James Treadway
Biddle was the first combatant to receive the New Threat Upgrade (NTU) in its production configuration. Initiated in 1975 and in full scale development in 1977, NTU was designed to substantially improve AAW capabilities of the older Terrier and Tarter ships with extensive sensor and weapon system upgrades. In company with NTU installation, the Naval Tactical Data System was massively upgraded and given the new name “Advanced Combat Direction System.” Thirty one ships were to receive the upgrade.
NTU was designed to take advantage of the new Standard Missile – 2 (SM-2) Block II surface-to-air missile, which provided increased range, speed and maneuverability over its predecessors. Terrier ships in the CG-16 and CG-26 classes received the extended range (ER) version that boasted a new rocket motor, booster, and “front-end” improvements. The published range of the Block II SM-2 (ER) was 65 to 100 nautical miles while modern Block IV extended range missiles have an incredible range of 100 to 200 nautical miles.
The major sensor improvement was the replacement of the ITT Gilfillan AN/SPS-48C with the “E” model. Except for the antenna, which weighed 1,700 pounds more, the SPS-48E equipment cabinets fit in the same space as its predecessor, simplifying installation. The SPS-48E also had far fewer components, 126,000 versus 280,000, which increased reliability while enhancing maintainability.
The radar contained critical circuit redundancies, corrosion protection, and a novel Built-In Test (BIT) capability that automatically performed routine system testing and remote testing. These features reduced both the mean-time-between-failures (MTBF) rate and manpower requirements. Only two maintenance technicians were required to keep the system fully operational. Performance enhancements included improved resistance to jamming and ECM, better detection of smaller targets and targets on the horizon, high-angle tracking, and it could accept and execute commands from external air defense or shipboard combat systems.
The other major sensor improvement was the replacement of the venerable AN/SPS-40 radar with the SPS-49(V)5 “2-D” radar. The SPS-49(V)5 has automatic target detection capability as well as anti-jamming features, and clutter suppression. The SPS-48E and SPS-49(V) operate on different frequencies and, understandably, have different ECM resistances.
Both air search radars acted as inputs to the Norden AN/SYS-2 integrated automatic target detection and tracking system. The computer-based AN/SYS-2 correlated tracks from both radars into a single, unduplicated, highly accurate track picture, and then supplied that information to the Combat Direction System (CDS).
Research on the Combat Direction System turned up little useful information so I turned to David Johnson for an explanation.
NTDS and WDS MK 11 were together the primitive Combat Direction System, though not so characterized at first. During the update period when the Advanced Combat Direction System (ACDS) was developed for large-deck ships, NTDS lost its uniqueness and was assimilated into the ACDS. ACDS also provide weapons direction/control suitable for the few weapons then on carriers.
The major redefinition for surface combatants was the UYK-7 suites on the new nuclear-powered Virginia class (DLGN-38 then CGN-38 class). The CDS was defined to include the NTDS variant referred to as the Command and Control Systems and the Weapons Direction/Control System. When AEGIS came along, still running UYK-7 computers, the CDS Mk 1 Mod 0 included the Command and Decision (C&D) Mk 1 Mod 0 and the Weapon Control System (WCS) Mk1 Mod 0. WCS ran in its own computer, as did the SPY-1 Radar program. All computers were integrated, of course.
Today, however, the proliferation of embedded processors in almost every cabinet of every system makes the latest Combat Systems a total integration of functions with distributed processing and backup processors for self-management of casualty reconfigurations. Plus, some major weapon systems are still basically self-contained with embedded processors that support integration with the other ship systems.
To add to the confusion, engine rooms and damage control facilities are computerized and on some ships allow the engineering watch to determine the state of Combat System systems. All this in the interest of reducing manning, increasing automation, and creating a more effective war-fighting ship with less requirements for man-machine interfaces (we called them operators.) So, definitions are tricky and don’t always convey more that the tip of the iceberg, as it were.
Michael Daugherty describes the complex New Threat Upgrade installation:
The NTDS system as a whole was completely removed from the ship and replaced with new computer systems and display systems which were the basis for CDS. The AN/USQ-20 computer system, which was comprised of three Univac 642B computers, two Univac 1218 computers and one ECMU (External Core Memory Unit) were replaced with one AN/UYK-43 computer. I believe that the acronym for the new computer system was AN/SYQ-20. (You may have to verify that.)
There was actually a reserved space next to the AN/UYK-43 and the cabling already installed for a second AN/UYK-43 computer. The operating system was now loaded from a hard disk system with the RD-358 tape unit as the backup to the hard disk. This was a huge time saver with the ever expanding lines of code for the operating system for CDS.
The processing power of the AN/UYK-43 by itself far exceeded the AN/UYK-7 computer systems in production on many of the AEGIS platforms. This single computer allowed our CDS system to track over 500 discreet targets. This capability was a two edged sword, in that our Track Supervisor had to be careful when Link 11 was in NCS mode, as we could easily overload other NTDS systems. I remember that filters would be utilized to prevent track overload. The SYA-4 Display set was replaced with the UYQ-21.
The entire layout of CIC was changed to accommodate the new system. Numerous monitors hanging from the overhead in CIC and other tactical locations (total of 21 monitors I believe) displayed tactical information for the Commanding Officer and/or Tactical Affairs Officer. The bridge even had two monitors tied into CDS to give a more detailed picture of the surface picture to the OOD. Most of the new equipment had the BIT to provide for easy troubleshooting, however we did retain some of the older equipment such as the KCMX, DACs, teletypes for Link 14, that we would have to rely on our never forgotten troubleshooting techniques and use voltmeters along with o-scopes.
1987
Well into her overhaul on 1 January, Biddle undocked on 31 January but the crew did not return to the ship until 7 April. Following a Light-off Examination in late June, Dock Trials and a Fast Cruise in early July, and a pair of Sea Trials in mid-July and early August, Biddle returned to her original homeport of Norfolk on 5 August. During August Biddle entered an Intermediate Maintenance Availability then completed a Training Readiness Evaluation. Following loading weapons in early September, Biddle spent most of September and October in the VACAPES area testing the New Threat Upgrade and preparing for inspections and Refresher Training.
Biddle departed Norfolk on 28 October for six weeks of Refresher Training in Guantanamo Bay which she successfully completed on 12 December. She passed an Operational Propulsion Plant Examination on 15 December then returned to Norfolk on 18 December and began a holiday leave and upkeep period until the end of the year.
1988
With half of the crew still enjoying the holidays at home with family and friends, the year began quietly for Biddle. By 13 January ,an invigorated crew had completed preparations for a demanding series of underway test periods that would last until another Mediterranean deployment in August. The first series of tests were conducted exclusively in the VACAPES area. Biddle’s 1988 Command History stated that “Throughout the rest of January, February and March, BIDDLE would spend a week or two inport and a week or two underway in the local operating area testing radars, computers, computer programs, and missile systems as well as providing valuable training for both operator and maintenance personnel.”.
The intense training effort stepped up a notch on 1 April when Biddle departed Norfolk for a month of combat system tests and missile, gun, and ASW weapons exercises in the Puerto Rican Operating Area. Immediately upon arrival in the operating area, Biddle engaged multiple targets with the new long range SM-2 (ER) missile. Missile and combat systems tests continued for the next month with only two short periods in port.
