took part in Exercise Snowtime 72-3. By early 1971 she was called for another “special operation” off Cuba and escorted the merchantman Omar Express to Port au Prince in Haiti, then Lincoln Express to the Caicos Passage. She took part in ComPTuEx 72-8 and conducted ASW exercises with USS Skipjack, then LantReadEx 4-72 and a new deployment in the Mediterranean. Bt she was soon prepared for the Pacific again.

Davis’ Last Vietnam deployment
USS Davis and USS Dewey departed Newport on 4 June 1972 for the Philippines under orders of CNO Admiral Elmo Zumwalt assigning them to Yankee Station, assisted by the oiler Waccamaw. They rounded the Cape of Good Hope and arrived at Subic on 6 July 1972 after a 13,000 mile transit, being deployed off Quảng Trị province for gunfire support routine. On 19 July 1972, her AA fire hit by mistake an F-4D Phantom II (7th Tactical Fighter Squadron) which pilot ejected. She was detached on 23 July 1972 to join TU 70.8.2, for supporting ARVN troops near Bồng Sơn and as flagship. On 10 August, one of her gun suffered an in-bore explosion, injuring four. She was repaired at Subic, received a low-pressure modification for 20 rpm instead of 40 and better reliabilit and repair a flooding in compartment 3-44-4-E and damage to the sonar equipment. She was back on the frontline on 25 August.

She relieved USS Eversole as plane guard for USS Midway and then TU 75.9.1 in after a typhoon, to the gunline on 4-11 September and Operation Linebacker, but being so close to the shore she was fired at at several occasion, one round splashing 50 yards (46 m) of her. She was detached on 26 September 1972 for Sasebo via Subic and returned with TU 77.1.1 by October. From 15 October, she started a serie of “PysOps” missions, launching air-filled plastic bags containing “mini-radios” for North Vietnamese to hear non-Communist radio programming.
With ComDesRon 20 aboard as flagship, TU 77.1.1 from 17 October she made the final strike with the light cruiser USS Providence, DDG Hoel and James E. Kyes off Thanh Hóa. Davis later leaft the area, joining USS Joseph Hewes to detect and destroy Vietnamese batteries on Hon Gio, spending the last of 8,315 rounds fired. She stopped in Hong Kong for rest, returned to Subic and embarked Capt. Claiborne S. Bradley (ComDesRon 20) for Singapore with USS Dewey and Joseph Hewes as TU 27.8.4, then heading for home.

USS Davis in the Indian Ocean, 1979

Post Vietnam Service (1973-82)
They stopped in Bahrain by November 1972 to take later part of exercize Midlink XV, and the crew had a leave at Bandar Abbas, Iran. They stopped in Kenya on their way to Recife, Brazil, then north to Port of Spain, Roosevelt Roads and Newport. Her upkeep done she departed on 26 March 1973 for Charleston and back, the training off Guantanamo. By January 1974 she joined the 6th Fleet at Rota and became flagship, ComDesRon 24 with USS Donald B. Beary and Voge via Gibraltar, making several port called followed by “special operations” in the Gulf of Hammamat and NATO Week exercises. Thereafter she joined the Amphibious Task Force 503 for operation Dark Image in the Adriatic, and exercise Flaming Lance in June, before heading home via Rota.
She took part in ComPTUEx 3-75 in October 1974 and entered the Charleston Naval Shipyard on 19 December 1974 for her regular overhaul. By January 1976, she made a serie of drills and her routine of ASW exervizes, also joined ComDesRon 14, partticipating in UNITAS XVII with the Brazilian, Uruguayan and Argentine navies. She made a first rounding of the Magellan strait to train wit the Chilean, Peruvian, Colombian and Venezuelan navies.
In 1977, she took part in CaribREx 1-77, earning the “Top Gun” award for surface, antiaircraft and naval gunfire support and “Top Hunter” for her ASW work. She would operate under ComDesRon 14, sailing along the coast of W Africa before entering the Mediterranean. She joined the Middle East Force (MidEastFor) operating from Djibouti and later proceeded for Mombasa with Rear Admiral Samuel H. Packer (ComMidEastFor) aboard to return in the Red Sea and Gulf of Aden. She then left for home via Rota in April 1978 and the Azores.

From her new home port of Charleston she sailed with ComDesRon 34 (Naval Reserve Force) aboard touring east coast cities. They entered the great lakes from Montreal and stopped in Detroit, Michigan and Cleveland, Ohio, before heading for Buffalo. Here, Captain Billy B. Traweek was relieved by Captain Daniels (ComDesRon 34) and they ledt the Great Lakes via Toronto and Oswego, then back to Montreal, and Halifax, Davis arriving in Charleston on 17 September for restricted availability, engineering repairs and maintenance. From January 1979, she returned in the Mediterranean, participating in National Week exercises and heading for the Middle East via Port Said and Suez, enterering the Red Sea and Gulf of Aden in March, 6th, fleet and now the 7th Fleet carrier force in April, based in Djibouti. On 15 May 1979, she was ordered back for Berbera, Somalia to hosted the U.S. Ambassador and military attaches from China, Egypt and Italy.

When back home she started her long overhaul from 8 November to 10 December 1980, followed by trials, weapons tests and refresher training in the Carribean and Virgin Islands. Later she joined the Nimitz Battle Group for ComPTUEx 2-81, and back to Charleston, to be redeployed in the Mediterranean on 13 August 1981, 6th Fleet. In September she joined the Nimitz Battle Group, making a halt in Djibouti to join the USS America Battle Group in the Arabian Sea for exercises with the RAN and the ‘Gonzo Regatta’.
In the Persian Gulf she was commended by Rear Admiral Charles E. Gurney, III (MidEastFor). Back ion the Med, she carried out exercises off the coast of Libya and sailed for home with ComDesRon 20 embarked. From 25 January 1982 she resumed her training routing, taking part in Ocean Venture 82, landing at Vieques, and later United Effort/Northern Wedding-82 with NATO, the largest peacetime exercise, before joining America Battle Group off the Virginia capes training across and to the English Channel, stopping at Southampton, then Brest, France, and recalled for the eastern Mediterranean and the crisis in Lebanon. She also took part in NATO’s Display Determination 82.
Back in October 1982 decommissioning process started with ammunition offload at Charleston, and moved to the Inactive Ships Maintenance Facility, formal decommissioned on 20 December 1982, stricken on 27 July 1990, sold for scrap to Fore River Shipyard in December 1992, resold to N. R. Acquisition Inc. NYC, same, and Wilmington Resources, North Carolina.

After her shakedown cruise in the Caribbean and down South American’s west shores, USS Jonas Ingram was back in Boston and from 26 February 1958 patroled the West Indies, based to Newport in September and making her first Mediterranean tour of duty (MED TOD) with the 6th Fleet, taking part in NATO exercises.
She was reasigned to Mayport NS in Florida and tasked of recovery ship duties for Project Mercury on 25 June. She became flagship, RADM E. C. Stephen at the head of South Atlantic Forces, starting a training cruise in August and training with the French and South African navies, back in November.

She provided an air-sea rescue cover for President Eisenhower’s flights to the Paris Summit Conference (May 1960) and another one for Project Mercury before a TOD off the African coast to support the UN in Congo. On 18 October she took part in NATO exercises in Northern European waters. The next years she alternated between the Mediterranean deployments and Mayport-based cruisers. In September 1964 she took part in Malta’s Independence ceremonies. Back home she was a recovery ship for the Gemini program. By Feb. she made a combined North Atlantic ASW exercise, then Operation “Springboard” in the Caribbean, then cruised Middle Eastern waters, stopping at Djibouti, Berbera, Aden, Karachi, and Beirut.

After taking part of the recovery fleet for Gemini 6, Atlantic and Caribbean deplyments in 1966, she returned with the 6th Fleet and on September with USS Stribling went to Port Said in Egypt.
The last months she took part Exercise “Lantflex 66-2.”, until late December. She started for another MED TOD on 17 July 1967 via Gibraltar.

However later this year she was taken in hands for a decommissioned and ASW modernization at Philadelphia Naval Shipyard. She recommissioned in Philadelphia in 1970 and returned to Mayport, later ast sea for a rescue of the freighter Saudi’s crew off Somalia, saving 58 and earning a Meritous Unit Citation. On 4 October 1976 she made anotehr rescue for a Finnish motor craft in the Baltic.
The next part of her career has not been published to my knowledge. She was decommissioned on 03/04/1983 and stricken 06/15/1983, but not scrapped. She was retained for tests. When performing first live fire test of the Mark 48 ADCAP torpedo on 23 July 1988 (“Disposed of in support of Fleet training exercise”), she sank, creating an artificial reef.

USS Manley in 1970
USS Manley after completion, trials, post trials fixes, departed Newport in Rhode Island, on 11 April for her shakedown cruise in the Caribbean. On 7 June she stopped in San Juan, Puerto Rico and went on her goodwill tour to Lisbon, Amsterdam, Kiel, and Copenhagen and back to Boston for post-shakedown alterations. On 22 August 1957 she escorted the attack carrier strike force during NATO Exercise “Strike Back. off Scotland, and later the coast of Norway north of the Arctic Circle. Back to Norfolk in October 1957 she became flagship, DesRon 4 for DesDiv 41.

On 4 December 1957, she made he first MED TOD with the 6th Fleet with USS Gearing, McCard, Vogelsang. ASW mock attacks was stopped on 11 December by heavy in the Azores. On 12 December, the she took a rogue wave by her side, killing two and injuring several sailors, having her galley mushed, her radio and radar rooms flooded. Battling 80 knots winds and rain squalls she limped back to Lisbon for repairs, and headed for Gibraltar, Royal Dockyard for repairs until 4 January 1958 before leaving for Norfolk via Bermuda, Philadelphia yard for final repairs. She was back later as flagship, DesRon 4.

Mediterranean and Atlantic Service
On 6 June 1958, she sailed with the Atlantic Fleet and toured Europe (Kiel, Copenhagen, Antwerp) with USS Lake Champlain (CV-39). Next she sailed with USS Intrepid, for 2nd Fleet maneuvers off Puerto Rico. Next she was assigned to USS Franklin D. Roosevelt on the eastern seaboard. In 1959 she was seen off Guantanamo Bay in ASW practice, and moved to Homeport Charleston after upkeep and maintenance. Back in the Mediterranean she took part in joined exercizes, British “Long Haul,” and French “Boomerang.” After an overhaul in Charleston she trained off Culebra Island, Caribbean (live fire). On 27 July she was in station 5, Atlantic Missile Range for the Mercury program. Next she was in an experimental ASW exercize off Cardiff, Wales. She also trained Majorca ad joined USS Forrestal (CVA-59) task force off Beirut for 6th fleet manoeuvers.
She covered USS Franklin D. Roosevelt south of Hispaniola and by 1962, was a recovery ship for Project Mercury, North Atlantic. On 28 September she made a refresher training, rescuing a downed helicopter pilot and stayed in Cuban waters for the Cuban Missile Crisis. Back home she recued the crew of the yacht Avian in the Atlantic.

Late January 1963, she took part in “Springboard ’63” and screened USS Essex for joint Canadian-US ASW exercises from Halifax. Later that year she departed for her MED TOD eve becoming the provisional 6th fleet flagship during at Tunis. In December she went with the Middle East Force, her XO Lt. Cdr Joseph E. Murray, Jr. negotiating with armed rebels in Zanzibar and departing with 91 American citizens held hostages. After upkeep in Charleston she made another 1965 MED TOD, representing the US at CENTO in Turkey. After the collision of Kaskaskia and SS World Bond near St. Helena she rescued 23 passengers and crew while her teams combating fires and flooding saved the ship.

Vietnam Tours of Duty 1966-68
On 9 August she was in recovery station for Gemini V. She was prepared for upcoming operations in Southeast Asia and departed Charleston on 5 October 1966 for DesRon 20 based in Gitmo, heading for Vietnam. Underay she assisted the Greek merchant ship Marcetta. On 21 November she replaced USS Hull off Da Nang, as part of TU 70.8.9 for gunfire support with the 7th Fleet. She had a powder case igniting in her forward gun mount and the explosion was followed by a control avoiding more damage, no death, but casualties evacuated by helicopter. In Da Nang she disembark her visiting observer, Senator Henry M. Jackson. Repaired in Subic Bay repairs, she assisted USS Enterprise and USS Bainbridge in the Gulf of Tonkin, then joined TG 77.4 with USS Bennington, being awarded the Navy Unit Commendation for sustained service, before heading back home in May 1967. She was back in the Western Pacific by September, and stayed there more than 8 month, back to her homeport in June 1968.

Modernization and Late service 1971-83
She was decommissioned on 31 January 1970 for her ASW modernization at Philadelphia. When recommissioned she was assigned to CruDesFlot 4 based in Norfolk. After a shakedown cruise in the sprin og 1972, she joined DesRon 12 for a new local homeport, Athens in Greece, taking effect on 1 September 1972. For 30 months she was called for many exercises and as an observer on the October 1973 Arab-Israeli war and Cyprus crisis of 1974. After upkeep back home in Philadelphia by December 1976, she moved to Mayport in Florida and by March 1977, joined the 2th fleet and later 6th Fleet (November 1977 – July 1978) ending with a goodwill tour and exercizes in Northern Europe. On 8 April 1979 in Mayport her fwd boiler room erupted in flames while udner repair, and she had 12 men were burned, one later dying. After repairs she was underway in October 1979 for an exercize beyond the Arctic Circle.
Later she was back in the Caribbean Sea, touting islands and moved to Boston for a refit and sea trials in 1980-81, returned to Newport, and trained in Narragansett followed by exercises in Guantanamo Bay. Until 3 May, she conducted more ASW drills of Puerto Rico and by June 1982, made her last cruise, a “farewell goodwill tour” in the Mediterranean. She assisted evacuations from Beirut during a new crisis and via Suez and the Indian Ocean stopped in Karachi, Pakistan, followed by MidEastFor exercises. She was back in her last homeport in december, and decommissioning, stricken on 4 March 1983. After the two companies in charge of her demolition were bankrupt she ended at Wilmington Resources in North Carolina.

USS Du pont off Lebanon in 1982

Until 31 July 1958 after her sea trials, short shakedown in the Carribean and fixes, USS DuPont served as a midshipman schoolship, undertaling ASW exercises in the Atlantic and a stop in New York. On 2 September she started her first 6th Fleet MED TOD, back in Norfolk on 12 March 1959, followed by Operation “Inland Seas”, a sortie into the Great Lakes through Saint Lawrence and escorting HMY Britannia with Queen Elizabeth II aboard for ceremonies on 26 June. By August-September 1959 she visited Southampton and acted as plane guard for President Dwight D. Eisenhower flight to Paris. On 28 January 1960 she started her 2nd MED TOD, back on 31 August for an overhaul.

After exercises and drills in 1961-62 she took part in the quarantine, part of the Cuban Missile Crisis, also acting as command ship when looking for the submarine USS Thresher lost off Boston on 10 April. She piled up three excellency “E” awards in Engineering, followed by a 5th MED TOD until mid-1964. Her 6th deployment was interrupted by a role in the Gemini 5 program recovery. She recovered not the crew, but a booster section carried back to Norfolk. She also acted during the Dominican Republic crisis, earning a golden “E” and resumed operations with the 6th Fleet in 1966, and a Caribbean cruise, plus a 7th Engineering ‘E’, making USS DuPont the most decorated destroyer in peacetime so far.

