BASIC NARRATIVE
The year 1966 saw the USS KING (DLG-10) engaged
in several new tactical and operational activities. She also
served as the flagship for the Commander of Destroyer Squadron
FIFTEEN at various times during the year. The KING is a member
of Cruiser-Destroyer Flotilla SEVEN and the Cruiser-Destroyer
Force, U. S. Pacific Fleet. Overall operations command was through
the Commander of the FIRST Fleet while in EASTPAC and the SEVENTH
Fleet Commander during the WESTPAC deployment. CDR Charles P.
TESH served as the Commanding Officer of the KING for most of
1966. He was relieved by CDR William L. READ on 3 December 1966  .
The KING’s primary mission is Anti-Air
Warfare through her formidable Terrier Missiles. The KING’s
ASW armament is bolstered by her ASROC system and surface launched
MK 44 torpedoes. The ship’s armament is rounded out by
the conventional 5”/54 and two twin 3”/50 guns.
In addition to these basic functions, while deployed in WESTPAC
the KING also carried a UH-2 Helicopter which enabled her to
act as a search and rescue ship in the Gulf of Tonkin. The KING
also acted as the Positive Identification and Radar Advisory
Zone ship which involved a new concept in air surveillance.
Both of these activities were new to the KING.
OPERATIONS AND ACTIVITIES
Having
recently returned from a WESTPAC deployment, the beginning of
1966, January 1 – 16, was spent as an upkeep period in
San Diego. During this time many of the complement of 26 Officers
and 375 Enlisted men enjoyed leave periods. On the 17th of January,
the KING returned to sea to participate in COMPTUEX 2–66.
This was the beginning of the training period that preceded
the KING’s vital WESTPAC deployment later in the year.
Exercises were conducted in AAW, ASW, Engineering, and Gunnery,
as well as various other drills. Highlighting these exercises
were the successful ASROC firing and the surface-launched torpedo. At the close of these exercises KING returned to port on 22
January and remained in San Diego through 6 February. On the
7th, KING again headed out to sea for type training until 12
February, when she visited San Francisco for a weekend of rest
and recreation.
From 14 to 18 February KING participated in COMPTUEX 4A–66,
highlighted by a visit to the Pacific Missile Range on 15 February.
Three RIM–2E Terrier missiles were fired at an unaugmented
BQM–34A drone. Two of the three firings were successful
kills, while the third was evaluated as a missile failure. The
enclosed Quarterly Narrative for the 3rd quarter of 1966, specifies
the reason for this failure. Again, exercises in AAW, ASW, and
Gunnery were the center of emphasis. KING returned to home port
on 19 February, and except for two brief local operations, time
was spent in preparing for the week of March 7 when the annual
Administrative Inspection, Pre-Deployment Inspection, annual
supply inspection, and annual medical inspections were given.
The remainder of the month spent in training for “Grey
Ghost” exercise was particularly beneficial in preparing
KING for her deployment in May. KING served as both a Tomcat
and a Search and Rescue ship, while the proper operation of
her Naval Tactical Data System was given a great deal of emphasis.
KING’s contribution was acknowledged by her receipt of
the NTDS Cup signifying that she was the best operational NTDS
ship in the exercise. Also significant in the KING's operation
was the first firing of two Terrier Missiles in salvo which
resulted in the destruction of an AQM-26A drone. A complete
and detailed summary of “Grey Ghost” may be found
in Commander Cruiser-Destroyer Flotilla NINE final report of
exercise “Grey Ghost”, serial 008, of 21 May 1966.
The second of May found KING off-loading all ammunition at Seal
Beach before a short overhaul period at Long Beach Naval Shipyard.
Here KING was outfitted with a helicopter landing platform on
her fantail. This platform played an important role in search
and rescue missions associated with U. S. Air strikes against
North Vietnam. Installation of the platform included a JP–5
refueling system which provided KING with the ability to refuel
helicopters both on deck and while air-borne.