Michael Daugherty was aboard Biddle during the tests and recalls some very interesting facts: “During the testing of the NTU capabilities in the Roosevelt Rhodes, Puerto Rico firing range, numerous civilian engineers and Navy personnel utilized sophisticated spectrum analyzers to monitor the jamming being performed by Air Force NKC-135 and Navy EA-6B aircraft. The 48-E and 49 radars were able to process and find holes in the jamming and locate aircraft flying in as simulated hostiles, which allowed CDS to process the targets and successfully engage. Biddle also performed a Remote Track Launch On Seach (RTLOS) test with the USS Valley Forge. Valley Forge tracked and processed the data, and Biddle in EMCON A, was in Receive Only mode on Link 11. We fired an SM-2 ER at a QF-4 target aircraft and destroyed the target at over 100 miles away. We actually had a target kill painted on the Link 11 Terminal set in the computer room.”
Biddle returned to Norfolk on 9 May for a month of upkeep and to participate in an INSURV Inspection. The inspection was cancelled at the last moment from a lack of travel funds for the inspection team. Weapons were loaded at Yorktown on 7 June and Biddle began the transit to the Puerto Rican Operating Area to join the USS Kennedy Battle Group for FLEETEX 2-88. This would be Biddle’s first fleet exercise since her 1986 Mediterranean deployment. Things went well for Biddle during the exercise. Her 1988 Command History claimed that “The learning curve for the entire crew was very steep, but the crew performed extremely well and the NTU system performed flawlessly. Biddle and her crew were cited by Commander Second Fleet for their performance as the Battle Group Anti-Air Warfare Commander.”
Before returning to Norfolk, Biddle participated in a three day exercise with the Marines off the coast of North Carolina. One day after arriving Norfolk, Biddle departed for deperming at a deperming facility near Norfolk, and then began a Pre-Overseas Movement (POM) leave and upkeep and Intermediate Maintenance Availability (IMAV) period. The Command History noted that
…numerous last minute details coupled with a Combat Systems Readiness Review (CSRR), an auxiliaries assist visit and some urgent repairs made POM a very demanding period for the entire crew.
All hands breathed a collective sigh of relief as all lines were taken in at 0730 2 August and the ship steamed out of Norfolk enroute the Mediterranean. As the trans-Atlantic phase of the deployment began, the pace of underway operations quickly mounted. Again growing pains were experienced as everyone onboard became accustomed to the numerous operations going on around the clock as the battle group continued training enroute to the Sixth Fleet.
The 10 day transit across the Atlantic ended with a late night, foggy transit of the Straits of Gibraltar. BIDDLE, as the second ship in the column, was forced to assume duties as the guide when USS JOHN RODGERS was forced to leave the column and maneuver to avoid another vessel.
Following a turnover west of the island of Corsica, Biddle served as the Force Anti-Air Warfare Commander in a National Week Exercise in the Central Mediterranean. After completing the exercise, Biddle visited the French port city of Toulon for ten days then began a two week maintenance period with USS Yellowstone in Naples.
Feeling rejuvenated, Biddle joined warships from Italy, Turkey, Great Britain, Spain and France in the major NATO exercise, Exercise Display Determination. NTU-equipped Biddle assumed AAW duties in the northern Aegean Sea while the remaining forces carried out an amphibious landing in the Turkish Straits. Enroute to Alexandria, Egypt, Biddle’s crew and Captain Allen welcomed aboard Biddle’s thirteenth commanding officer, Captain Grant Fulkerson, USN.
Captain Fulkerson, a 1964 U.S. Naval Academy graduate, was born in Baltimore, Maryland. Captain Fulkerson served in Gridley (DLG/CG-19) as Missile Ordnance Officer and Beatty (DD-756) as Weapons Officer. In Vietnam, Captain Fulkerson served a tour with the fleet command unit of the U.S. Military Advisory Group Vietnam as an advisor onboard Vietnamese river gun boats. He was awarded a Master of Science in personnel administration at the U.S. Naval Postgraduate School in Monterey, California, and was an instructor in naval weapons at the US Naval Academy. He also served in Bainbridge (DLGN/CGN-25) as Combat Systems Officer and in Hull (DD-945) as Executive Officer. Captain Fulkerson commanded the guided missile destroyer Barney (DDG-8).
Biddle arrived in Alexandria on 11 October, moored outboard of USS John Rodgers at the Egyptian Naval Shipyard, and began a two week maintenance period with USS Yellowstone. After two weeks of visiting a truly remarkable area of the world, Biddle transited the Eastern and Central Mediterranean to Villefranche, France, on the French Riviera, where Biddle was inport from 28 October to 4 November.
Biddle departed the mild, Central Mediterranean climate of Villefranche and steamed directly into the teeth of gale force winds and high seas. Still attached to the battle group after surviving the storm, Biddle anchored at Augusta Bay, Sicily, for Surface Warfare Training Week (SWTW). Biddle’s Command History reported “These five days were filled with meetings, drills, competitive exercises and various other training evolutions. Biddle again demonstrated the tremendous capabilities of the NTU system by transmitting force track video to the entire battle group during an AAW training exercise.”
On 11 November Biddle departed Augusta Bay with USS John Rodgers for the Black Sea. During four days of operation in the Black Sea, Biddle and John Rodgers operated with two Soviet destroyers. The Command History states the “Two Soviet Krivak destroyers remained in the company of the task unit throughout the four days in the Black Sea and provided all ships with numerous opportunities to practice the use of signals of the U.S. – Soviet Incident at Sea (INCSEA) Agreements. All four ships conducted all evolutions with extreme professionalism. During the southbound transit Biddle conducted a highly successful full power run and steamed in excess of 32 knots for over two hours.”
After a four day transit and almost three weeks underway, Biddle anchored off the principality of Monaco, a few miles up the coast from Nice, France. Seven days later Biddle departed for the coast of Morocco in the Western Mediterranean to participate in Exercise African Eagle as Anti-air Warfare Commander. Following completion of the exercise, Biddle enjoyed a nine day break in Palma, Spain, before departing for yet another exercise – Exercise Snake Pit. Biddle’s 1988 Command History reports that “Immediately after leaving Palma the ship experienced gale conditions that cancelled the exercise. During the next two days enroute Naples the ship experienced winds in excess of 60 knots and seas in excess of 25 feet. BIDDLE remained inport Naples for the remainder of the year.”
The Saga of Petty Officer Baskin Robbins
Soon after getting underway, most salty sailors begin to miss the simple things in life – like ice cream whenever you want it. That was the case when a young radioman, RM3 Sean Patrick, who apparently wasn’t thinking right late one night, decided to raid the officer’s wardroom for some Baskin Robbins ice cream. Sean offers his confession for all to hear…
Anyone can appreciate a good ice cream cone, particularly when you are somewhere in the middle of the Atlantic Ocean and Baskin Robbins is nowhere to be found. It was a typical mid-watch in radio central on Biddle, traffic on the broadcasts was steady, and the ship was steaming silently through the night.
Up in radio central the watch team was in no mood for “mid-rats” from the mess decks, we had an acquired taste for the finer things in life. That was when I decided it would be a good idea to get some ice cream from the wardroom pantry. We had done it in the past, and besides, who would miss a little ice cream taken from the wardroom mess?
The passageway was dark as darken ship had been set at sunset. The path was a short one, out the door to radio central, turn left, and peek into the wardroom to ensure the coast was clear.
The plan was to bolt straight through the wardroom into the mess and snag some fudge ripple ice cream, back through the wardroom, then back to radio central – five minutes at the most. I peeked through the small window, to ensure no one was up late – the coast was clear, the OP was a go. I sprinted 20 feet through the ward room, in one door, and out the other. I opened the door to ward room mess, grabbed the five gallon cardboard container of ice cream and about five spoons from the silverware drawer. The entire OP was no more than a couple of minutes. Everything was going as planned, but all that was about to change.