DuPont’s Vietnam War
Her first deployment with the 7th fleet started in August 1967, on the “gun line” direct support to the Marines on the DMZ. Shore batteries fired at her several times and she always replied accurately, silencing them, day and night. On 28 August USS Robison between Du Pont and the beach was hit, maneuvered to seaward, replaced by DuPont which was soon framed by twenty 130 mm (5 in) rounds. One of her main 5-in/52 gun mount was hit, shrapnel going through and in the after deckhouse, killing FN Frank L. Ballant, wounding 8.

She stayed there for two more weeks and headed to resupply and repairs at Subic Bay, then resume action at the gun line on 10 October. On 10 November she was back for a last deployment there, being awarded later for continuous 65 days in combat, furing a total of 20,000 rounds. Eight men received purple harts. Back to Norfolk in January 1968, she was in drydock repairs before taking part in the Apollo recovery force. It was follwed by a Caribbean refresher and training midshipman while her engineering department won its 9th excellence award.

Her second Vietnam TOD started on 10 October 1968 for 36 days on the gun line, in close support for the SEAL and ARVN operating in the Mekong Delta. She also fired on an Island in the Gulf of Siam and fire support for the Ist Corps in Da Nang, then an amphibious landing in December. In 1969 after a supply run to Subic, she was back to support the 1st Marine Division at Da Nang and massive amphibious landing in the south, also supporting Mekong River Delta operations. She spent 30,000 rounds, claimed 730 military structures, 131 small craft when back to Norfolk, and entering the Boston Naval Shipyard to be decommissioned on 23 May 1969 and converted to an ASW vessel.

Later service 1972-83
After recommission on 9 May 1970, she headed for Norfolk and departed for ASW workout and drills from April 1971, also departing for the Caribbean and Mediterranean. In 1972, she won the Marjorie Sterrett Battleship Fund Award for her Atlantic Fleet servce and in 1979, moved to to the Bethlehem Steel Works in Hoboken, for yet another major refit. In 1980, she was attached to Comdesron 2 (Cmdr. Harlan K. Ullman) and returne to Norfolk and then left for Cuban waters and two weeks of refresher training. She received 3 Battle “E’s” in complement of her 9 engineering “E”.
In 1981 she departed for her last MED TOD and Persian Gulf operations, notably “Mail Call flight” in the Red Sea as part of the Nimitz battle group. She stayed in patrol until after the American hostages held in Iran escaped. She watched as the fleet was approached and spied daily by Iranian P-3 Orions. In 1982 she assisted Israel, fighting PLO operations in Lebanon and remained off Beirut for 100 days, providing on demand fire support. Eventually after this last gasp of the “last gunflighter”, she went for home and decommission on 4 March 1983, sold on 11 December 1992 to the Fore River Shipyard.

USS Bigelow (DD-942) named after Elmer Charles Bigelow (1920-1945) KiA while extinguishing a magazine fire in USS Fletcher at Corregidor in February 1945, MoH recipient, was completed at Bath Iron Works in 8 November 1957, and soon part of the Combined Task Group CTG 136.1.1 blockading Cuba during the Cuban Missile Crisis and later awared the Armed Forces Expeditionary Medal for her action during the quarantine. After a yearly routine of Mediterranean TOD with the 6th fleet, back home, she also acted as a NASA recovery ship during both the Mercury and Gemini III programs.
In 1966 she was sent in Vietnam with the 7th fleet, alternating between direct support on the fire line and screening the carriers. On 20 April 1967 she suffered a gun mount explosion, injuring six and killing one crew. Sge also became a test platform for the new Phalanx CIWS hyperfast minigun in 1977, installed aft of the aft radar gun director. She was not modrnized, and thus, decommissioned earlier than others, on 5 November 1982. Sold for BU at Fore River Shipyard (bankrupt), then N. R. Acquisition Inc. but ended as target ship, stricken 1 June 1990 and sunk on 2 April 2003.

USS Blandy after her ASW modernization underway in the 1970s
USS Blandy was completed at Bethlehem Steel Corp. Quincy on 26 November 1957. After the usual trials and shakedown in 1958, she carried the US Unknown Soldier (European theater) from Naples to Virginia Capes, to meet Boston (CAG-1) doing the same from the Pacific and Canberra (CAG-2) for the Korean war. The latter caskets were transfered to Blandy which headed for Washington, D.C. to be transferred in the Capitol Rotunda and Tomb of the Unknowns in Arlington National Cemetery.
In 1961, she won the Marjorie Sterrett Battleship Fund Award, Atlantic Fleet for excellence and on 30 October 1962 while on ASW patrol she tracked the Soviet submarine B-130 too close to the US vessels and trying to force the Qyanratine at Cuba. Blandy dropped warning charges and tried to force her to the surface, which after 7h of relentless chase, Captain Nikolai Shumkov did, due to tje lack of oxygen.
Bandy did not made a tour of duty in Vietnam unlike most of her sisters. She spent most of her service days bnetween the Atlantic and Mediterranean, 2nd and 6th fleets.
In 1968 she was awarded the Arleigh Burke fleet trophy award for her Atlantic Fleet servoce, complemented the Sterrettt award. In 1972 she underwent her ASW Modernization, SCB 251 program. She was eventually decommissioned on 5 November 1982, stricken on 27 July 1990, sold for scrap but resold, and ended at Wilmington Resources, Wilmington (North Carolina) in 1996.

USS Mullinix in the Mediterranean, 1970
USS Mullinnix (DD-944) (named Admiral Henry M. Mullinnix USN, 1892–1943, KiA in WW2 on USS Liscome Bay, 24 November 1943) was completed at the Bethlehem Steel Corporation’s Fore River Shipyard in February 1958 and commissioned on 7 March 1958. After her sea trials, shakedown and fixes, she started her career of early routine on the east coast, cruising between Halifax and the Carribean, Atlantic exercizes, and patrolling Cuban water during the Missile Crisis of 1962. This was alternated with recovery ship task during the Gemini program (March 1966). She was soon sent to the Vietnam theater, acting as plane guard for the aircraft carriers of Yankee Station, Tonkin Gulf. She also took part in Operation Sea Dragon patrolling North Vietnamese waters, and perform search and rescue missions or support naval gunfire missions.
Back from Vietnam, after her usual peactime service in the Atlantic, and European, MED TOD, she was taken in hands for modernization in 1971, SCB 251 ASW conversion program.
She was deployed for an additional decade of service in the Atlantic without notable events, eventually decommissioned on 11 August 1983, stricken on 26 July 1990 and sunk as a target on 22 August 1992.

USS Hull was built at Bath Iron Works, and commissioned on 3 July 1958. After her trials and shakedown cruise in the Carribean, she was assigned to the Pacific fleet and transited the Panama canal.
Between April and August 1959 she made fifteen deployments with the 7th Fleet, Western Pacific, and 1960, 1961–1962, 1963–1964.
In October-November 1962 she escorted the Pacific amphibious forces to Panama, made ready to land in Cuba of needed as an option during the Cuban Missile Crisis. In 1965 USS Hull was back in the Pacific and took part in the Vietnam War, making six deployments. She was part of the “gun line”, firing more than 80,000 rounds in various occasions, supporting Marines and later ARVN forces ashore. She also recued several pilots and alternated as plane guard fo Yankee Station carriers in the Tonkin Gulf She also took part in Operation Sea Dragon operations.

Her 11th WestPac cruise was done in 1973, when direct US involvement ended. Back home she was installed the new USN 8 inch/55 MCLW gun for weapons trials, off San Clemente Island (California), on September 17, 1975. Indeed as she had a major overhaul in 1974–75 like her sisters (ASW conversion) she also received at this occasion the Major Caliber Lightweight Gun (“MCLWG”) in place of her forward 5-in turret. The project was a direct result of Vietnam operation when it was realized that heavy gunfire support for amphibious operations could not be sustain by the reducing fleet of WW2 heavy cruisers veterans. The USN planned a big gun fir for destroyer-size. The prototype gun was already tested ashore in the early 1970s and installed on USS Hull for seagoing trials. It was hoped an adoption on the new Spruance class.
The tests went on until April 1976, reportedly successful and she kept it in her 1976-77 and 1978 deployments to the Western Pacific, testing it time and again. However, the MCLWG project was terminated in 1978 due to budget cut, and it was removed from USS Hull during her 1979-80 overhaul. By February–September 1981 she was in the pacific, and again in 1982 and 1982, September, for her final WestPac all the way north to Alaska. There, she rescued five deriving Vietnamese refugees in October. She made her ultimate cruise by sailing to the Indian Ocean, Arabian Sea, assigned to the USS Enteprise battle group for Middle East Operations, notably the crisis in Lebanon.
Back home in April 1983, she was inactivated, decommissioned on 11 July 1983, stricken on 15 October 1983, but not scrapped. Instead she was expended as tactical test target, sunk on 7 April 1998.

USS Edson after commissioning, in sea trials.
USS Edson was named after Major General Merritt “Red Mike” Edson, USMC (1897–1955) awarded the MoH for his action in the First Marine Raider Battalion on Guadalcanal, also awarded the Navy Cross and Silver Star. She was commissioned at Bath Iron Works Corp. on 7 November 1958. After sea trials, she made her shakedown cruise in Caribbean ports and down to Peru. Jer home port became Long Beach in California on 2 March 1959. She was deployed on the Far East, Taiwan Straits and took part in amphibious operations off Okinawa plus exercises off Japan. After an overhaul until Octobe she trained off San Diego.
Soon she resumed her yearly WESTPAC deployments, from June 1961 with DESDIV 231. She served in 1962 with USS Ranger and Ticonderoga, alsways on patrol duties off Taiwan. From March 1964 she served alongside the Taiwan Patrol Force CTF 72. She made Gunfire Support Training in the Philippines and took part in NATO LICTAS joint SEATO operation off the Philippines. She was soon sent in the Gulf of Tonkin for “special operations” awarded the Navy Unit Commendation for her actions on 2–5 August 1964. In 1967, she was hit by a North Vietnamese shore battery while in gunfire support.
She also acted as plane guard in Yankee Station and took part in Sea Dragon. On 17 June 1968 she apparently took friendly fire (courtesy of US Air Force).
Back from her Vietnam service she resumed her peacetime routine with the 7th fleet.
Nothing notable (she was not modernized) but on 12 December 1974 she suffered a fire in her after fireroom while guarding USS Coral Sea. The oil from a ruptured lube oil gauge line was to blame. The was no casualties. In January 1975 she made another WESTPAC and took part in Operation Eagle Pull, the evacuation of Phnom Penh in Cambodia, then Operation Frequent Wind, the evacuation of Saigon (eanring two Unit Commendations).

After another decade (1976-86) of service in the Pacific she was eventually placed in reserve but only decommissioned on 15 December 1988, quite a feat for an unmodified Forrest Sherman. She was towed to the Philadelphia Inactive Ships Maintenance Facility for storage, but as the last all-gun destroyer she was saved and converted as a museum ship, berthed as the Intrepid Sea-Air-Space Museum, New York City from 30 June 1989 to 14 June 2004, declared a National Historic Landmark in 1990.

However funding was lacking. On 2004 she was towed to the Brooklyn Navy Yard, repaired and back to the Philadelphia Inactive Ships Maintenance Facility. She was to be acquired either by the Saginaw Valley Naval Ship Museum at Bay City or the Wisconsin Naval Ship Association at Sheboygan and the Bay City proposal won, and as the ship was seaworthy on 17 July 2012 she arrived at museum site on 7 August 2012 and moved to her permanent mooring site in May 2013 at Bangor Township in Michigan where she can be visited today.

USS Somers as DDG-34 in the 1980s
Sixth ship of the nae in the USN (going back to the very early days of the service) USS Somers was built at Bath Iron Works Corp in Maine, commissioned on 3 April 1959 with Edward J. Cummings, Jr., in command as first captain.
She departed, her trials barely completed, on 1 June 1959 from Boston to her new provisional homeport Newport in Rhode Island and made her first cruise, to Argentia in Newfoundland and from there, northern Europe (Copenhagen, Stockholm, Portsmouth, Kiel), present at the “Kiel Week”. Back home she transited via Bermuda and arrived in Cuban waters before proceeding via the Panama Canal on 19 July to San Diego, completed her shakedown training for six weeks and made her final acceptance trials on 17 September followed by an overhaul until 8 November.

The next six years, from San Diego she made near-yearly deployments with the 7th Fleet, western Pacific. She only stayed on the west coast in 1962 and 1964. That same year however she arrived in the Tonkin Gulf for plane guard dueites assisting USS Coral Sea, Hancock, and Ranger already attacking North Vietnam. On 30 July 1965 based at Yokosuka she went home for upkeep, and by April 1966 had her DDG conversion in San Francisco Shipyard. From 16 May 1968 she headed for Long Beach, and in 1969 trained from Mexico to Washington.
On 18 November 1969, was back in Vietnam, based in Subic Bay. She acted as SAM cover for the carries in the Gulf of Tonkin, and plane guard for Hancock. She later took part in SEATO “Sea Rover.” She was assigned later USS Constellation. Back to Long Beach on 8 May 1970 she took part in PACMIDTRARON 70 cruise. She made another Vietnam deployment (December 1970 – 4 May 1971) as plane guard alternated with naval gunfire and in between visited Keelung, Hong Kong, Singapore, Penang, plus her usual upkeep stays at Subic Bay.

On 9 August she was overhauled in Long Beach Shipyard until 3 December and refresher until March 1972 then back to 7th Fleet, Gulf of Tonkin until October. She was also at south Talos station and PIRAZ station. She was back in Long Beach on 9 November 1972. On 9 October 1973 she was back in the western Pacific from Pearl Harbor and Subic Bay. Thuis last Vietnam TOD ended by mid-May 1974. By November 1978 she made her 10th WestPac. By early 1981 she participated in READIEX 5-81 and FLEETEX 1-81, then Battle Group Delta (USS CONSTELLATION, CV-64). Her 11th WESTPac was mostly spent in the Indian Ocean. She stopped in Diego Garcia, Bunbury, Maldives and Singapore. After READIEX 2-82 and was decommissioned on November 19, 1982. She entered the Inactivation Ship Facility at Pearl Harbor until 1988. She was an experimental hull at Port Hueneme, California. Later she was towed at sea and sunk by USAF B-52 Stratofortresses’s AGM-142 missiles 30 nm northwest of Kauai, Hawaii (Pacific 1998 exercise).

USS Morton in October 1959 off Aruba, Carribean.
USS Morton was built at Ingalls, commissioned on 26 May 1959, named after Sub captain Dudley “Mush” Morton of USS Wahoo. After her training cruise in the Caribbean she was attached to NS San Diego, from 20 October 1959. Her first WestPac followed in January 1960 and joint Operation Blue Star with the Marine and Air Force by March 1960. She visited Bombay. Her second deployment saw her deployed in the Formosa Patrol, and relief Operation Handclasp for Taiwan. Her thord WestPac started in November 1962, again the Formosa Patrol and training off Japan. Her 4th deployment was in the South China Sea, off South Vietnam.

