uss henry w. tucker dd/r 875escorts, 12 fletcher class destroyers, and 27 gearing class destroyers....

USS HENRY W TUCKER HISTORY

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USS Henry W. Tucker DD/R 875

Commissioned - 12 March 1945

Decommissioned - 3 December 1973

WWII ~ Korea ~ Viet Nam

“Mighty T”

“Steamin’ T”

“Have Gun Will Travel”

“Happy Hank”

“Tuck’s Tavern”

Includes the history of the C.T. Marcilio Dias D-25, 1973 – 1994

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* * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * This History is dedicated to the officers and men who served on the USS Henry W. Tucker DD/R 875, as well as to all who served in the U.S. Navy.

~ Especially those who were fortunate enough to serve on ~

“TIN CANS” - The Workhorses of the Navy. The information assembled here was obtained from many of the crew themselves or their families. It contains personal recollections, excerpts from various naval documents and the result of extensive Web research. In no way are the details in this History meant to deceive or be taken as Official U.S. Naval History. The facts contained herein are our attempt at preserving the history of this remarkable ship and her crew. ACKNOWLEDGEMENTS -- Although many shipmates have contributed to this document I'd like to particularly thank the following for their contributions.

LCDR Eugene M. Hall James Sadler C.O. 72-73 (Author of “WESTPAC”)

(Final Commanding Officer ) YN2 68-69 LCDR Harry Kinsley Bob Miller X.O. 64-65 MM3 62-65 Paul Machart Tom Byrne YN3 62-65 RM2 60-62 Bill Siler & His wife Pat Mike McDermott BT3 62-64 LTJG 68-69

This continues to be a work in progress; Errors and omissions are to be expected.

Editor

Gary T. O’Neil ET3 63–66

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1 -- THE MAN - PhM3 Henry Warren Tucker Battle of Coral Sea – 1942

The Navy Cross and Purple Heart

2 – HISTORY Of The USS Henry W. Tucker

The Ship’s Origins 1944

Plank Owner Listing

3 -- HISTORY OF THE USS Henry W. Tucker 1945 – 1949

OPERATION SANDSTONE - Enewetok Atomic Testing


The Korean War


The Vietnam War

6 – HISTORY OF THE USS Henry W. Tucker 1972 – 1973 Addition of Chaparral Missile system Overall TUCKER statistics and Medals

7 – HISTORY OF THE USS Henry W. Tucker 1973 - 1994 The Ship in Brazil – C.T. Marcilio Dias (D-25)


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Section 1 -- THE MAN - PhM3 Henry Warren Tucker 1919 – 1942

Our ship was named in honor of Pharmacist's mate third class Henry Warren Tucker, United States Naval Reserve, who was born in Birmingham, Alabama on 5 October 1919. He enlisted in the United States Naval Reserve on 24 June 1941. TUCKER was called to active duty in July 1941, and reported for duty and assigned to the US Naval Hospital in Pensacola Florida. On 15 January 1942, he reported on board a tanker, the USS Neosho (AO-23) for duty. The NEOSHO had survived the Pearl Harbor attack despite being berthed on “Battleship Row”.

For five months the Neosho fueled fighting ships all over the Pacific.

On 7 May 1942, five months to the day after the crushing attack at Pearl Harbor. In the company of the Destroyer USS Sims (DD-409), she was to meet the carriers of her task force a few hundred miles off the Australian coast. Captain Phillips had received a coded message that the Japanese were near at

hand in heavy force. What the Captain could not know for radio silence was that the battle of the Coral Sea was here and now, and his ship was between the opposing fleets.

The Imperial Japanese Navy was at the peak of its success. The United States was striving desperately to regroup and regain the advantage. The USS Neosho (AO-23), a U.S. fleet oiler, steamed restlessly, her men alert for the sudden deadly appearance of the flashing wing displaying the fire-like sun symbol. And it came...

During the opening phase of the battle of the Coral Sea, Japanese naval forces launched an aerial attack on what they believed was the main U.S. battle force. What the Japanese found instead was the NEOSHO and the destroyer USS Sims (DD-409) waiting for a fueling rendezvous.