Surely nobody had come into the wardroom in the two or three minutes that had passed since I came through – no need to check the little window again, right? WRONG! That was a mistake that would prove costly. Three steps into the wardroom I looked to my right and saw Lieutenant Mark Helstern, the CIC Officer, sitting on the couch reading some message traffic. I stopped dead in my tracks, speechless…what could I say? I’m standing before him with a five gallon container of ice cream under one arm and five spoons in my other hand. I turned walked back to the wardroom mess, returned the captured ice cream, put the spoons back into the drawer and returned to the wardroom. Lieutenant Helstern smiled and said, “We’ll talk in the morning”. I returned to radio central dejected and scared to death. I announced to the rest of the watch section that I had gotten busted.
That had to have been the longest mid-watch ever – thoughts of how much trouble I was in danced in and out of my head. I had never gotten in trouble before. I always worked hard and I was an RM3 qualified in Surface Warfare (SW), one of only a handful of third classes with that qualification.
The next morning after quarters, Senior Chief Moore and my leading Petty Officer RM1 Wallbank called me into the back office. It was time for me to explain my actions. I stood before them and plead guilty. What could I say? I was caught red-handed and there was no getting out of this one.
The Communications Officer came in and I knew I was in for it. My clean record and the fact that I was well liked proved to be my saving grace. I thought for sure I was going to get written up and sent to and Executive Officer Investigation (XOI.)
Thankfully, the officers did not want to see a good sailor’s record permanently marked for one small mistake. I was instructed to write a letter of apology to the wardroom, and it was pointed out that the officers paid for their food. That explained why officers always seemed to have better food – something that never had occurred to any of us prior to the OP that went bad.
The Communications Officer also assigned me several hours of “EMI” or scrub duty in the junior officers bunk room. Soon after, Lieutenant Bob Cooney and Lieutenant Larry Datko gave me the nickname, “Petty Officer Baskin Robbins,” and they teased me and joked about that for some time. It was a funny story, one that I got teased about for some time.
My wife had not heard the story when it was recounted recently but she thought that was one of the funniest stories she had ever heard. Now she understands why I always make sure we have plenty of ice cream stored in our freezer.
1989
Biddle departed Naples on 3 January for a two day transit and an eight day port visit in Toulon, France. Her next assignment was to join the USS Roosevelt battle group in Exercise National Week 1-89.The Command History reported that “Participating with the USS ROOSEVELT battle group over the next three days was very challenging.” No explanation was given defining the challenge. Following completion of her duties in Exercise National Week, Biddle and units of Med 3-88 began their 4,000-mile westerly transit home, arriving Norfolk on 1 February.
Biddle remained in Norfolk until 9 July except for a local three day underway training period, a two day transit to Boston to help Bostonians celebrate St. Patrick’s Day, and off loading weapons at the Naval Weapons Station at Earle, New Jersey. A three and a half month Selected Restricted Availability (SRA) until 9 July at the Norfolk Naval Shipyard followed. Major repair items included habitability space renovations and major fuel oil tank repairs. Following the SRA, Biddle completed a two day FAST cruise, a dependants cruise to the Naval Weapons Station at Yorktown, a post-SRA shakedown and a training cruise in the VACAPES OPAREA.
Biddle began a two week training period with the Fleet Training Group at Guantanamo Bay when she stood out of Norfolk on 10 August. “Daily exercises including gun shoots, engineering casualty drills, seamanship evolutions and navigation exercises were routine,” according to Biddle’s Command History. After training was completed Biddle conducted Naval Gunfire Support Exercises on Vieques Island, refueled at Roosevelt Roads, visited St. Thomas for four days, and headed home. Enroute Norfolk Biddle was redirected to Onslow Bay, North Carolina, to participate in Special Operations Exercise (SOCEX) with Amphibious Squadron Two and Marine elements.
Biddle was underway again on 13 September to participate in VANDALEX, a missile firing exercise off Wallops Island, Virginia. Poor weather and frequent surface contacts resulted in cancellation of the exercise. During an inport period from 15 September to 15 October, Biddle completed a command inspection. On 16 October the ship got underway in the Virginia Capes Area for training and a Combat Systems Assessment. Biddle rounded out the month of October with an excursion to Annapolis, Maryland, to join the homecoming revelry at the U.S. Naval Academy. After returning to Norfolk on 31 October, Biddle spent only four days under way for the remainder of the year – all were related to an INSURV Inspection in November. December started well when Biddle was awarded the Meritorious Unit Commendation on 5 December for her Med 3-88 deployment. The remainder of the year was spent in am IMAV and leave/upkeep status.
1990
Biddle’s leave and upkeep status continued until mid-January at which time the ship departed for the VACAPES Area to join the VANDALEX missile exercise. The 1990 Command History noted that “During the VANDALEX on 19 January, BIDDLE fired two missiles, an SM-1 and SM-2. The SM-1 succeeded in reaching and destroying its target drone first, despite being fired after an accompanying AEGIS cruiser’s own VLS at the same target. The SM-2 missile did not reach its target drone before the drone was command detonated in flight. Telemetry data indicated, however, that the missile had positive lock on the drone despite its erratic movement.” Biddle’s performance in destroying the drone under the nose of the AEGIS cruiser is evidence that in many instances, NTU performed as well as AEGIS.
Biddle returned to Norfolk on 20 January for a Supply Assist, Safety Quick Look Inspection, and to load 5-inch ammunition from USS Richard E. Bird and USS Kidd. With preparations complete and Commander Cruiser Destroyer Group Eight embarked, Biddle got underway on 29 January for FLEETEX 1-90. After completing the initial segment of the exercise, Biddle departed the group and proceeded to the northern Puerto Rico Operational Area to fire two missiles. Again Biddle fired a SM-1 and SM-2 and both were direct hits. Before conducting ASW operations in the southern Puerto Rico Operational Area on 9 and 10 February, Biddle lobbed 5-inch projectiles toward Vieques Island to qualify for NGFS.
Following short visits to St. Thomas, Roosevelt Roads, and St. Martin, French West Indies, Biddle embarked a U.S. Coast Guard Law Enforcement Detachment (LEDET) and conducted Law Enforcement Operation (LEO) in the Caribbean until 15 March. During that time, Biddle’s boarding team and LEDET officers boarded a private cabin cruiser suspected of transporting drugs. The vessel was not thoroughly searched due to rough seas, but was escorted to Roosevelt Roads the next day. Later, Biddle learned that 142 kilos of cocaine were found in a hidden compartment. Biddle boarded another boat that had been involved in a collision but no contraband was found. The disabled private vessel was towed by the Captain’s gig to Curacoa, Venezuela with Biddle following. Biddle’s Disbursing Officer and a Coast Guard officer settled with the boat’s owners. USS South Carolina (CGN-37) relieved Biddle on 15 March. With her LEO tasks completed, Biddle got underway from Roosevelt Roads to make the three day transit to Norfolk.
Biddle remained in port in an upkeep status until 10 May while undergoing numerous qualifications and examinations. The Engineering Department passed an Operational Propulsion Plant Examination with an “outstanding” grade on 20 March. Phase I of and extensive Combat Systems Readiness Review (CSRR) began on 9 April and CSRR Phase II began on 23 May. The review concluded on 4 May with a grade of “outstanding.” During April, Biddle served as host ship for the Harry E. Yarnell (CG-17) that was returning from deployment and the visiting West German guided missile destroyer FGS Moelders. Other events included a sonar dome rubber window radiograph inspection, a Food Management Assist visit, and dental availability with USS Yellowstone.