On 11 September 1964 (soon after the Gulf of Tonkin Incident) an intercept team SIGAD USN-467P was formed aboard USS Morton for a DESOTO patrol (Operation 34A), screening aircraft carriers and bacl home on 6 February 1965. She was back in Vietnam in April 1966 for shore gunnery missions for 4 months and Sea Dragon operations off North Vietnam from May 1967. She also covered the 12th Marine Regiment near the DMZ. She was back on the gun line on October 1968. Back home she was overhauled at Long Beach Naval Shipyard from September 1969 to 15 August 1970, for ASW conversion.

USS Morton stayed on the west coast for months of training. She was back for a WestPac from 9 September 1971, two gun-line tours and by March 1972 was in Australia. She was back home and resumed Vietnam Ops in October, making two more gunline tours and taking part in the Linebacker raid by December. After the ceasefire of 28 January 1973 she went home. Her next WestPac provided screen and escort for the carrier task forces, cut by intensive ASW exercises. However in 1974 she underwent serious boiler issues while in the Philippines and was overhauled in Pearl Harbor in 1975-76.

She started another deployment from February 1977 and sailed to the Indian Ocean patrolling off Iran, depliyed again on 11 September 1978 between Japan, South Korea and Taiwan. From 3 May 1980, she was overhauled and back to normal service in the summer of 1981, making her last deployment by February 1982. She also rescued Vietnamese refugees, later receiving the Humanitarian Service Medal. She was eventually decommissioned at Pearl Harbor on 22 November 1982. Sold to Southwest Recycling, Inc. (Calif.) for scrapping and recycling in 1992.

USS Parsons, named after a rear admiral which took part in the Manhattan project, was built at Ingalls and commissioned 29 October 1959 after a training cruise in the Caribbean. Based in NS San Diego she made her first western Pacific deployment in February 1960. By October 1961 she was overhaul at Long Beach for communications and ASW upgrades, then training with the 1st Fleet until November 1962 and a 2nd WestPac, back in July 1963. Under command of Cdr. Jack Jester she made several AAW and ASW operations off California and escorted USS Midway (CVA-41) and Hancock (CVA-19) to the Western Pacific, then back to San Diego.

She was selected for conversion as DDG (Decatur class) with John Paul Jones and Somers as DDG-33, starting in 15 March and ending on 3 November 1967, the fastest conversion of all of these vessels. She joined the Cruiser-Destroyer Force of the Pacific Fleet and became flagship of DesRon 31, with the 7th Fleet off Vietnam, Yankee Station plane guard and on-station training, ASW training coordinator, ComDesRon 31. She also visited Kaohsiung, Yokosuka, Hong Kong, Singapore and Sasebo. She also served with DesRon 15 from Yokosuka. From December 1971 to December 1972 she acrtively take part in late Vietnam War operations between naval gunfire support (I and IV Corps areas) and Marines close to DMZ, SAR operations North South stations, northern Tonkin Gulf. And finally carrier escort/plane guard on Yankee Station. She left Vietnam definively on 19 December 1974 but returned to save Vietnamese refugees in October 1980 off Saigon.

In the 1980s she performed a great range of AAW, ASW and SUW plus Naval Gunfire Support (NFGS) missioned and some Electronic Warfare until decommission on 19 November 1982, stricken on 1 December 1984, sunk as target on 25 April 1989.

USS Richard S. Edwards underway in the Pacific, 1962
Richard S. Edwards, named after Admiral Richard Stanislaus Edwards USN (1885–1956) was completed in January 1959 at Puget Sound Bridge and Dredging Company and commissioned on 5 February. She made her shakedown cruise to Mazatlan, Mexico, and transited the Panama Canal, sailing souht to Valparaiso in Chile. However her newly installed boilers were leaking so much she had to limp back to Seattle with just one shaft running. On 11 August she was refuelling from USS Bennington, when the latter lost control and veered to the left and sideswiped Edwards, causing extensive damage on her port side, but there were no injuries. That was notably due to the anticipation on Boatswains Mate Lionel Sepulveda which ordered all personal to clear the port side. She ended oin long repairs at the Naval Shipyard of Long Beach before proceeding to NS San Diego.

Her first WestPac deployment via Pearl Harbor and she rescued underway the crew from a tug, in the midst of a typhoon for 21 days, with Air Force Cadets onboard as she listed to 47° and shook violently. Later she operated with the 7th Fleet and took part in the Taiwan Patrol Force. Her next WestPac started in February 1961, fast carrier group, South China Sea. Her 3rd started on 13 November 1962, fast carrier operations and 4th from August 1964, this time engaging North Vietnamese torpedo boats in the Tonkin Gulf (18 September).

Her 5th deployment, this time as part of her Vietnam TOD, started on 1 March 1966, until 26 August, providing naval gunfire and plane guard duties in the Tonkin Gulf. By August 19647 she made another Vietnam TOD, based in Da Nang, South Vietnam from November. She was back only in late January 1969. Decommissioned at Long Beach on 27 February 1970 she entered the Shipyard for her ASW conversion, ending in December, followed by sea trials and intensive training until January 1971. In march she was back in Pearl Harbor, until April 1972.

She made another Vietnamese TOD and by 9 May 1972, led a gunfire mission before Operation Pocket Money, the minelaying of North Vietnam Haiphong Harbor. This was alternated with plane-guard duties until November 1972. For her service here she received six battle stars. The rest of her service in Pearl Harbor ended when she was decommissioned on 15 December 1982, but sunk as a target ship off Kauai on 10 April or May 1997.

USS Turner Joy on 9 May 1964 in Vietnam
Early Service 1959-63
USS Turner Joy (named after Admiral Charles Turner Joy 1895–1956) was built by Puget Sound, Seattle, commissioned in Bremerton on 3 August 1959. She made a pre-shakedown goodwill cruise to Central and South America, proper shakedown off San Diego and flagship of DesRon 13, DesDiv 131 based at NS Long Beach. She started a serie of ASW exercises around USS Hornet until 17 May 1960, departing for the western Pacific via Pearl Harbor and Apra in Guam.

She was posted as plane guard in the Marianas as President Dwight D. Eisenhower flew in Asia. She stopped in Bangkok, Thailand and was present during the Chinese shelling of Quemoy and Matsu in Taiwan Strait, as part of the patrol. In August 1960 she operated with the 7th Fleet off Japan as part of her 1st WestPacific, resupplying at Yokosuka.
From November 1960 she was overhauled over 18 months before training with the 1st Fleet. From October 1961 she was assigned to DesRon 19 as flagship. On 2 June 1962, she trained with USS Hornet and took part in exercises with Amphibious Squadron 5 off Hawaii and screened USS Hancock off Honshū.
Her 2nd WestPac alternated operations in the Sea of Japan, east of Japan, South China Sea with notably USS Bon Homme Richard. After back home in June she spent the next 14 months in overhaul and returned with the 1st Fleet exercises until 1964.

USS Turner Joy in Vietnam
On 13 March 1964, she started her first tour of duty in Vietnam. She screened USS Kitty Hawk in the Philippine Sea, went into the South China Sea but by late July 1964, she was attached to TG USS Ticonderoga, for “watch dog” patrols off Vietnam. On 2 August 1964 USS Maddox, in a DESOTO patrol was attacked by three P 4-class torpedo boats from the NVA’s 135th Torpedo Squadron, and engaged them with her main guns, spending circa 280 rounds until contact was broken. The TBs were later spotted and attacked by F-8 Crusader from Ticonderoga by rockets and cannon fire. USS Turner Joy soon joined Maddox but the incident that opened the war was over.

On 3 August she took part in the DESOTO mission and the following day, picked up by radar a number of high-speed surface craft. They called Ticonderoga for air support. By nightfall and it was later confirmed the VPN torpedo boats were closing from the west and south. Turner Joy reported torpedo wakes and rushed at full speed, maneuvered and fired on the contacts, spending 220 shells, whereas aicraft were on the scene. The vessels retired, two sunk. However the aftermath was that radar and sonar were controversial to say the least on 4 August and after the war, this was confirmed by the absence of any attack from the Vietnamese that day. Admiral Sharpe notified “Freak weather effects on radar” at the time. The whole “incident” that trigerred the longest war of US history apparenty started with bogus radar blips and acute patranoia.

On 1- 2 July 1966, however VPN Torpedo Squadron 135’s T-333, T-336, and T-339 had indeed attacked USS Maddox and targeted more US destroyers but were deterred by the aviation of USS Constellation and Hancock. One that sunk had 19 sailors taken as POWs, demonstrated further the absence of attack on the 4th. USS Constellation soon joined USS Ticonderoga in Operation Pierce Arrow. Motor torpedo boat bases at Quang Khe and Phuc Loi and oil storage were flattened. The US Congress passed the Tonkin Gulf Resolution resulting in open warfare, and Turner Joy went on her deployment until back to Long Beach on 2 October. After a three-month overhaul, refresher training she departed with DesRon 19 and joined USS Coral Sea, acting as escort and detached as radar picket.

From 23 September, she took part of the gunline in the Gulf of Thailand, followed by upkeep at Subic Bay, then back, operating between Cape St. Jacques and Chu Lai. On 25 September however at the end of her mission a 5-inch round misfired but while trying to clear the chamber it detonated, killing three, wounding three. She was repaired in Subic Bay and returned to duty alongside USS Ticonderoga. In January 1966 she served at Yankee Station. In March-May back home she was overhauled and training and back to the Pacific on 11 June. On the west coast she participated in “Baseline II” and made her 3rd and then 4th deployments in Vietnam, between plaene guard duties and shore bombardment missions.

From March 1967 she shelled positons in North Vietnam and interdicted logistical efforts (Operation Sea Dragon). On 7 April off Cap Mui Ron she was targeted by a North Vietnamese shore battery, hit on her fantail and near-missed close to the forward mast, one round devastating her supply office and penetrated her ammunition stowage while wounding a member of the repair party, disabling her air-search radar. She however remained on station, replaced by HMAS Hobart on 16 April. After repairs in Subic Base, she sailed to Melbourne, stopping at Manus Island and Brisbane. Later she visited New Zealand and took part in the Coral Sea Battle celebration. Back home she went into upkeep at Puget Sound.

From March 1968 and for five months she was back in Vietnam, between naval gunfire support, “Sea Dragon” patrols. She was bac at Long Beach on 26 September and overhauled until February 1969. After 1st Fleet ASW/AAW exercises and her summer training cruise she departed in November for Vietnam, stopping at Midway and Guam. She operated from Danang in gunfire support and plane guard at Yankee Station with TF 77. In April 1969 she served with USS Shangri-La. The next year was near identical and she served as escort for PIRAZ (positive identification and radar advisory zone), later evading a typhoon in April. She made another PIRAZ in June and served with USS Kitty Hawk. She visited Australia and New Zealand and by late July rreturned home until late 1971.

Her 6th month overhaul followed, in which she receiced new 5 inch/54 gun mounts, overhauled propulsion to burn Navy distillate fuel and renovations from top to bottom. After arefresher training by December she returned at Subic Bay and returned to her last gunline mission, spending 10,000 in South Vietnam and North Vietnam until 28 January 1973, before the ceasefire. She practically was in Vietnam for the entire war, year after year, the longest and most intense Vietnam career of any US destroyer.

Post Vietnam career
She later took part in Operation End Sweep (minesweeping of Haiphong harbor) ASW and carrier operations and port visits (Hong Kong, Kaohsiung, Sasebo, Yokosuka) until back to Long Beach on 22 June, followed by upkeep and sailing to her new home port, NS San Diego.
From April 1974 she returned to her new WestPac, with USS Ranger off Oahu and visiting Surabaya until back to San Diego. 1975 was spent in overhaul and training off California followed by a tour in the western Pacific and the Indian Ocean with USS Midway, Fanning, Sacramento, reaching Bandar Abbas in Iran via Singapore and Sri Lanka. She took part in CENTO exercise “Midlink” with British, Iranian and Pakistani navies until 25 November. She was back in Subic Bay in December adn returned in the South China Sea later weatering a typhoon. On 17 March 1976 she departed for San Diego. She failed at her Operational Propulsion Plant Examination and spent 1976 in repairs.

By mid-1979 she returned to a Westpac/South Pac goodwill cruise between the Philippines, Hong Kong, Singapore, Australia, & New Zealand. 1982 saw her retirement announced and she was decommissioned on 22 November 1982, stricken on 13 February 1990 but acquired by the Bremerton Historic Ships Association. She was reopened to the public in 1992 in Bremerton as a museum ship. A second historical ship of the early cold war era to visit.

The Nuclear aircraft carrier USS Enterprise (1960), probably the most famous ship of the contemporary US Navy, was also in her time the largest ship in the world, exceeded only by the Super-tankers born from the first oil crisis. She remains the largest warship afloat ever built before USS Gerald Ford (launched 2013) displacing 100,000 versus 94,000 long tons Full Load.
She followed the footsteps of USS nautilus (1957), for nuclear propulsion, with the USS Long Beach cruiser (1959), becoming therefore the world’s first nuclear aircraft carrier.

Technically, she followed the logical and evolutionary sequence after the Kitty Hawk and Forrestal classes, but was also equipped with a double ballast hull containing aviation fuel and sea water, with larger dimensions accommodating the largest and most modern air park and its future evolution, and the impressive SPS 32 array. USS Enteprise saw the vietnam war and all the USN operations until deactivation in 2012. Sadly she is still not preserved, like her equally famous forebear, CV-6, but lays in Hampton Roads pending a decision. Enormous for her day, she was still scarcely heavier than the 1945 IJN Shinano.
Happy XMas to all ! #coldwar #USNavy #vietnamwar

Design Development

In 1952, prospects for a small, nuclear-powered aircraft carrier were in the air as work on first generation reactors were well underway. Notably under Admiral Rickover’s leadership, and Admiral Forrest Sherman‘s incentive, the first unit to receive a marine reactor would be USS Nautilus. It was not long before another variant was proposed for surface ships. At first, small ones: A serie of escort destroyers, and small aircraft carriers of the kind permanently at sea in one of the several large fleets the US wanted to post around the globe.

In mid-1954, as work progressed on both destroyers and small carriers at BuShips, cost estimations reports of 150 billions completely changed this perceptions and optimistic plans. This cost simply caused the abandonment of the SNAC (Small Nuclear Aircraft Carrier) whereas the “destroyer” became a cruiser, the future USS Long Beach. Research resumed after a suspension in August 1954 and this time the aircraft carrier project was to be derived from the Forrestal. The reactor worked out by Westinghouse was to be tested on land as the A1W with an expected unitary output of 35,000hp.

In 1954, the Congress authorized the construction of the world’s first nuclear-powered aircraft carrier, this time in parallel to the new Kitty Hawk class in construction, to be powered by eight nuclear reactors, two dedicated to each of its four propeller shafts as initially thought. This was quite a daring undertaking, since if recent experience was gained into coupling a nuclear reactor to a steam turbine, never two nuclear reactors ever been harnessed together. Engineers started planning the propulsion system long in advance and would be uncertain how it would work or even of it would work according to plans.

One man was instrumental in this: Admiral Hyman G. Rickover. Already the “father or US Nuclear Submarines” thought of applying this new power source to surface ships use. In December 1945, already Rickover was the Inspector General of the 19th Fleet (west coast) working with General Electric at Schenectady in New York to develop a nuclear propulsion plant, but for destroyers. In 1946, he collaborated with the Manhattan Project’s Clinton Laboratory (Oak Ridge now) around a nuclear electric generating plant. He closely worked with Rear Admiral Earle Mills later named at the heaf of the Bureau of Ships. His difficult relationships with hierarchy however forced him to advocate Nuclear marine propulsion directly to CNO Fleet Admiral Chester Nimitz, a former submariner who soon understood the concept. Its his connection which enabled Secretary of the Navy, John L. Sullivan to order USS Nautilus in 1951, the latter being built in 1952-54, and proving the concept for this propulsion.