On 26 May, the KING departed San Diego in company
with the USS ORISKANY (CVA-34) and other destroyers for Pearl
Harbor, arriving there on 1 June. From 1 – 5 June, KING
conducted daily operations, including the competitive Operational
Readiness Inspection and ASW exercises. Another successful ASROC
firing was also made during this period. While in port, the
crew participated in a tour of the island and enjoyed the Hawaiian
beaches.
KING departed Pearl Harbor on 6 June for Japan,
when she arrived in Yokosuka on 14 June 1966.
From Yokosuka, the ship sailed to the Okinawa
Missile Range and conducted a missile exercise which was evaluated
as unsuccessful since the missile did not acquire the target.
On 22 June the ship entered Subic Bay, Philippine Islands and
resumed its previous role of flag ship for Commander Destroyer
Squadron FIFTEEN. Leaving Subic on 24 June, the KING arrived
at Danang Harbor , South Vietnam three days later, where Search
and Rescue training was conducted for 4 days. This training
was done mostly at night and included operations with friendly
PTF and Swift Boats. This training was to reap dividends sooner
than anyone expected.
KING reached her assigned
station, about 30 miles southeast of the North Vietnamese port
of Haiphong, on the morning of 1 July. Here she was to relieve
a sister ship of KING, the COONTZ (DLG-9). For the relieving
process, Captain TESH, with various other officers, went aboard
COONTZ via KING’s boats. An intelligence briefing was
given and officers and men from the KING observed the COONTZ’s
performance during a series of air strikes conducted by planes
from U. S. attack carriers located about 50 miles south of this
Northern SAR station. During these strikes, a pilot was reported
shot down near the coast, and the COONTZ and ROGERS started
toward the scene. KING, along with the USS GURKE, closed the
COONTZ to assist. It was at this time that ROGERS reported three
high speed surface contacts closing the four destroyers. After
being notified, COMDESRON SEVEN, who was OTC, in COONTZ, requested
aircraft assistance from Yankee Team carriers to the south.
Rapidly responding to the call, F–4 Phantoms and A–4
Skyhawks closed the scene and quickly sank two of the boats
with bombs. The third remained dead in the water with most of
its stern blown off. Upon completion of the air strikes COONTZ
closed this craft to pick up survivors. On her way she sighted
survivors from another of the torpedo boats and sent a message
to KING directing her to pick them up. A total of nineteen prisoners
were taken. Many had to be subdued before they could be brought
aboard the motor whale boats sent out by KING and COONTZ to
rescue them.
During the entire episode, many of KING’s
officers, including Captain TESH, remained aboard COONTZ. The
KING, now under the temporary command of the Executive Officer,
CDR Lawrence LAYMAN, was able to perform her duties smartly,
a tribute to the high level of training and readiness achieved.
Seaman HAITH and Petty Officer GARY received the Navy Commendation
Medal for their heroism in subduing North Vietnamese sailors
in the water during this action.
The remainder of July was spent on Northern
SAR Station, where KING assisted in the rescue of five downed
aviators including one daring helo rescue from deep within North
Vietnam. Helicopter operations played an important role in KING
actions, with nearly daily delivery of mail and personnel and
frequent in-flight refuelings that kept the flight deck crew
busy from 0530 to 1900. After a month at the Northern SAR Station,
KING went to Subic Bay for an upkeep period, which was to be
followed by a scheduled visit to Hong Kong for rest and recreation.
However, a new air surveillance concept requiring an NTDS equipped
ship was created and KING’s recreation was delayed. A
PIRAZ (Positive Identification and Radar Advisory Zone) station
in the Gulf of Tonkin was created and KING went back to sea.
On 12 August, KING relieved the USS CHICAGO on station. KING’s
main function was protecting the force by maintaining positive
identification of all aircraft in the PIRAZ zone. On many days,
with Air Force, Navy and Marine Aircraft in the air, KING checked
in over 250 aircraft, and by the time her tour was over she
had checked over 15,000 aircraft flying combat missions over
North Vietnam. KING’s air controllers were constantly
in control of combat air patrol aircraft, whose job it was to
protect the Yankee Team carriers.