Biddle got underway on 8 May to load weapons at Yorktown then proceeded to the Puerto Rico Operating Area to join West German ships, including FGS Moelders, in a multi-national missile exercise. During the two-day exercise Biddle fired two SM-1 missiles. Following another visit to Roosevelt Roads and the conclusion of the exercise, Biddle found her way back to Norfolk on 19 May.
Biddle’s full schedule prior to overseas deployment to the Mediterranean in August left little time for rest and relaxation except for a brief Pre-Overseas Movement period in late June. During the POM, a WRN-6 Global Positioning System (GPS) receiver was installed which enabled high precision navigation using satellites slaved to an atomic clock. The propellers were polished and the entire bottom of the hull was cleaned. Biddle underwent an Acoustic Readiness Visit in late May as well as an Industrial Hygiene Survey and a midshipman training period.
Biddle departed Norfolk on 6 June to join the Saratoga Battle Group for FLEETEX 3-90, her last exercise before overseas deployment. Biddle fired two SM-2 missiles and one SM-1. The ship’s Command History noted that “Instrumental in correcting and refining the Battle Group’s communication doctrine and procedures, BIDDLE commendably resolved this major area of complication, allowing the Battle Group to achieve a working communications plan by the end of FLEETEX 3-90. BIDDLE’S recommendations in the use of the communication spectrum would be used as guidance in the drafting of the Battle Group communications plan instituted once deployed.” Bravo Zulu, Biddle!
After the wrapping up FLEETEX 3-90, Biddle steamed north to Onslow Bay, North Carolina, to participate in SOCEX and Outboard (an electronic direction finding system) Calibration. Upon returning to Norfolk on 26 June, a Pre-Overseas Movement leave and upkeep period began. Major evolutions conducted include the following: USS Yellowstone provided IMAV services, training for midshipmen continued, CIWS groom, LANTRAMID, and HSL 34 re-embarked.
Operation Desert Shield
When Iraq invaded Kuwait on 2 August 1990, the USS Independence Battle Group was near the island of Diego Garcia in the Indian Ocean and the USS Dwight D. Eisenhower Battle Group was in the Eastern Mediterranean. Both battle groups immediately made top speed to take positions in the Gulf of Oman and Red Sea, and to be ready to initiate combat operations on arrival. The USS Saratoga Battle Group, including the battleship USS Wisconsin and USS Biddle departed the East Coast ports on 7 August to join the action. A week later, as the Saratoga Battle Group transited the Straits of Gibraltar, the USS John F. Kennedy Battle Group sailed east in the wake of the Saratoga Battle Group. Within days after the invasion of Kuwait the United States Navy had clearly demonstrated unchallenged maritime superiority that presented a formidable deterrence to further aggression and provided protection for the imminent buildup of weapons, men, and equipment.
Biddle’s 1990 Command History states “BIDDLE transited the Straits of Gibraltar on 16 August, and Suez Canal 22 – 23 August. Arriving in the Red Sea on 24 August, BIDDLE began Maritime Interdiction Force (MIF) operations in support of United Nations Resolution 661 barring the shipment of specific goods to or from Iraq. BIDDLE conducted its first Red Sea boarding on 29 August. On 31 August, BIDDLE became the first allied warship to board an Iraqi vessel (later released). This was BIDDLE’S third boarding.”
In the middle of a tense situation on the far side of the world, Biddle’s thirteenth change of command took place when Captain Louis F. Harlow relieved Captain Grant Fulkerson as Biddle’s Commanding officer. Captain Harlow graduated at Fort Schuyler, New York, in 1968. He served in USS Charles R. Ware (DD-865) as Navigator and USS Ainsworth (FF-1090) as Chief Engineer. After receiving a Master’s degree in Financial Management from the Naval Postgraduate School at Monterey, he served in USS Vreeland (FF-1086) as Executive Officer. Captain Harlow commanded USS Caron (DD-970).
On 12 September, only two days after Captain Harlow assumed command, Biddle’s list of firsts continued. Her first divert and her seventh boarding, which was a freighter, occurred in the North Red Sea. Two more firsts occurred when she boarded her first vessel with a Soviet crew, and then on 17 September, Biddle boarded her first Soviet-flagged vessel.
On 18 September Biddle boarded her tenth vessel then steamed north through the Suez Canal to Izmir, Turkey, for a four day port visit. She was joined by USS Philippine Sea and USS Saratoga before shoving off for the NATO exercise Display Determination 1990. Display Determination involved naval, air and ground forces from the United States, Turkey, and Italy. Embarked NATO observers “All left highly impressed with the NTU cruiser’s ability to defeat all air threats encountered during the two-week exercise,” reported Biddle’s 1990 Command History.
Following the conclusion of Display Determination, Biddle set sail for Alexandria, Egypt, arriving on 15 October. After a one week IMAV with USS Yellowstone (AD-41), Biddle departed Alexandria to resume her duties in the Red Sea. Concurrent with performing her interdiction duties, Biddle completed an engineering self-assessment from 7 to 11 November and a Combat Systems Assessment from 10 to 11 November. Biddle visited the Egyptian port city of Hurghada for three days beginning on 12 November then joined USS South Carolina on 16 November for a two-ship alongside address by the Chief of Naval Operations. Following the CNO’s address, Biddle returned to the North Red Sea to continue boarding operations.
Biddle continued boarding operations until 4 December when, inexplicably, her rudder broke off the rudder post and sank. A replacement rudder was flown to the French Naval Shipyard at Toulon, France. Meanwhile, Biddle was towed to Port Suez, Egypt, by Thomas C. Hart (FF-1092) (Thanks, Tom!). Egyptian tugs towed Biddle through the Suez Canal to Port Said, where Biddle was met by USS South Carolina. South Carolina put her powerful nuclear propulsion system to good use until relieved by ocean tug USNS Powhattan (T-ATF 166) on 13 December. Powhattan completed the towing task after a week, arriving Toulon on 19 December.
Biddle’s 1990 Command History summarized the remainder of the year: “BIDDLE took advantage of the Toulon inport period to proceed with a Restricted Availability carried out by the French. BIDDLE remained inport Toulon until 5 January 1991, with all hands taking the opportunity to visit the town and surrounding cities, including Marseilles, Monte Carlo, and Monaco, and even Paris, where two-day excursions were provided.”
1991
With a new rudder firmly attached to the ship, Biddle departed Toulon on 6 January to continue GATEGUARD duty in the Northern Red Sea. She remained on duty in support of OPERATION DESERT SHIELD as Local Anti-Air Warfare Commander (LAAWC) until OPERATION DESERT STORM began on 17 January. According to Biddle’s 1991 Command History, “The pinnacle of BIDDLE’S involvement in Maritime Interdiction occurred on February 26. BIDDLE boarded the Yugoslavian merchant Ledenice, uncovering chemicals used in SCUD missile warheads. The Saudi Arabian government authorized seizure of the vessel crediting BIDDLE with the only seizure during OPERATION DESERT SHIELD or DESERT STORM.”
Credited with the first boarding of an Iraqi vessel, the first boarding of a Soviet-flagged vessel, the first diversion in the Red Sea, 36 total boardings, eight diversions, and one seizure, Biddle began the two week transit home on 14 March, confident that once again she had sailed in harm’s way, met the challenge, and was returning home. Biddle arrived in Norfolk on 27 March “to a hero’s welcome unseen since the end of World War II,” according to Biddle’s 1991 Command History.