Facing a 60-plane attack, the fate of the two American ships was never in doubt. The SIMS exploded and sank immediately with a loss of almost the entire crew. Despite its cargo of burning aviation gas and fuel oil, the NEOSHO managed to remain afloat for a while because some of the fuel tanks were empty and their buoyancy kept the oiler afloat.

NEOSHO attempted numerous maneuvers but could not avoid what was inevitable. She was hit, and hit again, and again. Fires blazed uncontrolled. She heeled slowly. Her life was ebbing as the Pacific waters invaded her. The order to abandon ship was given and the remaining crew, many of them horribly wounded went over the side. On her canting decks, men scrambled in desperation to free the life rafts. Others jumped. Still others fell. The surrounding waters were a turmoil of burning oil, debris, and shouting, struggling humanity. Many men were afflicted with searing burns received on board or in the water, suffering unbearably.

With complete disregard for his own life, Tucker swam between the various life rafts, carrying tannic acid in his hands to treat the burns of the injured men. He braved the dangers of exposure and exhaustion to continue his task, helping the injured to boats, but refusing a place for himself.

Tucker was subsequently reported as missing in action and it is believed he lost his life in his loyal and courageous devotion to duty. His valorous actions enhance and sustain the finest traditions of the United States Naval Service.


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For his actions during this attack and the subsequent sinking of the NEOSHO, Henry Warren Tucker was posthumously awarded the Purple Heart and the Navy Cross, one of the highest tributes that can be paid by his country.

The Navy Cross Henry Warren Tucker The Purple Heart

The Navy Cross citation reads as follows:

"For extraordinary heroism and distinguished service in the line of his professionalism following the attack on the USS Neosho by enemy Japanese aerial forces on 7 May 1942. With complete disregard for his own life, Tucker swam between the various life rafts carrying tannic acid in his hands to treat the burns of the injured men. He hazarded the dangers of exposure and exhaustion to continue his task, helping the injured to boats but refusing a place for himself. Tucker was subsequently reported missing in action and it is believed he lost his life in his loyal and courageous devotion to duty. His valorous actions enhance and sustain the finest traditions of the United States Naval Service.” For the President Frank Knox Secretary of the Navy

Class: Gearing


Section 2 -- HISTORY Of The USS HENRY W. TUCKER - The Ship’s Origins

Consolidated Steel Corporation in Orange, Texas laid the keel of the Henry W. Tucker (DD-875) on 29 May 1944. The TUCKER was launched on 8 November 1944.

In 1940, Consolidated Steel had a small fabrication yard in Orange Texas when the Navy contracted with them to expand it into a yard capable of building surface combatants. At its peak, the Consolidated Steel Orange yard employed 20,000 people. Between the years 1942 and 1945, among many other ships, the yard fabricated 100 Edsall class Destroyer Escorts, 12 Fletcher class Destroyers, and 27 Gearing class destroyers.

Consolidated tried to launch a ship every Saturday! The ship launched would be not much more than the major components, and a Tug would immediately tow the ship to a pier to be outfitted. Upon completion of the outfitting, the ship would

then be ready for commissioning and her shakedown cruise.

Almost the entire town would turn out to watch the "splashing" of a new ship. Some of the workers would “ride” the ship to the water, while others would watch from the viewing area. Just prior to each launch, women with a bucket full of pig fat would smear it on each of the skids to help the ship slide into the Sabine river. Now you know the meaning of the phrase "grease the skids."

After the war the yard reverted to being a fabricator and was for many years a division of U.S. Steel. It is now a shipyard again, as a division of Signal International.

Shown is a recent map of the Orange Texas shipyard.

Note the street marked “E. Destroyer Pier Rd”. The old launching piers are now either gone or in disrepair, but one of these were the original birthplace of the USS Henry W. Tucker (DD-875).

NOTE: The commissioning ceremony was held at the city docks about a mile down stream, after the ship was outfitted, NOT at the launching pier.