In between, the STR nuclear reactor (later redesignated S2W) was seen as reliable enough so that another project, which became the A2W (“W” standing for Westinghouse), A related to the ship’s nature, an aircraft carrier, S for a submarine. Rockover, now Director of the Naval Reactors Branch in the Bureau of Ships until 1982 would also direct studies for surface ships using multiple reactors, which was another radical step forward. USS Nautilus only had a single reactor. For a cruiser, or an aircraft carrier, two to four or even eight woud be necessary, a daunting engineering task. But many in the navy already in 1952 saw the use of a nuclear-powered aicraft carriers, both for longer operational stays, unlimited range and shorter upkeep periods. Enthusiasm over a simple draft from BuShips, based on a Forrestal type “super-carrier” soon drew the prospect of a full class of six ships.

SBC-127 and 160: The nuclear and the conventional backup programs

This came however in apparent conflict with a parallel line of development: The Kitty hawk class conventional carriers. Project SCB 127 was in fact seen as the “sixth and seventh” Forrestals, only improved. The 1953 new nuclear-powered class, soon designated project SBC 160 was to be their logical, natural succession. Design innovations of SBC-127 would help in the meantime securing the basic design, with modifications, of SBC-160. Notably instead of 5-in guns, the first three of the new class authorized in 1954 (CV-63 was laid down in 1955) would be constructed with a Terrier surface-to-air missile system, and so were the SBC-160. The latter also had to test a new radar setup in project.
So that year of 1954, both designs, the conventional SBC-127 and the nuclear SBC-160 were authorized, with the idea the first could serve as a backup while providing to the fleet’s future needs in case SBC-160 proved unfeasible. That was quite a bold move for the USN, and soon the cream of engineers went into SBC-160’s program, which was estimated to take longer, with reason.

The proposal of late 1953 was approved in 1954, but it took time before assignation to the very experienced Newport News Shipbuilding yard in Virginia. Nearly four years (1958 when she was laid down) were needed to generate miles of blueprints and sold on paper many engineering issues. USS Long Beach (CGN-9) built in parallel, laid down earlier on 2 December 1957, also helped to solve may engineering issues related to the coupling of multiple reactors. She still used “only” C1W nuclear reactors (W for Westinghouse, “C” for cruisers”) which were a derivative version of USS Nautilus’ S2W. The main differene between Long Beach and CVN-65 was that each C1W nuclear reactors was coupled with a single General Electric turbines for a total of 80,000 shp (60 MW). Ths system was basically just a duplication of Nautilus’ powerplant.
On CVN-65 case, two reactors were to be coupled to a single turbine, which including quite extensive gearbox, reduction, control and electrical specificities. It dragged on the development time for two years.

Consolidation of SCB 160 design

Project SCB 160 was intended as the first of six carriers at first. However over the years, the massive construction cost overruns led to a cancellation of CV-66 and 67, which instead were completed as the last two Kitty-Hawk class.
USS Enterprise’s eight-reactor propulsion design, with these coupled A2W reactors replacing conventional boilers in previous designs still helped keeping as much of the previous designs as possible. But the coupling and its control was a dunting task. Due to her large size and displacement, engineers tried to improve her agility, and she was the only carrier fitted with four rudders for redundancy, two more than previous ships, but also her hydraulic profile was much refined, to the point of fitting her with a cruiser-like hull.

As for SCB 127C (USS John F. Kennedy, CV-67) she was originally scheduled as a fourth Kitty Hawk-class carrier but received ton of extra modifications and ultimately formed her own class, including a proposal to retrofit her as a second nuclear powered carrier, project SCB 211A. Congress at the time however, “warmed up” by reports of massive costs overruns for the SBC-160 did not authorize it. In reality, CV-67 ended more as a prototype for the Nimitz class (which were nuclear-powered), as a blend between the two designs, the costly Enteprise and more reasonable Kennedy.

Final Design

USS Enterprise being the first US nuclear carrier, her size was dictated by this particular power plant, not much heavier than for a conventional ship, but imposing special protection measures for the crew and which needed a liquid load for underwater protection, greatly increasing her displacement, and mainly used for aviation gasoline, allowing her to operate a very large large air group.
This aviation fuel stowage was initially dictated by concerns of underwater protection, not operating a larger air group and earlier this storage was balanced with the ship’s overall endurance and more reasonable (like in the Kitty Hawk class). But it was so generous that it was proposed that ship auxiliary boilers would be modified to inject aviation fuel (JP-5) and boost the burn rate. The increase of ordnance was also significant, from 2,000 to 2,520t.

These advantages meant she was capable to operate in high-intensity for 12 days days without replenishment. Other innovations were on the electronics side, with the brand new electronically scanned main radars SPS-32 and SPS-33 and their caracteristic final shape, also shared by the nuclear-powered USS Long beach, escort missile cruiser. There was still a conventional radar as backup.

Another amazing fact was that CVN-65 was planned to be armed like other conventional carriers, and engineers secured sponson’s space to accomodate the Terrier missile fitted on CVA 63, 64 and 66 but she was never fitted fitted with the installation to reduce costs. Total trust was instead transferred to the couple SPS-32/33 and greater aior group to intercept any incoming threat at long range.

Construction

Keel Laying ceremony in 1958
All in all, the design of CVN-65 required 915 designers, which produced together 16,100, later summup into some 2,400 blueprints. The Original Cost was calculated to $451.3 million, including the construction, making her the costier warship in US history. Materials gathered used by the shipyard included 60,923 tons of steel but also 1,507 tons of aluminum mostly for the superstructures, internal and upper parts, plus some 230 miles of pipe and tubing as well as 1,700 tons of one-quarter-inch welding rods. They were supplied from more than 800 companies. In addition to the design staff, 900 shipyard engineers assisted designers to pass the millions of blueprints created (the equivalent of 2,400 miles of chained paper from Miami to Los Angeles) in the three years and nine months needed total at Newport News Shipbuilding and Drydock Company until her launch a Saturday morning, Sept. 24, 1960. Mrs. William B. Franke, wife of former Secretary of the Navy, launched the usual Champaign bottle and christened the eighth USS ENTERPRISE.
She was unveiled to the world as “The First, The Finest” super carrier. Capt. Vincent P. de Poix, which assisted the completion was her first commander.
When commissioned, Secretary of the Navy John B. Connally Jr. called it a worthy successor to WW2’s USS Enterprise, “The fighting Gray Lady”, and added “The new Enterprise will reign a long, long time as queen of the seas.” She soon became a tour of NATO allies, as the “free world’s best asset”. She was also soon called simply the “Big E”.

CVAN-65 during construction

The paradox was that in the meantime, the fourth Kitty-Hawk class carrier, USS J.F Kennedy, freshly renamed after the president’s assassination, was to be originally a sister-ship of USS Enteprise, but ended as a conventional super carrier, the last ever completed, on 7 September 1968 as CV-67. CV-65 was also completed before another Kitty Hawk, CV-66 USS America (23 January 1965). Both were started in 1960 and 1964 and benefited from an influx of design innovations from USS Enteprise, especially USS F.J. Kennedy.

About her name:

She was the 8th ship to bear this name, after CV-6 USS Enteprise, which WW2 career was nothing short of amazing and which after her removal from the lists in 1959 freed the name. The choice was obvious, but “enterprise” (also bore by British vessels), was originally asociated to celebrate capitalism in sense of the pre-industrial era, in the United Kingdom. The first first US ship was indeed a British one, captured from by Benedict Arnold in 1775 (and burn to avoid recapture). The name was later bore by a privateerlater purchased by the Continental Navy in 1776. The 3rd was a schooner built in 1799 which patrolled the Caribbean, protecting American interests from French privateers during the “quasi-war”. Later, she joined the Constitution off Barbary Coast, famously part of the battle of Tripoli. Next followed a NyC schooner in service 1832-44, then a barque-rigged screw sloop-of-war of 1876, and a… 66-footer motor patrol boat in service WWI. Nothing really prestigious. Until it was chosen for the Yorktown-class fleet carriers, more as a rememberance of the revolutionary war.
CVN-65 Motto was “READY ON ARRIVAL”. A space shuttle was also named that way, inspired by Star Trek’s flagship, itself inspired by CVN-65 based on its innovative flavour and scale.

Detailed design of CVN-65

Hull

The CVN-65 hull borrowed a lot to previous designs, with a fully encased “hurricane bow”, reinforced prow, and prominent bulbous bow, instead of a straight line. The most caracteristic was the hull lines which were refined into a so-called “cruiser hull” design. The prow showed openings for all three anchor lines. The stern was squarish, something started with USS Forrestal. All in all, she could have finer shapes at the waterline, but above it fuller shapes in order to support a wider flight deck. Indeed her beam went from 132.8 ft (40.5 m) at waterline level, versus 130 ft (40 m) waterline for the Kitty Hawk class, yet this figure rose to 257.2 ft (78.4 m) extreme width at flight deck level, versus for JF Kennedy 252 ft (77 m) at the extreme. This made, with a hull 1,088 ft (332 m) long originally versus 1,052 ft (321 m) overall for a roomier flight deck surface.

Ship protection:

 
Armour protection was way more limited than a Midway class and more in line with the Forrestal: She had four protected decks, plus a distributed vertical armour comprising STS side armour and longitudinal bulkheads. The was a belt 8 in (20 cm) thick in aluminum, equivalent to 4 in (10 cm) rolled homogeneous steel armor, and an armored flight deck, hangar, magazines and reactor.
There was a solid compartimentation under the waterline with a compression zone, filled with “liquid” and replaced mostly with aviation gazoline. There was however a box-shaped protection of the magazines and vital zones, like over the steering room, while all the regular avgas tanks were buried dep within, box-protected. The Underwater protection total included five longitudinal bulkheads, with a fourth bulkheads 76 mm-thick (3-in). This sandwich alternating filled and void comparments was supposed to dissipate a warhead explosion. The double Bottom was also protected by thicker plating. The usual safe fuel lines were used, developed from the Essex class, with seawater fill when not in use and safety valves. There were also flash doors for the ordnance lifts. All lifts were external.

CVN/CVAN-65 in 1968 and 1983

Among safety measures, the same recipes applied to previous ships were reused. CVN-65 had 17 flight deck outlets 7 hangar deck outlest, four flight deck with 5 w/2 and 2 w/3 Hoses per outlet (2.5-inch hose), two hangar deck (1 w/3), and 100 Defueling capacity per outlet/portable hose, 25 gpm. Originally, CVN-65 was designed to operate both Jets and piston aircraft, fueled with aviation gasoline, which very similar to motor gasoline and quite hazardous. JP-4 was used for jets, analong to commercial Jet B, as standard for the USAAF and USNAF. The Air Force converted to JP-8 later, but the Navy only followed for shore-based aircraft. JP-8 is identical to commercial aircraft, “Jet-A1”, which has a flashpoint of 100°F minimum, reducing risks.

This transition was never made despite some pressure in the 1990s. No JP-8 compatible US Jet is allowed on an aicraft carrier, and instead the Navy restricts carrier operations to the use of JP-5, which has a 140° F minimal ignition point, so much safer. Special features prevent self-ignition risks on the flight deck while in hot climates and around the catapults, which temp. can reach 200°F.

Especially after the great 1969 fire onboard USS Enteprise a list of ignition origin was listed to be under scrutiny at all times by dedicated safety personal, such as hot engines, exhaust from engines, yellow gear (aviation support equipment), exhaust from starting carts (its one of these that caused the initial fire on USS Enterprise). But inside the ship, electrical arcing and
sparking potential is there, revealed notably via cutting and welding, as well as static discharges and electromagnetic radiation, the catapult steam lines. Plus the exceptional, such as aircraft crashes and (accidental) firing of ordnance.

When USS Enterprise was just being built, a serie of Firefighting agents were tested in US labs. The most prevalent one was AFFF, called “Light Water” when introduced in the Navy in the 1960s. It caused an aqueous film to float on the top surface of fuel and due to specific gravity differences, water settles to the bottom, the fuel floats on top, caused by surface-tension effects created by the fluorocarbon surfactants. Although introduced on NAS first, it came to Aicraft carriers in the 1970s, so after the great fire. Using protein foam, and pn a gallon-for-gallon basis, AFFF is able to put the fire out three times as fast with only one-third as much agent. For more portable systems, Dry chemicals were used such as the standardized potassium bicarbonat PKP in Halon 1211 for portable extinguishers and used by the P-25 crash truck aboard, essentially a fire fighting vehicle. All this was completed by seawater hose stations around the flight deck, plus extra ones carried in portable extinguishers in the “crash and smash locker” in the island.

Powerplant

Work on nuclear marine propulsion in the US started in 1946-47, with the first operational reactor operational by 1953 and aside Hyman Rickover, Admiral Forrest P. Sherman CNO in 1949 proposed a nuclear-powered aircraft carrier which was later to be translated as CVN-65. Technology was setup already from 1951 but Oak Ridge tests were halted in 1953 by a national security council order and resumed in late 1954 with the “large ship reactor project” (LSRP). Compared to land installation it needed compact construction but can be limited to only 200 MW and more stable, for lighter control and staff. The pressurized water type reactor which resulted of this had both a smaller core in a tighter space, with highly enriched fuel, less extensive shielding. The Mark 1 reactor culd deliver 60 MW (from Shippingport in Pennsylvania), operational in 1957.
But it’s Westinghouse which designed a 250 MW model, Yankee Rowe, starting operations in 1960, at the same time as the Argonne National Laboratory boiling water reactor (BWR).

Naval Nuclear Powerplant A2W

The C1W reactor was chosen for USS Long Beach and its development, simpler than for CVN-65 was led by the Westinghouse Electric Corp. Arco facility, in operation from October 1958.
The A1W plant was the land-based prototype for the new carrier’s plants. It was built at the Naval Reactors Facility in Idaho, and this land-based prototype comprised two units, designated A and B, built within a portion of a steel hull to replicate the ship’s engine room, powering a shaft through a single geared turbine propulsion unit. It derived from the 1955’s S1W. The navy wanted for a single shaft and output of around 70,000 SHP, a quarter of the cenventional propulsion of USS Forrestal. This prototyping meant there was no transition to “real” construction and the original A1W could stay on land for training personel. Both A1W and A2W designs had their coolant kept at 525-545 °F (274-285 °C) and in the steam generators, a pressure of 600 Psi at 535 °F (279 °C) was expected.

In CV-65 the final A2W combined a single A1W-A and a A1W-B units operating in tandem, on one turbine. This A3W reactor was also to be fitted on USS John F. kennedy until further refined into the A4W installed on USS Nimitz (CVN-68). The amazing fact was that the keel was laid down well before A1W reached its initial criticality and tests were still ongoing when she was launched. But the final combined A2W unit was ready to be shipped afterwards for completion. The whole process denoted great trust from the project’s proponents and the Navy as no delays were encountered during the completion phase, or during trials. Eventually by having eight Westinghouse A2W pressurized water reactors (PWR) in their four separate engine rooms, plus their own confinement cells, duplicated controls and safety backups, ensure long term operations even in a war zone, which was the case during USS Enterprise’s early career.