From 28 March to 23 May Biddle remained in port to complete an ASW Fire Control Systems Material inspection, CMS inspection, and a Sonar Dome Rubber Window Radiographic Inspection. During the six week period from 23 May to 1 July, Biddle conducted COUNTER NARCOTIC OPERATIONS first in the mid-Atlantic and then off the coast of Columbia in the Caribbean Sea. Using her long-range air-search capabilities, Biddle tracked over 1600 contacts – 40 were identified as possible drug transports which led to the arrest of twelve alleged drug runners and the seizure of 715 kilograms of cocaine.
Biddle returned to Norfolk where she remained until the end of the year except for off-loading then on-loading weapons in Yorktown, Virginia, and two short Sea Trials in December. After unloading weapons at Yorktown in preparation for a SRA, Biddle commenced a three month IMAV with USS Yellowstone from 2 September until 8 December. During the extensive maintenance period, Biddle’s AN/SPS-48E waveguide and antenna were replaced, the Joint Operational Tactical System (JOT) II with two large screen displays were installed, 1A and 2A boilers were re-tubed, and numerous repairs were made to firerooms, machinery spaces, and the sewage Collection, Holding, and Transfer (CHT) system. The Command History also reported that Biddle had “a new look: an all-gray topside.”
In addition to the SRA, Biddle successfully completed a Command Inspection, was awarded COMCRUDESGRU Eight’s first Surface Warfare Excellence Award, and received an Aviation Certificate. During three days of Sea Trials in December, Biddle tested the results of her IMAV, then returned to port to enjoy a holiday stand-down for the remainder of the year.
1992
Biddle’s holiday stand-down ended on 13 January when she got underway for Basic and Advanced FLEETEX 2-92. The five-week exercise consisted of qualification for employment of the SM-1(ER) and SM-2(ER) missiles, Harpoon Anti-ship missiles, Anti-Submarine Rocket (ASROC), and Mk 46 torpedoes; and Naval Gunfire Support Qualification at Viques Island. Sandwiched between the basic and advanced phases was a three day port visit to St. Thomas.
Upon return to Norfolk on 14 February, Biddle focused on the Operational Propulsion Plant Examination scheduled for 2 and 3 March. Unfortunately, Biddle failed the Main Space Fire Drill but passed the second inspection on 22 and 23 March then passed a Combat Systems Assessment five days later. In April Biddle conducted an Intermediate Maintenance Availability with, you guessed it – USS Yellowstone.
Ensign Patrick Delaney reported aboard Biddle in early March, eager for his first assignment as Biddle’s Gunnery Officer. Later he would be assume responsibilities as Gunnery/Missiles Officer, and finally as Biddle’s last First Lieutenant. Young Mr. Delaney quickly found the atmosphere aboard Biddle to his liking. He explains:
I walked onto Biddle on the morning of 1 April 1992 as a boot Ensign. Biddle was moored at the end of pier 10 in Norfolk. The crew had just started the pre-deployment standdown for Med 92-02. It also happened to be Captain Harlow’s birthday. I walked onto the ship. Lieutenant (jg) Shawn Duffey found me after I walked out of the admin office and told me to quick change into civvies and that we were taking the Captain to lunch. After a good lunch at a reputable local establishment, the JO’s took off for a long afternoon and night on the town. It was a great way to meet the wardroom and an introduction to a fun ship.
Later during the pre-deployment standdown, Commander Cain, the new XO grabbed me at about 1600 and asked me to come to his stateroom to rehearse his introduction speech to the wardroom. In a little over 2 hours, he regurgitated 16 weeks of SWOS. Ironically, he never gave the speech to the wardroom. Some time after 1800 hours I saluted the ensign and when home.
Biddle departed Norfolk in May to join the Sixth Fleet in the Mediterranean for a six month deployment. Ensign Delaney remembers that “The morning of 6 May we left on Med 92-02. The first four days at sea were awful. We encountered sea storms and were taking rolls of up to 40 degrees. I was absolutely amazed how Mother Nature could undo in 30 minutes all the painting and preservation that the crew did in 30 days.”
On 19 May Biddle took part in the international exercise DRAGON HAMMER with units from the Italian and Belgian navies. After departing the exercise, Biddle anchored at Naples, Italy, for a change of command ceremony in which Captain Larry Gionet relieved Captain Louis Harlow as commanding officer. Captain Gionet, Biddle’s fifteenth and last commanding officer, graduated from Catawba College, Salisbury, NC in 1965 and received his commission at OCS, Newport, RI. He served in USS Annapolis (AGMR-1), USS William H. Standley (DLG-32) as Navigator and Administrative Officer, USS Richard E. Kraus (DD-849) as Operations Officer, USS Donald B. Beary (FF-1085) as Executive Officer, and USS Yellowstone (AD-41) as Executive Officer. Captain Gionet commanded USS Green Bay (PG-101) and USS Samuel Elliot Morrision (FFG-13). Captain Gionet also served as Navigation instructor, Company Officer, and an Administrative Officer, Office of the Commandant of Midshipmen at the U.S. Naval Academy, Annapolis, MD.
While in Naples, Ensign Delaney and a small group of junior officers met the Pope and participated in the change of command aboard Biddle. Ensign Delaney recalls both experiences with humor an insight:
The first port visit was my favorite port in the entire world, Naples. The ship arranged a trip to Rome. We were encouraged to go in our whites. A group of the JO’s, Eric Townsen, Matt Hurley, Hank Stevens, and myself attend a Papal audience. We got prime seats and got to shake the Pope’s hand on two occasions. He wished us peace. He had the softest hands I’d ever felt…including my three kids.
Naples was also the where we did the change of command when Captain Gionet relieved Captain Harlow. Captain Harlow was a great teacher for JO’s and an even better motivator. I remember when we were doing honors for him on the quarter deck as he was departing; I was really hung over and hurting from the farewell the night before. I couldn’t wait to go back to my rack. On his way through the honors line he shook all the officer’s hands and said a few words to each. When he came to me, I don’t remember what he said, but it was short. I then went back to my stateroom, changed into my khakis and went down to the hole and traced the main steam system.
Captain Gionet was almost the perfect opposite of Captain Harlow. Where Captain Harlow was outwardly intense, passionate and allowed JO’s to control the ship in tight spots under his tutelage, Captain Gionet had a quieter presence, didn’t take unnecessary risks, and relied on his more senior JO’s on his bridge. Both were great captains and leaders. I had the fortunate of having four different COs at sea. Each had very different leadership styles, but all of them were very good. To this day, they are among the best people I’ve worked with.
After weighing anchor at Naples, Biddle participated in the back-to-back exercises POOP DECK and DASIX-LAFAYETTE from 31 May to 11 June. Biddle followed the exercises with a port visit to Toulon, France, in conjunction with an IMAV with USS Yellowstone. During the eight day visit, many Hard Chargers participated in a very worthwhile community relation project. Biddle’s 1992 Command History explains: “Additionally, BIDDLE conducted a community relations project for a local orphanage that served children of various ages, all with medical and/or psychological impairments. The BIDDLE volunteers repaired the heating system and several pieces of playground equipment, built a storage room and fire escape ladder, constructed a brick wall, cleared trees that doubled the available playground areas and painted several rooms. The project was a tremendous success, and follow-on visiting U.S. Navy ships continued the assistance.”