12 March 1944, while the TUCKER was being constructed, CDR B. H.MEYER, USN, was assigned to become the TUCKER’s first commandingofficer.

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1945 DD 875 was commissioned, sponsored by Mrs. Henry Walton Tucker, mother of the late Pharmacist’s Mate Third Class Henry W. Tucker. The commissioning ceremony was held at the city docks in Orange Texas on 12 March 1945 at 1500 hours. Shown is both the forward and aft view of the ceremony

THERE WERE OTHER SHIPS NAMED TUCKER The first USS Tucker (DD-57) was the lead ship of her class of destroyers. The ship was named afterCommodore Samuel Tucker, USN, who was a famous Captain during the American Revolution. She wascommissioned 11 April 1916 and served in the U.S. Navy until 16 May 1921. In 1926 this ship was transferredto the U.S. Coast Guard where she served until 5 June 1933. The second USS Tucker (DD-374) was a Mahan-class destroyer. She was also named after CommodoreSamuel Tucker and her hull number was DD-374. Built in 1936, she unfortunately struck a mine near the NewHebrides Islands in the South Pacific on 4 August 1942. Attempts to tow her to port were unsuccessful, andshe sank. In 1942, the Destroyer Escort DE-377 was to be built and assigned the name Henry W. Tucker, but the shipwas cancelled. Therefore, the name Henry W. Tucker was given to DD-875 two years later. There were also two Liberty ships. The Liberty ships were cargo ships built in the United States during WorldWar II. They were British in conception but adapted by the U.S.A., they were cheap and quick to build, andcame to symbolize U.S. wartime industrial output. These ships were operated by the Merchant Marine, andwere NOT “Man-O-Wars”.

The first of these was SS Henry St. George Tucker, Hull number 37. This ship was launched in February1942, and remained in service until it was scrapped in 1966. Henry St. George Tucker was a congressmanfrom West Virginia, and participated in the formulation of the Constitution of the United States.

The second was SS Thomas T. Tucker, Hull number 269. This ship was launched in August 1942, but ranaground in November 1942. Thomas Tudor Tucker was a former Treasurer of the United states, having beenappointed by Thomas Jefferson. In this document, the USS Henry W. Tucker (DD-875) will be referred to as the TUCKER.


With the DD 692 SUMNER class continuing to be overloaded with anti-aircraft capabilities to protect the carrier forces, the resulting effect was a lack of speed and required range. In 1943, Fleet Admiral Ernest J. King accepted the BuShips recommendation that the SUMNER hull be lengthened by 14 feet, so that an additional 160 tons of fuel could be carried. This would result in an increase of range over the basic SUMNER by 30 percent. The first ship to receive this new hull was the USS Gearing (DD-710) and it became the lead ship of the 2200 ton Gearing class destroyers. Of the 98 commissioned Gearing class destroyers, 47 retained their DD classification prior to FRAM with three being disqualified due to having been modified for improved steam machinery testing, advances in missile technologies, and testing of an advanced propulsion system. Of the remaining 44, ALL GEARINGS received the FRAM MK I reconstruction.

With the 14 foot extension provided in the middle of the ship, the added space proved vital in relocating some machinery for better balance whereas the SUMNERs were noted for being "Bow heavy". Other than this 14-foot extension, the SUMNER and GEARING class destroyers were visually identical.

Displacement 3460 Tons (FDimensions 390' 6" x 40' 1Mean Draft 14 ft. 4 in. Fuel Capacity 196,000 galloRange 5,800 miles aPropulsion Four Babcock

supplying twogenerating a tbladed propel

Shaft rpm 350 (max) Speed 36.5 knots Complement (typical) 274 (14 Office---------------------------------------------------Weapons Pre-FRAM

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Weapons Post FRAM•

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TUCKER SPECIFICATIONSull load), 0" x 14' 4" (Max)

ns (4,640 barrels) t 15 knots and Wilcox 615 PSI 850 DEGF superheated express type boilers sets of General Electric high pressure, low pressure and cruising turbines otal of 60,000 SHP. Supplied to two shafts each with a 12.5 foot four ler.