Finalized Powerplant

Four shafts, connected to four Westinghouse geared steam turbines, fed in turn by four Westinghouse A2W (acronym: A for Aircraft Carrier, 2 for second generation, W for Westinghouse) nuclear reactors, for a total of 280,000 shp (210 MW). The Westinghouse Turbines were connected to each a pair of reactors (1A – 1B, 2A – 2B, 3A – 3B, 4A – 4B), each rated for circa 150 MWt. The core life diverged, Cores 1 & 2 operated for 3 years, Cores 3 & 4 for an average 18.9 year. The steam power also fed many sub-systems, such as the four catapults, pretty hungry as jet aicraft grew in size considerably over time. But long stury short, these installation proved costly but safe. No nuclear incident was ever reported. The 280,000 MW were a dependable source of power at all times, which implied unlike classic boilers, which needed time to be heated up, these reactors were “heated” already when the ship was at anchor and technically “cold”. This power was there for all inboard systems in addition to the usual diesel generators used as APU rto supply electric current to the also power-hungry electronics suite.

Performances
Top Speed of USS Enteprise was 33.6 knots (38.7 mph; 62.2 km/h) as specified. Sea trials remains classified to this day, some authors affirming they would have no problem reaching 38+ knots of needed. Of course range was also unlimited, with a 20–25 years before the core change. Importantly, compared to previous designs, CV-65 had four 4-bladed propellers, 32 tons each and four rudders weighted 35 tons each, less in fact than her two anchors, 30 tons each.

A first in life end’s as well

Another aspect which was brand new in 2017 when USS Enteprise was decommissioned, was its “denuclearization”. Although major critical components were made of corrosion resistant nickel iron alloys, none really had an idea of the scale of degradation over so many years since she was commissioned. Replacing the core did not meant a full, torough inspection of all components. Thus in 2017, when sent at the Puget Sound Naval Shipyard & Intermediate Maintenance Facility to prepare the reactor compartments for disposal, this was uncharted territory. The standards that were required, also for recycling of components wrote the book concerning the fate of all Nimitz class aicraft carriers.

Auxiliary Power

USS Enteprise was equipped with diesel emergency generators to provide onboard electrical systems, in case the nuclear reactor were not able to provide the electricity aboard, through a derivation. See also. Details are unknown but they were overhauled and replaced in 1980.

Armament

The cost of construction consicted the radical decision of not equipping CVAN-65 with the interned RIM-2 Terrier missile launchers, leaving there “unprotected”. In reality she was under the tripple bubble of long-range and short range missiles of escorts, plus her own air group. However late in 1967, she received a prototype Basic Point Defense Missile System (BPDMS) installation. It consisted in two eight-round box launchers, each with a short range Sea Sparrow missile. A third BPDMS was fitted during also in 1970–1971.
Next these were updated with the new NATO Sea Sparrow (NSSM) and in the 1980s, three Mk 15 Phalanx CIWS mounts were installed for anti-missile defence, one later removed, replaced by two 21-cell RIM-116 Rolling Airframe Missile (RAM) launchers, the armament with which she ended her carrer.

BPDMS:

The RIM-7 Sea Sparrow was a derivative of the well-known air-to-air missile developed in the 1960s. The AIM-7E from the F-4 Phantom was adapted to shipboard use with surprising speed. The Basic point defense missile system was developed to procure any ship in the USN with limited space with a simple short range point defence SAM. It consisted in a single mount with two pairs of four canister launchers which had traverse and elevation. It was assited by a Mark 115 manned direction systems using illumination.
Each missile weighted 510 lb (230 kg), measured 12 ft (3.7 m) by 8 in (20 cm) in diameter, wingspan when deployed 3 ft 4 in (1.02 m). It carried a proximity fuzed, expanding rod warhead (27 ft (8.2 m) kill radius). It was propelled by an Hercules MK-58 solid-propellant rocket motor to 10 nmi (19 km) at 4,256 km/h (2,645 mph) and guided by semi-active radar homing.

RIM-166 RAM:

The last system installed on CVN-65, it was designed to replace the BPDMS, also as short-range. However the launcher had more vectors. It was developed by Raytheon, Diehl BGT Defence by the 1980s and entered service in 1992. Thesystem fired guided rockets 73.5 kg (162 lb)2.79 m (9 ft 2 in) long, 127 mm (5.0 in) in diameter, with a fin span of 434 mm (1 ft 5.1 in)/ Each was capable of Mach 2.0+, carrying a 11.3 kg (24.9 lb) blast fragmentation warhead and had a 10 km range (6.2 mi). Each of these used three guidance modes, passive radio frequency or infrared homing or infrared/radio dual-mode. The missile is basically a derivative of the famous AIM-9 Sidewinder. Each launcher had 21 tubes (so 21 missiles).

Upgrades

For armament in September 1966 she received two octuple Sea Sparrow SAM (16 RIM-7) and in 1982, three more Sea Sparrow SAM (Mk 57) and three six-tubes 20mm/76 Mk 15 Phalanx.
By 2005 she received one more Phalanx CIWS and two 21-tubes RAM SAM (42 RIM-116).

Sensors

In total, the USS Enteprise was fitted with the SPS-10, SPS-32, SPS-33, SPN-6, SPN-10, SPN-12 radars and the ULQ-6 ECM suite.
But when she entered service, she had one of the most ambitious system ever developed by the USN and arguably -by any nation to that point. CVN-65 was the second ship (after USS Long Beach) equipped with SCANFAR.

SCANFAR (1960)

SCANFAR was in short, an early ancestor of AEGIS. It was a multiple airborne targets tracking systm, whereas conventional rotating antenna radars of the time could only track one. SCANFAR comprised two radars, the AN/SPS-32 and the AN/SPS-33. The first was the Hugues long-range air search and target acquisition radar, completed by AN/SPS-32, the large square array used for 3D tracking, whuch when combined formed a massive “cube” over and under which were installed the bridges on the carrier’s island. This system was not only huge, it was complex, sensible, and took a massive power drain on the electric system. All the AN/SPS-32 vacuum tubes broke often and needed constant replacement, which proved a nightmare on the long run. The SPS-32 had a range of 400 nautical miles (large targets) down to 200 (fighter-size).

EEW Andrew Alford AA-8200:
In addition there bridge was topped by a caracteristic dome containing a new tailored electronic warfare suite Andrew Alford AA-8200 dipole antennas, six rows of antennae around, the upper rows being encased in fragile piping radomes. This other complex and costly system, which never received a navy designation, was latter eliminated.

Deletion
The whole system was deemed obsolete and replaced around 1980, the island being completely modified under the lines of the Nimitz class. Although SCANFAR was ahead of its time, its electrical beam steering mechanism was problematic and USS Enteprise was the only ship, apart long Beach to use it. These humble beginnings into the “phased array” type radar would evolved and mature many years later as the Aegis AN/SPY-1, far more reliable and practical.

Electronics Upgrades

CVN-65 Island in 1990
In the 1960s she had the SPN-6 radar and ULQ-6 ECM suite but received in addition the SPN-35A radar, and the WLR-1, WLR-3, WLR-11 ECM suite.
In September 1966 to assist her new Sea Sparrow launchers, she receiced two Mk 51 and SPS-58 radars.
In 1968 she received a SPS-12 radar. However the greates updrade was in February 1982:
She had the SPS-32, SPS-33, SPS-10, SPS-58, SPN-10 and SPN-12 radars, but received the LN-66 and six Mk 95 fire control radars, as well as the SPS-48C, SPS-49, SPS-65, SPN-41, SPN-42, SPN-44 radars plus three Mk 90 FCS radars and the new WLR-8 and SLQ-17(v)4 ECM suites (SLQ-29 system), as well for chaff defence, four Mk 36 SRBOC decoy RL systems and the TFCC. For satnav she received an upgraded NTDS and the ASCAC system.

The last modernization phase was in the early 1990s: Sge received the SPS-73, SPS-64(v)9, SPS-67(v)1, SPS-48E, SPS-49(v)5, SPN-43A radars as well as for fire control, two SPN-46, and a Mk 23 TAS radar. For electronic warfare, she had the WLR-1H(v)7, the new SLQ-32(v)4 ECM suite, the upgraded Mk 35 SRBOC decoy launchers and the SLQ-25A SSTDS torpedo decoy system.
The ultimate addition was in 2005 when she received a Mk 90 radar.

Aircraft Facilities

The total operation area represented 20,400 m², or 6,537 m² acres, with a hangar internal volume of 49,680 m³. The Flight deck measured 331.6 by 77.7m in width, greater than any previous class. The The Flight Deck Area represented 4.5 acres (18,211 m2). She had four catapults, two at the forward deck section, two on the angled landing strip section admidships, using the same model. She also a jet blast deflector barrier behind each of the catapult, a fixed crash barrier mid-way aft on the landing deck, two net barriers and four arrestor cables, with hydraulic braking systems.

Flight Deck vehicles:

A rarely discussed topic. On the WW2 carriers of the Essex class and Midway, “classics” were the Clark tractor 6 introduced on its aircraft carriers since mid 1942, for towing piston-engine aircraft, including the large Avenger. From late 1943 was introduced the BNO-40 Flight Deck Tractor, used up to years after the Korean war. It was still used for piston-engine aicrafts, but with the new jets weight, a more powerful vehicle was required. Thus, the MD-1 Flight Deck Tractor was introduced in the early 1950s, first dedicated jets tractor. MD-1s were notably employed to start up aircraft jet engines prior to takeoff, using gas turbine start units. They were used on the modernized Essex and on the Forrestal class.

At the time of the CVN-65 construction (and the later Kitty Hawk class CV-66-67), the MD-3 Flight Deck Tractor was about to be introduced. It was capable of handling jets that were potentially on the 15 tonnes range, such as the 26,600 lb (12,066 kg) Grumman Tracer, but not the massive North American A-5 Vigilante (63,085 lb (28,615 kg) GRW). This was however the first US purpose-built shipboard tractor, and in standard had the jet aircraft start unit, housing a gas turbine air compressor. It was also adopted for the first US helicopter carriers. Next came the A/S32A-31A Flight Deck Tractor, capable of towing much heavier models, it became the second stanndard for the Kitty Hawk class, USS Enterprise but also the Nimitz class carriers (and is still used today) as the A/S32A-32A Hangar Deck Tractor. As for personal transport plus aircraft towing vehicle, the good old WW2 Willys Jeep was used, and maintained up to the 1950s, before being replaced by dedicated tractors or the CJ3A (G503) starter/towing Jeep. She was also equipped with the A/S 32A-35 Crash crane vehicle.
ref

Hangar:

Hangar view in 1964
The Hangar measured 223.1m x 29.3m x 7.60 m (731 x 95 x 25 ft). The main tranverse aft landing Area was 104,85 meters (344 feet). Internal hangar aircraft Capacity was 75 aicraft, the remainder being parked outside, and the Hangar Bay Area was 3.5 acres (14,165 m2).
Catapults: Four C13 catapults, steam-powered, 286 feet (87,2 meters) long. They were steam-powered, and the largest ever fitted on an aircraft carrier. In theory they could launch a fully loaded 20 tons aicraft, which proved handy when dealing with monsters such as the Skywarrior and the Vigilante.
Elevators: There were four deck-edge elevators, 40t, 21.4/25.9 x 15.9m (70/85 x 52 ft) instead of three on the Kitty Hawk and Forrestal classes.
Aircraft fuel stowage: 363,300 l of petrol and 9,380,000 l of JP-5 jet fuel.
Aviation ordnance stowage: 1,800t (since early 1970s 2,524t).

Air Group

As initially defined, it revolved around 90 aircraft. Back in 1960 there were planned to be possibly the following fighters:
-North American FJ Fury, McDonell F2H Banshee, Grumman F9F Panther, McDonnell F3H Demon, Douglas F4D Skyray, Vought F8U Crusader, McDonell F4H Phantom II.
As for attackers, the Douglas AD Skyraider A3D Skywarrior, A4D Skyhawk as well as the reconnaissance versions F2H-P, F9F-P, OE, A3D-P, F8U-P, F4H-P. AD-Q, F3D-Q, A3D-Q ECM planes, AD-W, WF EW planes, S2F ASW planes, TF cargo planes, HRS, HUP, HSS, HUS, HOK, HUK, HUL, HR2S, HSS-2 helicopters. A wide panel, but in reality it was more modern and simpler when completed.

Early Air Group

In 1966 she allegedly carried tenty-four F-4B Phantom II fighters, twenty-four Douglas A-4C Skyhawk, twelve A-6A Intruder, six A-3B Skywarrior and three RA-5C Phantom II, three RA-3B Skywarrior, three EA-3B Skywarrior, four E-2A Tracker and four Kaman UH-2A Seasprite ASW/SAR helicopters.

Author’s rendition of a F8E Crusader superiority fighter from VF33, CVAN 65 (USS Enterise) circa 1962, first certification flights.

F4B Phantom II from VF-143, CVAN-65

Douglas A4C Skyhawk, VA-94, USS Enterprise

Author’s rendition of the North American A5A Vigilante, VAH-7 “Peacemakers”, CVAN-65, 1962

Douglas A1H Skyraider, VA-65, USS Enterprise 1965

Early air Group, at the time of the Vietnam War, artwork by Artwork by Stéphane Garnaud on navsource.

1970-80s Air Group

From 1975 and for the 1980s, she operated about the same air group, composed of the following:
-twenty-four Grumman F-14A Tomcat Fighters
-Twenty four Grumman A-7E Intruder attackers
-Twelve Vought A-6A Corsair II Attackers
-Three North Am. RA-5C Vigilante reconnaissance aicraft (long range, high speed)
-Four Grumman EA-6B prowler EW aircrafts
-Four Northrop Grumman E-2A Hawkeye long range surveillance aircraft
-Four KA-6D and ten S-3A or eight SH-3H helicopter for ASW/SAR.

Vought A7E Corsair II, VA97

Grumman E1B Tracer, VAW-111

1990-2000s Air Group

In 1999 she had twenty F-14A completed by no less than 36 F/A-18A/C multirole fighters and still four EA-6B, 4 E-2C and 6 S-3A, 4 SH-60F helicopters.
In 2003 she operated only ten F-14B, twelve F/A-18A+ and twenty-four F/A-18C, in complement were four EA-6B, and four E-2C and for helicopters, eight 8 S-3B, six SH-60F, two HH-60H.
In 2006 her last air group comprised twenty-four F/A-18E/F, and the same of F/A-18A/C (48 Hornet in all), plus four EA-6B, 4E-2C and two C-2A transport planes, plus six SH-60F/HH-60H helicopters.

F-14A deployed in CVAN-65. She was the first carrier to operate these.

Upgrade history

Post overhaul sea trials, off Washinghton, February 1982
Between November 1964 and July 1965 she had a complex overhaul, with her main mast raised and second yardarm added.
By June 1966-September 1966 out of Vietnam TOD, she had her waist catapult bridle catcher removed and two Mk-25 BPDM added.
In January 1969-March 1969 she was Repaired after the explosion and fire damage, but no addition was made.
In January 1979 to February 1982 she had her most complex Overhaul to date, with her mast replaced, ECM dome removed; SPS-32/33 arrays replaced with SPS-48/49 and 3 CIWS added. She was given a forward port sponson while her forward starboard one saw a Mk-29 added and for the aft port BPDM replaced with also with a Mk-29, plus the aft starboard BPDM removed.
In October 1990-September 1994  Second largest overhaul with core refueling and an aft boarding dock added.
In September 2004-October 2005 she saw RAM replacing Mk.29 CIWS at the forward port sponson and aft starboard sponson.