Following the IMAV in Toulon, Biddle joined the exercise ELLIPSE BRAVO from 21 to 28 June. Designed to test our ability to rapidly assemble a Joint Task Force to conduct an emergency evacuation operation, ELLIPSE BRAVO consisted of a 22,000 strong Army, Air Force, Navy and Marine Corps Joint force, led by Commander, Sixth Fleet. The task force was completely assembled within 48 hours then moved to a command ship off shore while maintaining continuity of command.
Biddle’s inspiring efforts to improve relations through the orphanage project were small compared to her next project. A world crisis had developed in the former Yugoslavia, now engulfed in civil war. Operation PROVIDE PROMISE, which was initiated by the United Nations, provided humanitarian relief to thousands of civilians in the form of food and supplies that was air-lifted by the military. Biddle was actively involved in PROVIDE PROMISE from 8 July to 2 August and again from 15 August to 16 September.
After a four day port visit to Thessaloniki in northern Greece, Biddle participated in the annual NATO exercise DISPLAY DETERMINATION. The ship displayed her “superior command and control capabilities while serving as the Anti-Air Warfare Commander for the opposing forces,” according to Biddle’s Command History.
Biddle’s “superior command and control capabilities” during DISPLAY DETERMINATION and other exercises were evident to Mr. Delaney. He remembers “The next couple weeks involved changing port visits and during exercises with the French and Spanish Air Forces and Navies. As an avid follower of geopolitics and global affairs, I always wondered why Western Europe with a population of over 400 million needed the United States to defend it against the Soviet Union with a population of about 290 million. Well after a week of exercises with them, I knew the answer. They were militarily inept. We fooled them two days in a row with the same tactic by getting them to fly all their planes into a missile trap while our carrier planes him the air base that they took off from and left undefended.”
Biddle’s next port call was Piraeus (Athens), Greece. In addition to hosting a Columbus Day reception for the American Ambassador’s wife and 245 guests during the three day visit, Biddle sailors organized a repair party for a local shelter sponsored by Mother Theresa.
While enjoying Athens, Biddle’s next Operations Officer, Lieutenant Charles Landrum, and a detachment of Biddle enlisted men eager to report aboard, were trying to catch up to the ever active Biddle. Lieutenant Landrum describes the ordeal:
I joined Biddle in October of 1992 while she was deployed to the Mediterranean. I had finished my course work on New Threat Upgrade and a class at Tactical Training Group Atlantic. In the course of preparing for my new assignment and to meet the ship, I made calls the operations branch of Commander, Cruiser Destroyer Group Eight (Rear Admiral Phillip Dur). I checked in with the Biddle detachment that I learned was formed at Group 8 and called the OMBUDSMAN and the Captain Gionet’s wife to offer to mule mail over to the ship. In all instances everyone warmly greeted me and told me that they really liked my wife even though no one had yet met my wife. In fact, the OMBUDSMAN wondered why I had come back early. I later learned there was another Lieutenant Landrum onboard, John Landrum, the Missile Battery Officer. Two Lieutenant Landrums aboard was a source of confusion for the 10 months that we served together.
I arrived via an Air Mobility Command charter flight at NAS Sigonella, Sicily, with a goal of getting to the ship and turning over with Lieutenant Commander Pelkofski so he could detach on or before return to homeport. When I arrived in theater, Biddle was in Athens and there were at least a dozen Biddle sailors in transient status waiting for transportation to the ship. They were living in the gym because the BEQ and the local hotels were full. The problem was that Biddle was only making three-day port calls and Air Services Coordination Mediterranean (ASCOMED) refused to take sailors to a port in advance of a ships arrival (in case the port call was cancelled) and on the last day of the port in case the ship left early. So that left a very narrow window to move personnel. These sailors (including the new NC1) were victims of this policy. So we didn’t make it to Athens, but I vowed to board the ship in the next port, Trieste.
I had a few days, so I worked the system and put in an airlift request to move the expanding Biddle det Sigonella to Trieste. The paper work went through and I had a C-9 reserved for the day of Biddle’s arrival. With everything set in motion, I had time to sightsee in Sicily, during which I ran into a retired Army Colonel and his wife. The Colonel was the father of the Combat Systems Officer (CSO), Jose Vasquez!
The night before the flight I dutifully checked in with the air terminal to verify the final arrangements, only to be told the flight was cancelled because we were not allowed to fly up in advance of the ship! I raised hell and they called the Air Operations officer at home, who confirmed our special arrangement. We were set.
The next morning the Biddle Det and Colonel Vasquez and his wife boarded the C-9 for Trieste. At the air terminal for Trieste the plan nearly went awry. Biddle was not due in until the next day and the Italians were not going to let us off the plane since there were no representatives to pick us up. I wasn’t in on the negotiations, but we were eventually allowed to deplane. That was when I realized that my plan was not as well thought out as I had hoped. As it turned out we were able to catch a ride with some postal clerks off of the LPH that was in port Trieste and the ship put us up for the night. The next morning the det was standing on the pier as Biddle Med Moored.
From Athens, Biddle steamed west to Trieste, Italy, for a six day port visit. Biddle hosted a reception for the Sixth Fleet Commander, Vice Admiral Thomas J. Lopez, and guests that included the American Ambassador to Italy. Lieutenant Landrum recalled that an uninvited guest took advantage of the situation:
In Trieste Biddle was the host ship for a reception under a tent on the flight deck by the U.S. Ambassador. Attending were many Italian dignitaries including the mayor, the heads of the Carabinieri and Alpini military organizations, and many other uniforms with equally colorful hats. A ceremonial quarterdeck was set up on the fantail and the Ceremonial Officer and the side boys were kept very busy. A group of us commented on the particularly unattractive mustard and plaid suit of one of the guests.
As the evening progressed and we enjoyed the alcohol served and the hors d’oevres, we noticed that the gentlemen was putting away more than his fair share of wine and food and that some went into his pockets. We inquired of our Italian liaison who this guy was. No one knew and a quick poll of the various Italian entourages soon led the liaison officer to deduce that the guy was homeless! Well we kindly escorted him off the ship, this time without honors! We figured that we had completed our community relations project for this port.
Lieutenant (jg) Patrick Delaney remembered that “We painted over rust in the rain in preparation for the reception. The JO’s also made the local paper. We had a game of touch football in the city square. We had about 14 people playing and drew a curious crowd of locals. I estimate the crowd was 50-60 people watching Curtis Brown eat the rest of us for lunch. Curtis was the star half back at Annapolis a few years earlier.“
Biddle departed Trieste and continued west to Rota, Spain, and then to Bermuda on 3 November. Many Biddle friends and family members flew to Bermuda to meet the ship and enjoy a three day end-of-employment “Tiger Cruise.” While embarked, “the guests received a rare glimpse of life at sea, culminating with a spectacular air demonstration presented by the aircraft carrier USS Saratoga’s (CV 60) embarked air wing.” Biddle returned to Norfolk on 6 November and immediately began a standdown until 6 December. After an IMAV from 24 November until 11 December, Biddle’s crew enjoyed a Christmas party and holiday leave period until 6 January.
1993
Biddle’s Command History for 1993 was not available from the Naval Historical Center. Several Biddle sailors helped to fill in the gap. Lieutenant Landrum describes the last few months of 1992 and 1993 until October:
Biddle arrived home in late October and spent November and December of 1992 in post deployment and holiday stand down. We won the medium ship category for the Christmas decorations competition, possibly because we blared carols to all of the ships on the pier. In early January we sailed for the first of two six-week counter-drug operations (CD Ops). We returned mid- February for one week and returned a week later to the Caribbean and Eastern Pacific for March and part of April.