rs, 260 Enlisted) ----------------------------------------------------------------------------------------------------(As built, 1945) –

MAIN: 6 x 127mm L/38, in twin mounts: two forward, superfiring, one aft 2 X triple tube, 12.75 in. Mk 32 torpedoes AA: 12 x 40mm L/56 in two quadruple and two twin mounts, 11 x 20mm L/70 10 533mm torpedo tubes in two quintuple centerline mounts 6 x K-Gun, 30 depth charges, 2 x depth charge track, 26 depth charges

(Rebuild, 1963) –

2 X 5 inch 38 caliber twin gun mounts guided by a Mk37 director with Mk25 fire control radar linked by a Mk1a electromechanical analog computer stabilized by a Mk6 8,500 rpm gyro. Antisubmarine rocket launcher (ASROC), four double celled boxes housing 8 missiles, up to 30 miles from ship, nuclear depth charge capability. Two drone antisubmarine helicopters (DASH) able to deliver two torpedoes up to 30 miles from the ship.

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A total of 328 sailors were assigned to make up the first crew. The first crew list (Plank owners) follows –

OFFICERS COMMANDER B. H. MEYER, USN, COMMANDING OFFICER LIEUT COMMANDER O. O. LIEBSCHNER, USN, EXECUTIVE OFFICER LIEUTENANT F. E. SOMERS, USN, GUNNERY OFFICER LIEUTENANT D. K. TRAXLER, USNR, ENGINEER OFFICER LIEUTENANT T. M. BRUMBY, USNR, COMMUNICATION OFFICER LIEUT. (jg) R. HARBERT, USN, FIRST LIEUTENANT LIEUT. (jg) B. F. CORSON, USNR, INTERCEPT OFFICER LIEUT. (jg) T. J. KEEGAN, USNR, ASSISTANT NAVIGATOR LIEUT. (jg) J. H. PENNINGTON, USN, ASSISTANT GUNNERY OFFICER ENSIGN R. F. HERRE, USNR, RADAR MATERIAL OFFICER ENSIGN F. J. CRAWFORD, USNR, ASSISTANT FIRST LIEUTENANT ENSIGN K. F. JEUNGLING, USNR, ENGINEER'S ASSISTANT ENSIGN G. G. WEAKS, USNR, ASSISTANT COMMUNICATION OFFICER ENSIGN R. H. SHAW, USNR, RECOGNITION OFFICER ENSIGN N. F. WRIGHT, USNR, SOUND OFFICER ENSIGN F. A. ODOK, USN, GUNNERY ASSISTANT ENSIGN R. PLANKINTON, USNR, TORPEDO OFFICER ENSIGN L. E. NORTHCUTT, USN, ASSISTANT ENGINEER OFFICER LIEUT. (jg) F. W. BUSSARD, (MC) USNR, MEDICAL OFFICER ENSIGN D EHLENFELDT (SC) (L) USNR , SUPPLY OFFICER

CHIEF PETTY OFFICERS

JENKlNS, A. CBM BAKER, W. S. CWT LIPKA, C. CMM NARRON, J.A. CPhM ASHLEY, C. B. CGM BELL, J. F. CWT COULTER, D.M. CMM POEPPER W, P. CCS JONES, T. L. CTM LONGACRE, R. K. CEM SLAUGHTER, J. B. CRM WHITE, M. H. CQM DUNTON, J. R. CMM COOK, L. R. CY