Misc. Facts

-Length of Ventilation: About 37 miles (60 kilometers)
-Length of Electrical Cables: About 625 miles (1005 kilometers)
-Water Distillation Plant Capacity: 350,000 gallons (1325000 liters / 1325 cubic meters) daily
-Number of Compartments: 3,500+
-Daily Meals Served Underway: 20,000+
-Services: General Store, 2 Gyms, 2 Barber Shops, Laundromat, Print Shop, Chapel, Library, Television Station and Studio, Coffee Shop, Daily Newspaper distributed underway 

Gallery

Coat of arms

USS Enteprise under the Golden Gate bridge

Defense.gov News Photo hornet on uss Enteprise

Evolution of US Carriers. Note the USS Enteprise is the longest, but not the widest (Reddit)

Author’s illustration of the USS Enterprise

⚙ specifications 1965/82/90
Displacement	71 277t 1965, 93,284 long tons Full Load 1990s
Dimensions	1,088 x 132.8/257.2 x 39 ft (332 x 40.5/78.4 m x 12m)
Dimensions post refit	Same but 1,123 ft (342 m) long
Propulsion	4 shafts Westinghouse turbines, eight A2W reactors 280 000 shp.
Speed	33.6 kn (38.7 mph; 62.2 km/h)
Range	Unlimited, core change 20-25 yrs
Armament	None when commissioned, later Sea Sparrow, CIWS, RAM
Protection	8-in aluminium belt, 4-in STS and later Kevlar, see notes
Sensors	Radar SPS-32, 33.
Aviation	90 max, 60 normal Aircraft, see notes
Crew	3325+1891+71 (Ship’ officers & ratings, air crew, Marines)

*Height (Keel to Mast): 250 feet

An exceptional Career 1963-2012

Commissioning and trials

Commissioned on 25 November 1961 under command of Captain Vincent P. de Poix, in command, she prepared for her final sea trials and training, and from 12 January 1962 departed for her maiden voyage and extensive shakedown cruise with many tests and exercises all along to shape up the crew and determine her full capabilities. She was after all a nuclear-powered prototype. On 20 February 1962, she made her first “space mission”, by tracking Friendship 7’s (Project Mercury) space capsule flight, with Lt.Colonel John H. Glenn, Jr aboard in the first US orbital spaceflight. CVAN-65 came back at Naval Station Norfolk on 5 April 1962 for post-shakedown fixes.

A3J-1 Vigilante of VAH-7 and F8U-1 being launched in 1962

On 25 June 1962, the new carrier started her active life, being asigned to 2nd Fleet for a first operational deployment, training off the US East Coast and taking part in LantFlex 2-62, a nuclear strike exercise with USS Forrestal (6–12 July). In August she joined the 6th Fleet for her first Mediterranean Sea deployment and was back in Norfolk, Virginia on 11 October 1962.

1962 Cuban Missile Crisis

President Kennedy aboard USS Enterprise watching maneuvers in April 1962
In October 1962, the carrier saw her first international crisis deployment, following the revelations of Soviet nuclear missile launch sites on Cuba. As a response a large naval buildup was ordered by president JF Kennedy, with the Atlantic Fleet deployed in numbers, and from 22 October implementing the “quarantine” (blockade) of Cuba. 2nd Fleet carriers were grouped into Task Force 135, deployed to enforce it: USS Independence, Essex, Lake Champlain, , USS Enteprise and the crisis was defused on 28 October after tough negociations.

Mediterranean Service

Task Force 1, the first nuclear-powered task force. Enterprise, Long Beach and Bainbridge in formation in the Mediterranean, 18 June 1964. Enterprise has Einstein’s mass–energy equivalence formula E=mc² spelled out on its flight deck. Note the distinctive phased array radars in the superstructures of Enterprise and Long Beach.

In 1963–1964, she was under command of Captain Frederick H. Michaelis for a second and third deployments in the Mediterranean. The third saw her taking part in Operation Sea Orbit (photo), the world’s first nuclear-powered task force, with USS Long Beach and Bainbridge. The concept was a replica of the early 1900s great white fleet, but with an all-nuclear task force sailing around the world, reassuring NATO and US allied nations.
On 25 February 1964, the carrier saved a sailor of the Finnish merchant ship Verna Paulin of Souda Bay in Greece, treated by a surgeon transferred by helicopter. In October 1964 she was back in Newport News for her first Refueling and Overhaul: All eight nuclear reactors already with 200,000 nmi (230,000 mi; 370,000 km) under their belt, were refuelled and two propeller shafts replaced. Electronics were also updated adn the process ended on 22 June 1965, in time for a first wartime deployment.

USS Enteprise in Vietnam

In November 1965, the nuclear carrier was transferred to the Pacific 7th Fleet, crossing Panama and reporting to NAS Alameda in California. On 2 December operation commenced against the Viet Cong near Biên Hòa City, as part of Carrier Division Three, operating Carrier Air Wing Nine (CVW-9) and escorted by the nuclear-powered cruiser USS Bainbridge and the missile destroyers USS Barry and Samuel B. Roberts. In total she performed 125 sorties the first day, dropping 167 short tons of ordinance on supply lines. On 3 December, she broke her record with 165 sorties.

1st deployment

USS Enteprise in the Gulf of Tonkin, May 1966

In January 1966, as part of Task Force 77 deployed in the Gulf of Tonkin she was flagship of Rear Admiral Henry L. Miller, Commander Carrier Division 3 (CarDiv3) and had a new captain, James L. Holloway III, with 350 officers and 4,800 men aborad as the fleet’s HQ. CVW-9 deployed four squadrons under command of F. T. Brown, but also the fighter squadron VF-92 (E. A. Rawsthorne), VF-96, (R. D. Norman), VA-93 (A. J. Monger), VA-94 (O. E. Krueger), the firsts with Phantom II, the latter with A-4C Skyhawks. VA-36 (J. E. Marshall) and VA-76 (J. B. Linder) also depliyed the A-4C Skyhawk but RVAH-7 (K. Enny) deployed the RA-5C Vigilantes for high speed recce. RADM Miller was later relieved by RADM T. J. Walker on 16 February 1966 and he praised the ship’s performance, presenting air medals to 100 personal.

When USS Enteprise departed the Gulf of Tonkin on 20 June 1967 her air group totalled 13,400 battle missions in 132 days, over 67,630 miles. VADM Hyland praised also the ship, saying “the entire Air Wing Nine has earned a resounding ‘Well Done’.” She dropped anchor at Subic Bay on 22 June (Philippines) for resplenishment and crew’s leave. She departed on 25 June back to Alameda, arriving on 6 July.

2nd deployment

There, she started her overhaul as Captain James L. Holloway took command. When completed on 5 September 1967 she made her post-refit sea trials on 7 September, and sailed from San Francisco Bay to San Diego to take aboard CVW-9 and make her refresher training off the California coast before heading back for the Pacific and 7th fleet.

She stopped in Sasebo, Japan in January 1968 at the time USS Pueblo was seized by North Korea. There, she became flagship of TF 71 under Rear Admiral Epes in response to that serious incident, patrolling South Korean waters for a month (Operation Formation Star). Tensions decreased and USS Enterprise returned to Yankee Station on 16 February 1968. After a lighter sorties rythm, she was sent back to NAS Alameda on 18 July (she crancked up during this second Vietnam TOD some 12,246 sorties of which 9,182 were actual combat). She had a short overhaul in Puget Sound until 26 September and was back to Alameda, preparing her third deployment with the 7th Fleet in Vietnam.

USS Enterprise 1969 fire

USS Entreprise 1969 accident
On the morning of 14 January 1969, while under escort of USS Benjamin Stoddert and Rogers, a short and cook off provoked ignition and launch of a MK-32 Zuni rocket, loaded on a parked F-4 Phantom being prepared for a sortie (as later shown by video deduced by the enquiry). The rocket flew straight into more stored ordnance and JP-5 filled tanks under other planes, making an explosion set off multiple fires and additional explosions across the flight deck. The hangar was spared, but it took some time to put the fires under control, much faster than on USS Forrestal in 1967.

In all, 27 sailors were KiA, 314 sailors injured, 15 aircraft had been destroyed, and the flight deck’s upper plating had buckled so much under heat no landong was possible. This force the carrier to sail off for repairs at Pearl Harbor NyD. All the plating was replaced and it was over on 1 March 1969, so she can resume her WESTPAC deployment at Yankee Station, in the Tonkin Gulf, delayed by what happened in the eastern Sea of Japan.

CVAN-65 burning, stern view

Indeed, on 14 April 1969, tensions with North Korea took a new height when a North Korean jet deliverately shot down a Lockheed EC-121 Warning Star patrolling over the eastern Sea of Japan from Atsugi base in Japan. Task Force 71 was reactivated in response, deploying air groups to patrol these international waters. Enterprise joined later USS Ticonderoga, Ranger, and Hornet and their escorts. She arrived by late April and took part in the largest show of force in the area since 1952.

4th-5th Vietnam deployments

In 1969–1970, CVN-65 was back in Newport News Shipbuilding for a long overhaul and refitting, with post-refit sea trials completed by January 1971, having new nuclear reactor cores setup to last 10 years. On 11 June 1971 under command of her new captain, Forrest S. Petersen she received CVW-14 onboard for her fourth deploymeny in Vietnam.
There, she joined USS Oriskany and Midway and together they launched 2,001 strike sorties up to 30 July 1971. They had to leave the area three times to flee the typhoons Harriet, Kim and Jean. These were visual strikes on enemy troop positions combined with helicopter operations. On August–November 1971 Enterprise operated from Yankee Station and by December 1971 changed command with Captain Ernest E. Tissot, while she sailed in the Bay of Bengal as the Indo-Pakistani War of 1971 developed. This was a deployment turned against India’s naval blockade on Pakistan from INS Vikrant, complicated by the presence of a Soviet submarine trailing the task force. USS Enterprise then returned to Southeast Asia to avoid escalation in the area. He last leg for this 4th deployment ended on 12 february 1972.

6th Vietnam deployment

She made a 6th deployment, this time in the South China Sea from 12 September 1972 with CVW-14 onboard and on 18 December she resumed bombing sorties beyond the 20th parallel as part of Operation Linebacker II with other carriers on station. They also laid minefields in Haiphong harbor and tried to protect USAF bombers by dealing with SAM and AA sites. They also targeted artillery positions and barracks, but also infrastructure plus the Haiphong naval Bas itself, denying the North Vietnamese Fleet any sortie.

These tactical air attack sorties concentrated moslty on the coastal areas (notably Hanoi and Haiphong) leaving the USAAF dealing with more inland objectives. 705 Navy sorties were performed by USS Enteprise and but operations were hampered by bad weather. By December 1972, Linebacker II was terminated and on January 1973 cease-fire was announced. On 28 January there were only 81 combat sorties over Laos and the Ho-Chi-Minh trail. They were forced to fly in a narrow corridor to get there, between Huế and Da Nang. The Laotian government requested this assistance, not having signed a ceasefire. This went on until 12 June 1973 and the carrier returned home.

CVAN-65 returning from Hanoi, Vietnam 1975.

Back Home (1973-75)

USS Enterprise arrived for a refit and overhaul at Puget Sound Naval Shipyard in Bremerton (Washington, North Pacific coast) most of which was dedicated to the arrival of the latest USN fighter, the Grumman F-14 Tomcat. Two jet blast deflectors were enlarged notably. One shaft was also replaced, bent after a discarded arresting gear cable was caught by the propeller.
On 18 March 1974, Tomcats from VF-1 Wolfpack and VF-2 Bounty Hunters arrived for carrier qualifications and by September she was the first carrier to deploy tomcats for her 7th WESTPAC.
Before arrival, on February 1975 she was detached for humanitarian assistance of Mauritius, badly hit by Typhoon Gervaise, providing disaster relief from Port Louis. Personal from the carrier helped restoring water, power, telephone, clearing roads, provided medical, food and drinkable water.

Operation Frequent Wind (1975)

In April 1975 she departed for a massive deployment with USS Midway, Coral Sea, Hancock and Okinawa off South Vietnam, this time loaded with helicopters to provide evacuation of personal as North Vietnam launched a new, unstoppable invasion. Soon, on 29 April, Saigon was under direct attack, and Operation Frequent Wind was was started, with U.S. Marine Corps helicopters, evacuating American citizens and collaborating Vietnamese personal from Saigon, until the city fell.
This operation was ordered by President Gerald Ford after aviation evacuation from Tan Son Nhut Airport was precluded by North Vietnamese shelling. Helicopters operated under constant fighter cover and they notably landed at the US Embassy and in a DAO Compound, picking up evacuees in such numbers that extra space had to be found when returned. The last helicopter famously left the roof of the embassy at 7:53 am on 30 April, with the rearguard defending 11 Marine Security Guards. VF-1 and VF-2 flew 92 sorties, the first by the F-14 Tomcat.

Post-Vietnam Service

8-9th WESTPAC deployments

In July 1976, USS Enteprise departed home (Alameda) for her 8th deployment in the Pacific, and in October, took part in exercise Kangaroo II with the ANZUS, Australian and New Zealand Navies vessels. She also for the first time visited Hobart in Tasmania in November 1976. By February 1977 there was a new crisis as Idi Amin (Uganda) tool US Citizens as hostages several months after the Israeli raid at Entebbe airport. USS Enterprise called Mombasa back for Asia, and were redirected off the east African coast, staying there to “how the stick” for about a week. The Marine detachment were prepared for a possible rescue mission and evacuation, until Amin released all hostages. She then departed for the Indian Ocean and dropped anchor at NAS Cubi Point, Philippines and steamed back home to NAS Alameda.

USS Enteprise post overhaul service, 1st November 1982

In 1978, she started her 9th WESTPAC deployment, stopping at Hong Kong, Perth, and Singapore. She was back home in December and by January 1979, she was sent into Puget Sound for a major overhault, over 36-month which notabl consisted in removing her SCANFAR radars and cone and making many more modifications. This all ended in 1982.

10th WESTPAC deployment

In 1982, after post-refit sea trials and a refresher crew, receiving her new air group, USS Enteprise departed 10th WESTPAC, without issue. But while back home in April 1983 she ran aground on a sandbar, in San Francisco Bay, being stuck there for several hours. Robert J. Kelly was in command at the time, later a 4-star admiral, CinC U.S. Pacific Fleet, managed the issue quite well at the time. Later in 1983, USS Enterprise was deployed with USS Coral Sea and Midway off Alaska for FLEETEX 83 exercise.

CVN-65 after refit in 1982

11-12th WESTPAC deployments

USS Enteprise in Subic Bay, 1986
In 1985 her 11th Pacific deployment started, until late at night on 2 November 1985 (with Captain Robert L. Leuschner, Jr. in command), she struck Bishop Rock, Cortes Bank, badly damaging the outer hull. The rock created a gash 100 ft long. The repairing cost was $17 million while Leuschner was relieved of command on 27 January 1986, replaced by Captain Robert J. Spane. For the first time she received the FA-18 Hornet in partial replacement of her Tomcats (she kept both for about a decade).