We had the same detachment from HSL-34, the Green Checkers, for both pulses. We embarked a Navy Group Staff, a Coast Guard staff DESRON equivalent, a Coast Guard Law Enforcement Detachment, aerographers and extra Cryptological Technicians. In all there were nearly 500 people embarked, and space was at a premium. We also sailed with a seven meter rigid hull inflatable boat (RHIB), which we used for the Coast Guard boarding team. The boat was parked on a trailer on the port quarterdeck area and was lowered and raised by pneumatic chain hoist from a J-bar davit.
The embarked staff for the first pulse was COMCRUSEDGRU Three, Rear Admiral Fitzgerald, out of San Diego (it was a first to have a West Coast group involved, previously the East coast staffs carried the load). During the second pulse the staff was COMCRUDESGRU 12 under Rear Admiral McDevitt.
Biddle was primarily employed in an air surveillance role because of her powerful air search capability. We operated either in the western Caribbean or in the Eastern Pacific. It was very rough in the Western Caribbean and dead calm in the Pacific since the prevailing winds blew east to west and the mountains of Panama stopped the wind.
Both times we transited the canal, so the ship made a total of four transits. The first time that we sailed through it was night and I was pretty disappointed not to be going during the day. As it turned out the temperature was much more agreeable and the canal well lit, it was like driving a highway.
Chief Engineer Dave Gilbert was spot promoted to Lieutenant Commander and we had the ceremony on the 04 level in a lock. His promotion meant that I was no longer the Senior Watch officer. We only made one daytime transit and that was more than enough, even during the winter months it was hot and humid.
As flagship, there was no break in the watch routine, so even inport we had four section watches to stand in combat. The four Tactical Affairs Officer (TAO) were myself, the CSO, Dave Gilbert, and Frank Holland, the Cryptological Officer. This rotation meant that the CIC watch teams had limited liberty in port.
Our one liberty port during the first drug ops, was Willemstad, Curacao, where we moored in the great canal opposite of the city. The wardroom went out for Rice Taffle (rice table), a Dutch Indonesian specialty. I remember that the junior officers in the wardroom went to the beach and forgot to put sun block on their feet. They all had bad sunburn and stood bridge watch in loosely laced tennis shoes. I nicknamed my Communications Officer, Tim Spollen, “Tim Swollen” after that. I used to go to Radio Central after lunch at sea since it was just forward of the wardroom on the starboard side. It was during this time that the radiomen taught me how to throw darts and we had some fiercely competitive matches.
One of the seriously sunburned junior officers was Patrick Delaney who offered the following defense: “In defense of Tim and me, we did apply a lot of factor 15, but we also applied a lot of beer for about 8 hours too many in the hot sun. As an American of Irish decent with a red headed son, I’ve been sun burnt many times, but never like that.”
Lieutenant Landrum continues the narrative:
During the first drug ops pulse Biddle received commendation for two events. First we responded to a distress call in the southern Caribbean. A wooden coastal freighter carrying cement had the load shift and the ship capsized. At sunset Our HSL-32 SH-2G helo was able to locate and rescue three of the crew and recover the body of the fourth. The ship was gone. Even though we were off of the Guajira Peninsula of Columbia, the Coast Guard commodore recommended that we drop them off in Colon, Panama, since the Panamanian immigration was less bureaucratic than Colombia and the survivor would be able to go home soon.
We anchored in Colon and were met by a female LDO Boatswain from who arranged everything. The survivors were no problem but the corpse was. “Bob” as we named him because that’s how we found him, was an issue of great concern and it took a lot of cajoling to get the Panamanians to take him. He had been taking up out limited freezer space.
The boatswain was a Harley Davidson rider who was trying to stop smoking and she bummed a bunch of nicotine patches off the corpsman. She paid a call on us after that every time we were in Panama. Biddle was awarded the Coast Guard ribbon for this rescue.
Our second commendation was for a drug bust that off the Guajira Peninsula near Colombia. We had intercepted the HF transmissions of a “go-fast” boat, the ops center ashore, and the mother ship. We were too late to stop the transfer from the mother ship to the boat but we caught up with the “go-fast”. We engaged in an all night chase, with the “go-fast” having a speed advantage but we had the advantage of endurance and a helo. Green Checker stayed right on top the entire time. It was like a chase scene out of Miami Vice and we were even slaloming!
By morning the boat had lost an engine and was low on fuel. They had dumped their cargo the night before, but upon boarding the LE Det gathered enough evidence to prove that drugs has been on board. One of the crew was stupid enough to announce his U.S. citizenship, thinking we would be lenient!
Lieutenant Delaney recalled “the morning when we were catching up, we were doing the slalom chase until his last engine died. We did a back full, and damn near ran him over. Lieutenants Matt Hurley and Ian Pollitt were on the bridge. By the time the boat was DIW, there was a CG, DD, 2 helos, and a P-3 surrounding this small boat. I also remember that our helo’s video cassette recorder had a dead battery so they were unable to film any of the final chase.
Lieutenant Delaney cannot remember where the next story fits – either the first drug ops or the second, but tells it anyway: “On evening on the mid watch, we detected a small plan leaving Columbia flying about 100 feet off the water heading north through the Caribbean. We tracked on our own radar and sortied an F-15 out of Howard AFB in Panama to track it further north. The contact was then picked up by some radar on a rock in the middle of the Caribbean whose name I cannot remember. A P-3 out of Louisiana picked it up and tracked it until it crossed into Cuban airspace. North of Cuba, a Coast Guard P-3 picked it up. Off the coast of North Florida, the Coast Guard P-3, handed it off to a US Custom’s plane. The Customs lost the target somewhere off Georgia. It was totally demoralizing. To make matters worse, we picked up the same guy (presumably) coming south two hours later and tracked him all the way back to Columbia. “
Lieutenant Landrum continues:
During our first deployment into the Pacific, Group 3 staff decided that the ship could safely make a run for the equator off Ecuador. We did and under overcast skies 450 pollywogs (also called “Wogs”), myself included, were initiated by just 50 shellbacks. It was quite a production.
The day started with breakfast on the mess decks, which is exactly what it became. The CSO, Mike Pas, and I managed to escape and elude detection. We filled up green balloons that I had bought in Rodman Panama and put in shaved pieces of dye-mark. Joined by one of my OS1s we pelted the royal court unseen from atop the hangar. The OS1 was caught during our evasion attempts and the jig was up.
We joined the herd of “wogs” on the forecastle and kept wet with salt water – with no sun and a breeze it was chilly. The CSO and I were jumped ahead of the crowd due to our earlier hi-jinks and at least I had the pleasure of bring initiated twice. We crawled down the starboard side to the flight deck for the initiation stations. My SM1 Nash was the Royal Baby and I remember how sore he was the next week, having gotten sunburn and having 450 unshaved faces rub his belly!
The “wogs” had the last laugh! One of my OSCs to photographed me in the garbage trough, but made the mistake of wearing his khakis. I doused him with a liberal coating of slime, which earned me another crawl through the trough. My cannonball into the dunk tank got me extra credit as well. All in all it was good fun, but I had to wash my hair three times to get the lard out.