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CREW

ABBOTT, T. S DANTONIO, LOUIS HOYER, LLOYD J. MURPHY, LESTER E. SLOVER, JAMES A. ANDERSON, C. C. DAVIDSON, ROBERT A. HOYT, K. J. MYERS, R. SMITH, CLARENCE H. ANDREWS, EDWIN S., Jr. DAVIS, CHARLES L. HUDDLESTON, P. M. MacGILLIVRAY, D. F. SMITH, GEORGE ANDREWS, NICHOLAS V. DAVIS, EDDIE T. HUNDLEY, R. E. NACE, JOHN A. SMOOT, C. C. Jr. ATKINSON, PAUL E. DAVIS, WALTER D. HURT, ANDREW G. NEELY, GEORGE J. SPALDING, L. H AUFFERMAN, W. R. DECKER, T. B. HURINOWICH, HARRY NELSON, PRENTISS E. STALNAKER, T. M. AUGSBURGER, H, E. DEEVER, GEORGE H. IAIZZl, LOUIS NELMS, WILLIAM K. STANKIEWICZ, J. BAILEY, DOUGLAS L. DEGENHARDT, P. A. ISHEE, PEARL R. NEVINS, JOSEPH M. STEELE, G. G. Jr. BAITY, CHESTER C. DENT, HAROLD E. JACKSON, NOAH R. NEWELL, WILLIAM H. STEHLING, BRUCE BALL, CHARLES R. DERRICOTT, THOS. L. JAGOE, A. F., Jr. NEWSOME, J. SINGLETARY H.L.Q. BARNER, CALVIN W. DEWAR, JACK E. JONES, ISAAC B. NOBLE, JOHN G. STEPHENSON M. I. BEAUPRE, ERNEST A. DEYOE, RICHARD I. JONES, ERNEST R. NORRIS, HUGH R. STONER, D. K. BEAVER, MERVIN A. DOUGLAS, CHAS. R. JUSTICE, J. J., Jr. NOTT, WILLIAM L. STROTHER, PAUL T. BELMORE, IRA M. DOVE, JOHN O. KASABIAN, L. C. NYSWONGER, ROBERT SUMMERVILLE, K. D. BELT, GAIL W. DRESSLER, HAROLD R. KATINSKY, M. A. O'DONNEL, E. F., Jr. SW ARTZ, J. BELL, JAMES P. DUKE, WILBUR M. KEEFE, EDWARD J. O'GRADY, HENRY C. SWIERCESKI, R. BENNETT, JAMES D. DUNN, JAMES T. KEEVER, F. W. PAQUIN, EDMOND J. SWIFT, LELAND F. BENTZ, GEORGE E. EDENFIELD, DAVID J. KEIPER, WALTER S. PEARSON, SILAS H. TALBOTT, WAYNE R.. BEVINS, EVERT ESMAY, P. L. KELDERHOUSE, GEO. PEE, FRANK TANGNEY, ROBT. A. BIBB, GEORGE N. FEINSINGER, D. P. KELTIE, JAMES D. PELLOM, EDWARD R. TATA, JOHN BISHOP, AUSTIN C. FITZGERALD, F. L. KIEFFER, JOSEPH L. PERKINS, H. TAYLOR, ARTHUR D. BOGART, RUSSELL T. FLIPPO, EDWARD J. KLAYBOR, JOHN H. PETERSON, ARTHUR G. TAYLOR, ROBERT L BOIDO, JOHN F. FORD, DALE J. KLINGER, GENE E. PHARE, F. W. TAYLOR, THOS. J. L. BOOTEN, JAMES W. FORD, GEORGE KOCI, A. J. PHELAN, JOHN R. TEN EYCK, W. C. BOYLE, JAMES P. FORD, CHARLES H. KELLEY, H. H. PINARD, ARMAND L. THOMAS, WM. L. BRADY, THOMAS E. FORD, JACOB A. LADNER, HAROLD C. PITCHER, EDWIN P. TILLINGHAST, K. A. BRETON, OSCAR H. FOUNTAIN, R. A. LANNEN, R. F. POERNER, ROBERT F. TRIPPLER, HARRY W. BROWNING, CARL W. FUNK, WILLIAM G. LAURENCE, W. F. POOLE, R. C. Jr. TRUDEL, WM. J. BROWN, ED 