In 1986 she made her 12th WESTPAC from 15 January 1986, leading Battle Group FOXTROT (Truxtun, Arkansas, O’Brien, Reasoner, Lewis B. Puller, McClusky, David R. Ray, Wabash) into the Indian Ocean and stopping at Hawaii in Subic Bay and in Singapore along the way, and by 28 April 1986, USS Enterprise entered the Suez Canal, first nuclear carrier to do so.
She went through the Red Sea and entered the Mediterranean to relieve USS Coral Sea on station off the coast of Libya during a new crisis. She teh took part in Operation El Dorado Canyon, the aerial reprisal bombing of Libya. RADM J.T. Howe replaced during this operation by RADM Paul David Miller.

USS Enterprise, USS Truxtun, USS Arkansas underway in the Pacific Ocean on 17 September 1986

3rd MED deployment

In February 1988, she started her 13th deployment and third in the Mediterranean, again fromthe east coast and via the Indian Ocean and Suez Canal, assigned to Operation Earnest Will. The goal was to escorting reflagged Kuwaiti oil tankers in the Persian Gulf, under Iranian threat. On 14 April Samuel B. Roberts struck an Iranian mine in international waters and Operation Praying Mantis followed, with multiple USN strikes against Iranian targets, notably Iranian oil platforms used as support bases for merchant shipping attacks. CVW-11 also destroyed two Iranian frigates, one sink, the other damaged beyond repairs while providing air support and cover.

In September 1989 “Big E” started her 14th deployment, this time an around-the-world cruise supposed to end at Naval Station Norfolk, Virginia, West Coast. In December 1989, she took part with USS Midway to Operation Classic Resolve under the Bush administration, in response to Philippine President Corazon Aquino’s request for support during a rebel coup attempt. The carrier remained in Manila Bay until the end of the crisis.

The 1990s

In April 1990, USS Enterprise had completed her world-spanning deployment and as planned entered Norfolk in Virginia with 43,000 mi (69,000 km) under her belt. By October, she entered Newport News for refueling her nuclear cores and her largest and complex overhaul to date. It ended on 27 September 1994, and she sailed for sea trials with Captain Richard J. Naughton in command. She proved she can reach the same speed, or even exceed the speed she had during her 1961 sea trials. This refit deprived her of eny participation into the 1991 Gulf War.

SEALs training in close security around USS Enteprise, Mediterranean 24 August 1996.

On 28 June 1996, she departed for a 15th deployment, this time off the Balkans in the Mediterranean: She was to create a no-fly zone in Bosnia (Operation Joint Endeavor) and later, she ws relieved and went to the rea sea to participate in Operation Southern Watch over Iraq, until December 1996. By February 1997 back home, she entered Newport News for her first “selective restrictive availability” over 4.5 months, and skeleton crew.

By November 1998 she made her 16th deployment with CVW-3 onboard. In the night of 8 November, a Northrop Grumman EA-6B Prowler crashed into a Lockheed S-3 Viking when landing during night carrier qualifications. The problem was caused by the S-3 not yet clearing the landing area in time. Only the S-3 could be repaired later. The entire crew of the EA-6B died as it went overboard and crashed on water, while the two pilots of the S-3 ejected in time and only had injuries. The spilled JP-5 caused a major deck fire, quickly extinguished by the crews.

On 23 November 1998, USS Enterprise arrived on station in the Persian Gulf to relieve the Nimitz class USS Dwight D. Eisenhower. She made a call at Jebel Ali in the UAE, and hosted there former President George H. W. Bush (a former USN WW2 aviator) for a live concert by Hootie & the Blowfish.
In December 1998 she “led the pack” for Operation Desert Fox: Her air group struck Iraqi military targets in complement of 300 Tomahawk missiles, delivering 691,000 lb (346 short tons) of ordnance during the 70-hour assault, assisted by her escort USS Gettysburg, Stout, Nicholson and Miami.

She was back off the Balkans and visited Cannes, southern France after the Račak massacre and Rambouillet Peace talks failure. She was back later in the Adriatic. In March 1999 she returned in the Persian Gulf, relieving USS Carl Vinson for Operation Southern Watch and was back in Norfolk by May 1999. During this deployment she covered 50,000 nmi (93,000 km or 58,000 mi) with 151 days at sea and underway. USS Enterprise’s Battle Group inaugurate the IT-21 external and internal communication system using Satellite, Internet, email, and television.

Byn March 2001, USS Enterprise took part JTFEX 01-2 in the Caribbean Sea, during which the Bundesmarine deployed U24 (Type 206) which famously managed to approach and “sink” USS Enterprise with a photograph through periscope as proof, then surfacing to launch flares. This prompted some reaction after recent developments in diesel submarine acoustic evasion. On 25 April 2001, USS Enterprise made her 17th deployment with CVW-8 on boar and under command of Captain James A. Winnefeld, Jr. On 18–28 June she took part in an exercize with the Royal Navy in the North Sea, off the Hebrides Islands and Scotland.

Next, she sailed in emergency after hearing news of the September 11 attacks, without orders via Southwest Asia even outrunning her escorts to the Persian Gulf. In October 2001 air attacks started against Al-Qaeda camps and Taliban installations throughout Afghanistan. For three weeks her air group flew close to 700 missions, spending 800,000 lb (360 t) of ordnance. On 10 November, she was back in Norfolk, after hosting a live two-hour broadcast of ABC’s Good Morning America. On Pearl Harbor Day she hosted President George W. Bush which addressed sailors from the flight deck.
In January 2002, she made a year long overhaul in Norfolk Naval Shipyard and Selected Restricted Availability period.

Iraq War

From September 2003 (Until February 2004), under command of Captain Eric Neidlinger she was deployed to relieve one of the four carriers on station during the invasion, with Admiral James Stavridis commanding the battle group. Her air group reflected her role, to provide air support (mostly air cover) for Operation Iraqi Freedom. She carried only F/A 18 Hornet fighters, no attack plane, escorted by USS Cole. She was also touring with some personalities on board giving talks and performances. She stopped on the way home in Jebel Ali (Bahrain), Naples, and Cartegna.
USS Enterprise Sailors became TV celebrities during the Paramount Television series “Enterprise” presetning the ship in 2003.

E-2C from VAW-123 in 2005

In 2005, she made a short shipyard overhaul at Newport News but while making her yard sea trials she hit a sand bar: All her eight reactors were shut down by the shock and she started to go adrift on emergency power for three hours. Tugs caught her and she was brought back to Norfolk Naval Base while nuclear machinists clearned her condensers. In May 2006, she sailed for another deployment, of six months, in a “world tour”, visiting the 6th, 5th and 7th Fleet, between Operations Iraqi/Enduring Freedom, stopping en route to Dubai and Hong Kong, and back to Norfolk on 18 November 2006. On 19 December 2007, she made a thord deployment, again of six month to the Persian Gulf.

“Big E” last overhaul (2008-2009)

In April 2008, she entered Newport News shipyard (now part of Northrop-Grumman) for her last major overhaul, lasting 18-month and her “Extended Docking Selected Restricted Availability”; It was secheduled to end in September 2009. Maintenance was done but as the number of elements to replace made costs rising fast, well above projections, the Navy place a decommission date to 2014 for the veteran of USN Carriers. On 6 April 2009 CNO Admiral Gary Roughead announced he would obtain a faster decommission through congressional approval, so the overhaul was completed for just a final deployment. Thus, the Navy planned to have “only” ten active aircraft carriers until the Gerald R. Ford was expected to be launched in 2015. In October 2009, Public Committees agreed with the recommendation and the decommission was programmed for 2013, with still made for a symbolic, staggering 51 years of service…

SPS-48 Radar in 2010

Last deployment and decommission (2009-2013)

USS Enterprise anchored off Naples on her last deployment

After a cost of $662 million (46% over budget, 8 months more than planned) completion of the overhaul was achieved and she was ready for her last deployment, sailing out the yard on 19 April 2010, making her post-refit sea trials . The Navy announced two yearly six-month deployments before her 2013 decommission. But before the first started in January 2011, she took part in an internal movie by the current XO, Captain Owen Honors, in “XO Movie Night”, that was leaked publicly and caused some stir in the press by its content. On 4 January 2011, Admiral John C. Harvey, Jr. blamed him despite of the crew’s support. Captain Dee Mewbourne became her new XO and in the wake of the scandal some 40 officers ratings were disciplined.
At last on 13 January 2011 she departed with Air Wing One aboard escorted by the Ticonderoga class guided-missile cruiser USS Leyte Gulf, and the Burke class USS Barry, Bulkeley, and Mason. In February 2011, she was involved in a rescue of US citizens captured by Somali pirates.

Back to Norfolk on 15 July she retured with 75 Somali pirates aboard, also participating in the bombing raids over Libya. On 17 August 2011, Captain William C. Hamilton, Jr. too command, and she was prepared in March the next year for her last deployment, joining off Norfolk the escorts of her Carrier Group, USS Vicksburg, Porter, Nitze and James E. Williams. On 9 April 2012 this was named Carrier Strike Group 12, assigned to join USS Abraham Lincoln in the Persian Gulf. In October 2012 she crossed the Suez Canal for the last time, and visited Naples on 16–21 October to close a long 50-years loop since her service start. The city was indeed her very first foreign port call.
On 4 November 2012 she was back at Naval Station Norfolk in Virginia, having cranked up some 81,000 miles, 238-day at sea in the Persian Gulf, 2,000 sorties for Operation Enduring Freedom in Afghanistan.

Decommissioning

Deactivation started on 1 December 2012 at NAS Norfolk at a cost of $857.3 million in depot maintenance FY2013. As the first US nuclear-powered aircraft carrier decommissioned many questions were in the air. Between her name and exceptional service, plus historical significance, it was not long before many asked for her preservation as a museum ship. However it was soon objectd as way too expensive, given she was to be denuclearized first. A petition also called for the next carrier to be named as the USS Enterprise, but it was not to pass. The Gerald Ford class following ship was named JF Kennedy but indeed the third, CVN-80, laid down on 5 April 2022 for an expected launch on November 2025 as scheduled will indeed become the 9th of the name.
In 2013, Enterprise, considerably lightened, without mast, was towed to Newport News for the complex operation of de-fueling her reactors before being properly broken up.

On 8 February 2013, the DoD announced that postponements of several operations, including the planned de-fuelling of USS Enteprise amidst budget sequestration. But this also concerned mid-life overhauls for two Nimitz-class carriers, and the contract was eventually awarded to Huntington Ingalls Industries, by June. By October 2014 the carrier anchors were transferred to the Nimitz-class USS Abraham Lincoln. In early 2017, CVN-65’s material was announced to be reused to built CVN-80, the new USS Enteprise, and this represented 35,000 pounds of steel. Former crewmen and officers also created a time capsule using her steel and wood to preserve her history for USS CVN-80.

CVN-65’s final reactor was defueled in December 2016 and full decommission was acted on 3 February 2017 (there was a ceremony before) and she was stricken from the Naval Vessel Registry. Recycling was delayed as were discussed “environmentally responsible” approaches. On 10 April 2018, Newport News announced the inactivation complete and she was towed to Hampton Roads for disposal.
In 2019 as planned one of her anchors was transferred USS George Washington (CVN-73) while refitting at Newport News.
Current status:
The ship still exists today, and due to limited capcity her recycling still has not been done (and delayed by COVID). By mid-2022 Newport News Shipbuilding won an $11 million contract to store the vessel until September 2024, pending further decision. It seems the wishes of those who wants to preserve her are not completely hopeless, but chances she is converted as a museum ship are very slim to say the least, owing the new policy of recycling ships, and complicated by her nuclear-powered status and contamination. USS Long Beach for example as of May 2018 had her inactivated hull and reactor compartments remaining in long-term storage, whereas USS Nautilus was granted the status of Museum Ship.

Read More

Books

Blackman, Raymond V. B., ed. (1971), Jane’s Fighting Ships 1971–72, Jane’s
Cracknell, W. H. (1972), Warship Profile 15: USS Enterprise (CVAN 65) Nuclear Attack Carrier, Windsor Profile Publications
Friedman, Norman (1983), U.S. Aircraft Carriers: An Illustrated Design History, Anapolis NIP
Gardiner, Robert; Chumbley, Stephen, eds. (1995), Conway’s All the World’s Fighting Ships 1947–1995
Polmar, Norman (1981), The Ships and Aircraft of the U.S. Fleet (Twelfth ed.) Arms and Armour Press
United States Naval Aviation, 1910–1995, Naval Historical Center
USS Enterprise (CVN 65) public affairs office

Links

https://eu.kitsapsun.com/story/news/2022/08/19/navy-wont-scrap-former-enterprise-aircraft-carrier-puget-sound/7845512001/
https://www.thedrive.com/the-war-zone/27755/parts-from-the-retired-uss-enterprise-are-keeping-her-successors-ready-for-combat
https://commons.wikimedia.org/wiki/Category:General_views_of_USS_Enterprise_(CVN-65)
https://www.seaforces.org/usnships/cvn/CVN-65-USS-Enterprise.htm
https://www.seaforces.org/usnships/cvn/CVN-65-USS-Enterprise-history.htm
https://web.archive.org/web/20150117120258/http://www.enterprise.navy.mil/
https://web.archive.org/web/20130516113455/http://www.navy.mil/local/story_archive.asp?id=7
https://web.archive.org/web/20150427235754/http://www.mooj.com/rxdept.htm
https://cvan-cvn-65.org/
https://www.navysite.de/cvn/cvn65.html
http://www.uscarriers.net/cvn65history.htm
https://web.archive.org/web/20191225073002/https://www.navypedia.org/ships/usa/us_cv_enterprise.htm
https://www.carrierdisposaleis.com/
https://en.wikipedia.org/wiki/Naval_Reactors
https://www.jag.navy.mil/library/investigations/BASIC%20FIRE%20ON%20USS%20ENTERPRISE%2014%20JAN%201969.pdf
https://apps.dtic.mil/sti/pdfs/ADA429103.pdf

Videos

Flight Deck Operations USS Enterprise (CVN-65) – Airboyd

Flight operations compilation by Ultimate Military Channel

Visit of USS Enteprise, Pt.1 by Liveboat USA

Model Kits

A well-beloved topic. General Query on scalemates. Amazingly, there was a 1:72 model, by Uschi van der Rosten. The usual scale is 1:350, by Mini Hobby and Tamiya, Trumpeter, but also a 1:390 by Ideal Toy Corporation, 1:400 by ARII, Aurora, CC Lee, LIFE-LIKE Hobby Kits, Nippon Hobby, Monogram, Otaki, Paramount, Revell, and more rare Nichimo 1:500, ITC – Ideal Toy Corporation (ITC) 1:556, ARII/Avademy/Kangnam 1:600 the unique Cyber Hobby 1:700 and Revell 1:720, a few to 1:800 and below at 1:1140, 2000, and tons of accessories, in particular for the 1:350 (vehicles, details, personal, markings etc).
Review on modelshipgallery.com/

1:350 kit in detail by Jorge Evandro (Br)

3D Model

The Mitscher class were four experimental large conventional destroyers, considerably larger than all previous one albeit more reasonable than the previous massive USS Norfolk (DL-1), earliest attempt of “fleet escort, destroyer”, cruiser-size. Due to their reclassifications as destroyers leaders (DL-2 to 5)they were not the first post-war destroyer class when commissioned in 1953-1954. They stayed in service until 1969 and the early 1970s but Mischer and Wilkinson were converted as guided missile destroyers (DDG) for more service years until 1980, in service with the Pacific and Mediterranean 7th and 6th fleets, John Mc Cain making a tour of duty in Vietnam.