Operations in the Pacific were very pleasant. We operated at five knots, which gave the crew the opportunity to do a lot of fishing. I remember that the Gunner, CWO2 Ed Domick, had brought along $1000 dollars worth of deep-sea fishing gear and succeeded in catching nothing. Meanwhile sailors with the MWR fishing rods were pulling in fish all day. This became a joke ship wide and the when the EMO, CWO2 Carl Hoilman – the Gunner’s roommate, when ever he had the bridge watch, would get on the 1MC and remind every one that we had it was the n th day that gunner hadn’t caught a fish. When he finally did catch a fish, it was quite small, but nevertheless he paraded it all over the ship. We picked on Gunner a lot because he always brought a backpack full of snacks on watch in CIC. One day he was a bit late when we had the watch pierside in Rodman. We gave him grief for being late and having his ubiquitous backpack. After relieving the watch he handed everyone in CIC a small tub of ice cream that he had gotten at the mini-mart for 50 cents a piece. It was delicious ice cream and after that day we never picked on Gunner again!
Our second drug ops pulse started with a bust. We arrived off of Puerto Rico and the Coast Guard was looking for a semi-submersible that was approaching the coast. The vessel had eluded several cutters a frigate and a P-3 Orion. We put out HF direction finding gear to work and were able to steer a cutter onto the vessel. The boat began to jettison its cargo but it was too late and the crew and vessel were apprehended. Lieutenant Frank Holland let a crack team of CTs and EWs who interacted very effectively with CIC and were key to our success during this period.
During our second stint in the Pacific the engineer and I put our time to good use by getting the boats ready for our planned port visit to Cartagena, Colombia, over Easter. We ran two of the boats every day as we steamed at five knots and the boat crews got lots of training. Also, machinery operated every day runs better. Captain Gionet was very supportive and he enjoyed watching the boat bumper drills from his bridge wing chair.
In Cartagena we anchored out and the boats got quite a workout. While there we never suffered a boat casualty or incident. Rear Admiral McDevitt was elated and we had turned one of the gigs into a barge. He had been to Cartagena the year before on a nuke cruiser and none of the boats had worked the. The admiral was happy so Captain Gionet was happy.
The Admiral of the Colombian Atlantic Fleet had a big party in Cartagena for the wardroom at their officers club. One particular jewelry store in the resort area had an invitation to show their product lines. This invitation was extended to the crew and free beer and wine was served with lots or hors d’oevres and very attractive women in slinky black leotards modeled the jewelry. It was a tremendously popular marketing ploy. After the port visit, we learned that we had earned hazardous duty pay for our time in Cartagena (actually the cartels and the Colombian government declare a truce over Easter, the biggest holiday of the year). So we were reimbursed to the tune of $150!
Enroute to Cartagena was our second SAR in three months. We had launched Green Checker for a routine surface search and classification (SSC) so they could log hours before the port visit. Not long after lift off they flew over a sailboat the owner flung herself into the water. The rescue swimmer was dispatched and the woman was brought safely back to Biddle. As it turned out, the boat was adrift and she could not sail. She and her husband had sailed from their home in Martinique toward the canal. A day out a rogue wave hit the boat and washed her husband overboard. He had no lifejacket and the boat was under sail. She had no way to turn around and despairingly watched him drift out of sight. Seasick and distraught, she decided to force her rescue. We put a prize crew on the boat to bring it into Cartagena with us. The crew was led by Lieutenant Ian Pollit, who is an excellent sailor having grown up on sail boats. He was able to rig a spinnaker and followed us into Cartagena Harbor.
We had two memorable meals in the Wardroom during the two cruises. One was courtesy of Gunner who cooked for each officer a huge chimichanga, which we washed down with O’Douls. The second meal was Philly Cheese Steaks subs prepared by First Lieutenant Pat Delany. Hailing from New Jersey near Philadelphia, he naturally had relatives with a deli. Pat made a speed run before our second CD Ops pulse to pick up the authentic ingredients. He proved to be a great cook as well as a versatile First Lieutenant.
Commander Chris Cain was a nuclear qualified officer whose stateroom held a duplicate library of all of the Navy and ship’s regulations and instructions. In fact, he had filed away every note he had taken in any navy school. He used to slave away on FITREPs, EVALs and award citations, wanting the wording to be just right. None of the more junior officers, including the department heads, were up to the task. The CSO started a file of all of the hackneyed phrases that the XO used to insert into these write-ups. One day the CSO wrote up a brilliant eval that wove in all of the XO’s pet phrases. Chris Cain shredded it with his red pen, denouncing his own pet phrases as poorly written. The CSO, rebutted the XO at 8’oclocks one night explaining that in an attempt to improve his writing, he had adopted and cataloged the XO’s style. We were all in stitches and never heard anymore from the XO about our writing, he suffered in silence.
The Beginning of the End
It was during the second set of CD Ops that we learned Biddle would be decommissioned. Biddle was CASREP free and in excellent shape. Rear Admiral Dur thought so and fought to swap us with USS Dale, which was not yet on the list. Dale had a lot of engineering problems, but it would have meant that we pick up Dale’s Standing Naval Force, Atlantic (STANAVFORLANT) deployment and it would have violated the crew’s Personnel Tempo (PERSTEMPO) limit, a system to track individual deployment.
Captain Gionet and I tried many other times to keep Biddle operational, including sailing for WWII commemorations, but COMNAVSURFLANT had zeroed out our operating funds. I don’t remember sailing to offload ammo – we may have done it pierside. Our last contribution to the nation came in May 1993. The Midwest was under the worst floodwater in 100 years and the rescue teams needed more lifejackets. One beautiful weekday afternoon a stake-bed truck pulled up alongside the ship and the crew emptied the holds of all of our kapok lifejackets. The truck went right to NAS Norfolk and the jackets were enroute the Midwest that night.
After that we started detailing the crew to new assignments and began emptying the ship and securing compartments. We were efficient and got it done a head of schedule. The Naval Historical Center took a portrait of the ship that hung in the wardroom. I got the builder’s plate off the steering gear and the original dial phone from the signal bridge. I left a year after I arrived to join the staff of STANAVFORLANT and so I made that cruise on the Dale no less after all.
Lieutenant Delaney remembers another sad sign that the end was rapidly approaching: “The only other memorable event of the decommissioning period was when the NAVSEA gang came aboard and cut holes in the side of the superstructure to take out all the computers and consoles. They said they were going to be sent up to Philadelphia, stored for a year or two then fitted on a LHA.”
In the spring of 1966, fresh out of Data Systems A and C schools, young DS3 Jim Treadway, a display tech, was Biddle’s first data systems technician to report aboard. In the spring of 1990, fresh out of Data Systems A and C schools, young DS3 Jon Davidson, a display tech, was Biddle’s last data systems technician to report aboard. Jon remembered that
The crew started to dwindle during the summer and fall of 1993. The DS’s in the shop had been given orders or gotten discharged and left one by one until I was the only one left. Towards the end, maybe September 1993, everyone was moved off the ship to a barracks near the air station. I lived off base so did not have to stay at the barracks, but had to stand watch there. The various departments set up offices in a nearby building while all the affairs were being closed out.
While all this was going on the ship was starting to get stripped of what could be used elsewhere. I was a display tech and helped the contractors disconnect all of the equipment in the DS shop and up in CIC. They cut a hole in the side of the superstructure and pulled everything out with a crane, and loaded everything onto flatbed tractor trailers. It was a very strange and sad sight when the removal was complete – lots of empty space.
There were decommissioning rehearsals that all of the crew that was going to be there at the end had to attend. There was an FCCS (last name Auman I believe) who was going to be the OOD during the decommissioning ceremony. I had stood watch with him numerous times before and he wanted me to be the POOW during the ceremony. I told him that I would be proud to do that. We practiced a few times and had the order of things down quite well.
Hard Charger! 