On the first night of the new PIRAZ station,
strike followers picked up an Air Force F4C Phantom that had
been hit by ground fire and was loosing fuel. KING’s controllers
vectored the jet to a tanker, but inches from hook up to refuel
the jet flamed out. In an exciting night rescue, KING’s
UH–2 helo rescued the pilot and radar control officer
in pitch darkness. These two Air Force officers were the first
of seven pilots to enjoy the KING’s showers, rapid laundry
service, and good food. For KING’s ability to respond
in emergencies, her alertness and professionalism, she received
a total of 34 “Well Done’s” from senior commanders
in the force. The UH–2 helo became known as the “Fastest
helo in the Gulf” . From the time it was discovered that
a pilot was in trouble, it took less than two minutes to have
the KING’s helo detachment on the scene.
The KING finally received her recreational
trip to Hong Kong, arriving on 12 September. Here shopping and
touring kept the crew busy. A day and a half of valuable liberty
was lost when the ship had to leave port for typhoon evasion.
The typhoon missed Hong Kong and KING re-entered port and remained
another day after which she left for Kaohsiung on the island
of Formosa for a 7 day tender availability. While there, several
KINGSMEN visited polio clinics and orphanages to distribute
Operation Handclasp toys and games. By the 30th of September,
KING was back on PIRAZ station.
During this at-sea period, which was to last
through 25 October, the KING and her helo detachment rescued
two more downed Navy pilots. On October 9, an incident occurred
which gained acclaim for KING throughout the Navy. While following
a morning strike in over North Vietnam, KING’s alert air
controllers picked up radar video from the vicinity of Hanoi.
Knowing where each Navy aircraft was, KING was able to identify
the contact first as unknown and then as a hostile aircraft.
Having been alerted, the carrier pilots were able to shoot down
two with a possible damage to a third of the closing MIG 21’s.
No U. S. planes were damaged due to the alert warning provided
by the CIC team of the PIRAZ Ship which kept in contact. Messages
from high-ranking seniors applauded the KING for another fine
performance.
Relieved of her duties on the 25th, the KING
traveled to the Philippines second largest port, Cebu. A fine
town for rest and relaxation, Cebu was a bright spot for the
crew. While there, KING’s men helped paint a hospital
and played the local teams in basketball and baseball. A musical
group even played on television and entertained the towns people
each evening from the top of the missile house . It was a very
fine visit, and one in which a great deal of good-will between
countries was developed.
Following Cebu there was one last trip to
PIRAZ station, where one more pilot was rescued. Finally, on
29 November, the KING was relieved by USS LONG BEACH (CGN-9).
KING had operated port and starboard with the CHICAGO, another
cruiser, and had performed her task well. Many innovations and
evaluations of requirements were contributed to the PIRAZ concept
and today it plays an important role in daily SEVENTH Fleet
operations.
After a stop-over in Japan for three days
and a change of command in Subic Bay on 3 December, where Commander
William L. READ relieved Commander TESH, KING returned to San
Diego on 20 December, where the rest of the month was spent
as a leave period.
CONCLUSIONS AND LESSONS LEARNED
Although many lessons were learned during
1966, the key areas of concern involved helo operations and
the PIRAZ concept. Because the time spent at Flight Quarters
was greater than anticipated, the assignment of only Shipfitters
and Damage Controlmen to the flight deck detail eventually proved
costly, as the material condition of the ship gradually declined
without their daily close attention to plumbing leaks, broken
stanchions, chairs, equipment, etc.
Aggressive use of the KING’s helicopter
enabled quick pickups of downed pilots who would otherwise have
been lost since they had become entangled in their parachute
as they hit the water. Quick response also reduced possible
pilot pickup by numerous junks often in area and reduction in
medical complications of any injuries sustained.
PIRAZ station required more air controllers
than a DLG normally carries. As a result, controllers were borrowed
from cruisers and carriers throughout Yankee Team operations.
It is recommended that a ship carry a minimum of seven (7) air
controllers when assigned duties on PIRAZ station.
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