Genesis of the Design

The cold war years meant many new developments and ideas emerging from wartime years (missile, radio-guidance, radar assisted gunnery, new ASW weapons, helicopters) called for a redefinition of the role of cruisers and destroyers around the new ocean prince: The Fleet Aircraft Carrier. Designed under project SCB 5, ordered 3 August 1948 and later named after rece,tky passed out WW2 admirals, these vessels displaced 3,331 tons (light) and up to 4,855 tons fully loaded for 494 feet or 151 m which was cruiser-size. Unlike the last destroyer class, the Allen M. Sumner, armed with the same standard and ubiquitous twin 5-in/38 turrets they were to be armed with brand new weapons in development, but not missiles, still in their infancy. In 1948, their main role as defined was to escort the new, very large and precious USS United States, planned and just laid down a year prior, and after its cancellation, the new supercarriers of the Forrestal class.

Fierce debates in the admiralty questioned the validity of the destroyer as a fleet escort, between proponent of a unique, very large and versatile “fleet escort” which was a blend of cruiser and destroyer, practically making both classes obsolete, and those who wanted a clearer separation between cruisers, ussable with their heavy artillery for amphibious assaults, and smaller destroyers in numbers large enough to detach some in “hunter-killer” groups. Eventually the latter task was given to the new frigates developed, and destroyers returned to the escort mission.

Comparison between USS Norfolk (DL1) and the next four destroyer leaders of the Mitscher class

The SB5 project leaned like Norfolk towards the first option of universal “fleet escort” still, but on a more reasonable scale to be more acceptable in a postwar budget cuts context. Beyond these questions, each ship was to be given a different propulsion arrangement, and tests different weapons and sensors to make comparison and determine the best solutions for future destroyer design.
The Mitscher class ended as winner of internal Navy debates started in 1945 seeing the much larger CL-154 class anti aircraft cruisers canceled and the termination of the Norfolk based both on cost effectiveness grounds.

Eventually, the Mitscher would appear also a bit too large as destroyers, and were reclassed as “DL” for “Destroyer, Leader”, and “Fleet Escort (Destroyer)”. Their example led to the creation of the even larger Farragut serie of similar vessels, but reclassified DLGs since they were missile-armed and as cruisers for the next Leahy class, a better fir for their size, especially compared to the “regular” destroyers (DD) incarnated by the Forrest Sherman class (the first was laid down in 1953).

Design of the class

Ship plans (large ones are sold by wothrpoint.com among others, apparently they are not open source yet.

Hull and general design

The Mitscher class as the previous USS Norfolk used flush-deck hulls of very large size. They displaced 3,642 tons standard and 4,855 full load, which was unprecedented for a destroyer, although they were quickly reclassified as Destroyers Leaders. They measured 490 ft (150 m) by 47.5 ft (14.5 m) in beam and a 14.7 ft (4.5 m) draft at full load. They were more reasonable than USS Norfolk which reached almost 6,000 tonnes at full load and was 540 feets long, an attempt to create a budget acceptable proposition for a class.
Construction was not revolutionary however as they repeated the same techniques used for Norfolk and previous Gearing-Sumner class destroyers.
The main hull was extensively compartimented, superstructure being made in aluminium to preserve stability, with internal, extensive steel bracing to support the massive arrays.

Armour protection layout & safety

A 3D schematic of the Mitscher class (war thunder)
Just like all previous destroyers, it was kept minimal. The Central Operation inherited from WW2 cruisers was deep inside the hull and protected by 0.5 in STS panels. There was a stray of the same thickness over the steering compartment aft and over the ammunition magazines, also deep in the hull. No belt, no armored deck, superstructure in light steel and aluminium (with internal framing reinforcement to support the arrays). The ASW protection was ensured by a dozen compartments separated by bulkheads, plus a double hull on 90% of the lenght. Fire protection was limited to the traditional water pump and fire brigade with hoses. N?o sprinkler system at the time for that category of ships. Aircraft carriers were far more secured on that point.
The crew could evacuate on rubber boats boats mostly, distributed along the superstructure with rapid emergency dump. Two motor cutters for liaison were installed on davits amidships, between funnels on either side.

Powerplant

The Mitscher class were powered all by two shaft geared steam turbines fed by four boilers for a total as designed of 80,000 shp (60,000 kW) and a top speed as required of 30 knots (56 km/h; 35 mph). Range was to be 4,500 nmi (8,300 km; 5,200 mi) at 20 knots (37 km/h; 23 mph), just enough for Pacific Operations. To compare, the previous DL-1 USS Norfolk had also 80,000 hp but this was procured by 60 MW diesel generators steam turbines plus 500 kW thanks to two 250 kW generators (later 300 KW and eventually 3 MW with 4×750 kW generators). This was a return to tested and trusted solutions, yet the USN crucially wanted to test different configurations to determine the best approach for a later, larger production. This was later criticized as shortening their active life by a decade.
USS Mitscher: Four 1,200 psi Foster Wheeler boilers, two GE steam propulsion turbines for 60,000 combined shaft horsepower (44.742 MW) and 34 knots (63 km/h; 39 mph).
USS John Mc Cain: Same, but over 30 knots (56 km/h; 35 mph)
USS Willis A. Lee: Same. Alterations done after FRAM refit.
USS Wilkison: Same, 4 Foster Wheeler boilers, alterations done after DDG refit.
In the early 1960s, the Mitscher class underwent modernization through a Class Improvement Program (CIP), which included the replacement of the boilers on the first two ships of the class.

Armament

It was quite different from USS Norfolk, as on the later only twin 3-in (76 mm) guns were used for a dual purpose role, but evidently new, larger calibers were more reassuring to the Navy. However in 1948 the intended new duel purpose 5-in/54 models were not yeat available, still in development. Thus, the Mitscher were planned with these. They received just two turrets, completed by four twin 3-in DP, still a few single Oerlikons, survivance from WW2 and quickly removed, plus a comprehensive ASW suite.

2×5 in (127 mm)/54 Mark 42 guns

In short, this standard turret fired a 127 x 835mm .R Conventional 31.75 kg shell at up to +85° elevation, at 40 rpm to 2,650 ft/s and 25,909 yd (23,691.2 m/+45°) against ships or a 51,600 ft (15,727.7 m) ceiling. Read more

2×2 3 in/70 (76 mm) Mark 37 guns

Same as on the USS Norfolk, these were however not encased in a turret. These rather good guns, but with mediocre mount, unreliable and hard to maintain. So much so they were retired as soon as allowed, having the shortest service span of any USN weapon, with perhaps the infamous 1930 “chicago piano”. In fact only DL-1 (USS Norfolk) retained these for all her career. On the Mitscher, each barrel was supplied by 1,000 rounds. The Mark 37 Mod 0 mounts, protected by weather proof fiberglass gun shields were located fore and aft of the superstructure, superfiring over the 5-in/54 main guns. They were removed at the first occasion during refits. More on these.

Experimental Loki rocket tube on USSJohn S.McCain’s 3-in mount, c1962

8 x 20 mm guns

Seems surprising that the good old 20mm/70 Oerlikon was still part of a destroyer defence. The reasons are obscure, since this weapon was already removed in and replaced by the 40 mm Bofors alone in 1945, but yet it survived on many ships, from auxiliaries to OPVs until recent years and is still used by many navies around the globe. These four twin 20 mm AA guns were placed abaft the main bridge forward, on either side, and aft, but plansh don’t shows these, but likely theywere abaft the second funnel. As shown in a model, it seems only the forward pair survived, and was removed entirely during the 1960s refits.

4 x 21 inch (533 mm) torpedo tubes

Before the introduction of the standard Mark 24 triple banks for Mk.48 acoustic torpedoes, USN ships still had earlier models of torpedoes for both antiship and ASW roles. It was likely the standard (since 1948) 21″ (53.3 cm) Mark 35:
Design started 1946 as a universal model designed to replace all ordnance in service, namely the Marks 24, 32 and 33, with 400 produced between 1949 and 1952 and service until 1960, replaced by the Mark 37. Final settings came from the fire control system via a 1″ (25 mm) diameter umbilical cable cut away during its rube throwing. This was primarily an ASW weapon, and secondary anti-surface weapon. Settings included pre-enable run-out course/distance, search ceiling and floor, right/left circling search pattern, taking all what was explored in WW2. src
It entered in Service by 1949 with the following specs:
Weight: 1,770 lbs. (803 kg)
Overall Length: 13 ft 5 in (4.089 m)
Explosive Charge: 270 lbs. (122.5 kg) HBX
Range/Speed: 15,000 yards (13,710 m) / 27 knots
Power: Electric-Battery with seawater
Guidance: Active and passive acoustic with spiral search

RUR-4 Weapon Alpha

The main early cold war ASW rocket launcher, replacing the Hedgehog and “Mousetrap” systems.
The RUR-4 “Weapon Alpha” or “Weapon Able” when first programmed, was an naval ahead-throwing anti-submarine warfare rocket launcher, which development started in 1946, until 1949, installed on all escort warships from 1951 to 1969. It was a range, guided weapon to compare with the British “Limbo mortar” for example. It was carried by USS Norfolk and two were installed on the Mischer class, one superfiring above the 76mm DP mount and the other, same aft. This made a three-stage disposition reminiscent of the WW2 Atlanta class, but with varied weapons systems.
Specs:

• Mass: 525 pounds (238 kg)
• Length: 8 feet 6 inches (2.6 m)
• Diameter: 12.75 inches (324 mm)
• Warhead: High explosive (HE) 250 pounds (110 kg)
• Detonation mechanism: Depth charge by influence or time pistol
• Extra guidance: SQG-1 depth-finding sonar setting time fuse
• Propulsion: 5.25 in (133 mm) rocket, solid fuel
• Range: 800 yards (730 m) at 190 miles per hour (310 km/h)

USS Wilkinson fires a RUR-4 Weapon Alpha off Newport, Rhode Island 1956

Depth charge rack

Plans shows a single rack aft, on the right poop side, for eight DCs of the standard type of the time, possibly the stock 1945 Mark 14 type (340 lbs./154 kg), 200 lbs. (91 kg) Torpex charge, sink Rate/Terminal Velocity of 23 fps (7.0 mps). A builder model shows two Mark 3 DC racks at the poop. Conways and others sources confirms a single one. It’s likely it was also removed after the 1960s refits and overhauls and considered anyway as a “backup”. There is no info about the quantity of depth charges reloads carried.

Onboard Electronics

USS Willis A Lee’s hull sonar in drydock, Boston Navy Yard 1966

Radar SPS-6: Bendix/Wetsinghouse (1948) 2D L Band 500Kw 130 – 260 km (70 – 140 nmi)
Radar SPS-8: GE (1952) 2D S Band 650 kW 1000 Hz Bwt 3.5° Pwt 2 µs 111 km (60 nmi)
Sonar QHB: USN’s first ‘scanning’ WW2 sonar (Mk37 GFCS) Hull mounted, Active, Max Range: 3.7 km src
Sonar SQG-1: Coupled with the RUR-4 “Weapon Alpha”. 44V, 3 phases, 2 cycles, 45-55 Kcycles 10Kw Pwdt: 5-60 ms src
Sonar SQS-4: Sangamo Electric (1948?) 440V, 3 phases, 60 Cycles, 26 Kcycles, 4000 yds range, 600 full scale, 60Kw, transm. 7-100 ms Pwdt src
—Post DDG conversion——
Radar SPS-37
Radar SPS-48
Radar SPG-15 (DASH conversions)
Sonar SQS-23

⚙ Mitscher as built specifications
Displacement	3,642 tons standard; 4,855 full load
Dimensions	490 x 47.5 x 14.7 ft (150 x 14.5 x4.5 m)
Propulsion	2 shaft geared steam turbines, 4 boilers: 80,000 shp (60,000 kW)
Speed	30 knots (56 km/h; 35 mph)
Range	4,500 nmi (8,300 km; 5,200 mi) at 20 kn (37 km/h; 23 mph)
Armament	2×5-in, 4×3-in, 4×2 20 mm AA, 4×21-in TTs, 2x Weapon Alpha ASWRL, 1 DCR
Protection	Limited (see notes)
Crew	28 officers, 345 ratings

Modernization and Conversions

By the mid-1950s, their electronics were upgraded, with the retention of their QHB, SQG-1 sonars but the addition of the SQS-4 sonar. In 1957 all received tw twin 76mm/70 Mk 37 in replacement for their 76mm/50 as explained above.
By 1960 USS Mitscher, John S. McCain retained a single twin 76mm/70, but received the SPS-6 radar, SPS-29 radar, SQS-23 sonar and a DASH QH-50 helicopter deck and hangar.
Willis A. Lee and Wilkinson meanwhile received a partial FRAM modernization with a single twin 76mm/70 had their SPS-4, SPS-6 radars and SQS-4 sonar removed. They received also a DASH QH-50 helicopter with spot and hangar, and were added the SPS-10, SPS-29 radars and SQS-26 sonar. They also receiced a 324 Mk 108 Weapon Alfa ASWRL.
Mitscher in 1965-66 retained a single twin 76mm/70.

FRAM Conversion (Lee and Wilkinson)

DASH: A platform was installed aft for a Gyrodyne QH-50 Drone Anti-Submarine Helicopter Mark II (1962) powered by Porsche YO-95-6 engines and able to send a single Mk 43 homing torpedo on target.
It consisted of an uprade in ASW capabilities, with “helicopter” hangar in place of the aft 3-in twin gun housing a Gyrodyne QH-50 DASH; plus topside antisubmarine torpedo armament, the standard Mk48 acoustic model. “Weapon Alfa” removed, bow-mounted sonar dome installed with new underwater sound-ranging standard. Willis A. Lee pioneered it. For USS Wilkinson it was less extensive. In 1960, for five-month (versus a year for Lee) her overhaul was limited to an enlarged Combat Information Center, addition of a long-range air search radar and DASH system, but no better hull sonar.

Conversion as fleet escort destroyers, missile (DLG)

Reconstruction of USS Mitscher. This was a nearly three years endeavour, and costly for a fairly short career afterwards, moslty due to repeated engine problems, between the turbines and boilers. They should have stayed in service until 1988-89.

This guided missile destroyers, Leader (DLG) reconstruction was intended to keep at least two of these vessels relevant (Mitscher and Mc Cain), but still in part as testbeds. The two others being either modernized to FRAM or austere FRAM, USS Lee and Wilkinson were merely a cost-saving decision. Compared to Forrest Sherman and subdsequent destroyers, these vessels were very costly to maintain and operate.
This 1968-69 reconstruction consisted in:
-1 Tartar SAM (40 RIM-24) aft (in place of the Weapon alpha and 76mm/70)
-1×8 ASROC ASuR (16 RUR-5) forward (same).
-2x 127mm/54 Mk 42 retained fore and aft
-2×3 324mm Mk 32 TT new triple banks either deck side
-Radar SPS-37
-Radar SPS-48
-Radar SPS-10
-2x Mk 25 FCS radars
-2x SPG-51 FCS radars
-SQS-23 sonar (ASROC)
-WLR-1, WLR-3, ULQ-6 ECM suites for electronic warfare

A comparison the unmodified USS Mistcher in 1958 and after 1968.