0. Jr. FOLTZ, W. M. LAWRENCE, P. M. POTTER, EARL W. VAUGHN, RALPH M. BROWN, FLOYD D. GADDY, BENJ. L . Jr. LEMLEY, WM. K. POWERS, EDW. F. VERNARDO, J. G. BROCKMAN, W. L. GAMBACORTA, W. F. LEOPARDI, S. A. PRATT, LEONARD H. WADLEY, DONALD E. BRODKIN, PAUL A. GARABEDIAN, H. LEWIS, A. E. PREVATT, JAMES T. Sr. WALLICK, CHAS. D. BROWN, NOBLE J. GARBETT, MARVIN E. LEWIS, JOHN C. PREGNO, GEORGE C. WASNAK, .J. F. BRUBAKER, JOSEPH L. GENTRY, FRED H. LEWIS, RICHARD PURRI, PASQUALE F. WEAVER. M.. G. BRYGIDYR, BILLIE GERBER, JOHN E. LITTLE, HENDLE R. RAGON, DONALD E. WEBER, S. P. BUCKNER, JOHN W. Jr. GIANFALLA, JOHN J. LLOYD, E. J. Jr. RAYNE, JOSEPH A. WEILAND, H. B. BUCHOLZ, EDWARD J. GILLIAM, JOSEPH G. LONG, WILLIAM F. REDICK, FRED A. WELCH, V. R. BUCK, ROBERT L. GIORDANO, FRANK LOVELESS, ROBT. D. REED, W T. WESTERLUND, R. R. BUNTY, WILLIAM L. GOLDEN, WILLIAM LOVETT, E. V. REIDELER, B. G. WHISKER, ROBT. E. BURROWS, ALBERT J. GOTTLIEB, PHILLIP MAGERS,THEODORE RIDA, JOHN WHITE, JAMES H. BUSH, THEODORE GRAY, PHILIP E. MARTIN, S. B. Jr. RINEHART, CHAS. C. WICHERSKI, B. F. CALHOUN. JAMES E. GRANT, OTIS D. MARTOCCI, JOS. H. RISS, ALBERT M. WILLIAMS, BILLY R. CAMPBELL, C. M. GRAVES, H. C. III MARTINEZ, LEANDRO ROBERTS, HOWARD E. WILLIAMS, KENNETH CAPP, WILLIAM L. GRIMES, WILLIE G. MATHERS, ROBERT C. ROBERTSON, PAUL A. WILLIAMS, R. D. CARLUCCI, FRANK GROGG, JOHN C. MATIS, JACK ROBLE, STEVEN A. WILSON, JOHN Jr. CAREY, GEORGE E. Jr. GUERRO, EDWARD MAY, PAUL D. ROSS, LOWELL E. WILLIAMS, R. C. Jr. CARROLL, CHARLES J. GUNNING, PATRICK McNUTT, MELVIN N. ROSS, M. F. WILSON, T. F. CARTER, ROBERT C. Jr. HAFER, BYRON M. McLIN, ARTHUR N. RUFF, WILBUR F. WILSON, WM. J. CHAMBERS. JAMES E. HALL. ROBERT E. McBRIDE, JOHN M. RUGLETIC, MICHAEL. WOLDT KENNETH E. CHASTAIN. JAMES K. HAMILTON, J. F. McINNISH, GENE L. SCHIMPF, ALFRED D. WOOD, PERNELL B. CHOJNOWSKI, M. J. HANSON, EARL D. McCLOSKEY, FRANK J. SCHAFFNER, PIUS F. WOODWARD, P. F. CHRISTENSEN, ROBERT HANISCH, EDWIN W. McDOUGALL, NEIL A. SCHKOLNICK, MOE WORDEN, C. C. Jr. CICHIRILLO, SAM P. HARAN, JOHN J. McINTYRE, S. B. SCHNEIDER, D. M. WRIGHT, ALBERT T. CLARK, JAMES E. Jr. HARRIS. ROBERT N. McFALL, ARNOLD E. SCRUGGS, WM K. WYNN, HAROLD L. CLAYTON, C. J., Jr. HASSELBECK, E. J., Jr. McVICKER, CHAS. R. SEARS. JOE A. Jr. WOOD, STANLEY R. CLARK, RAYMOND L. HAWK, ALFRED E. MEADE, ARVEL F. SEITZ, EDWIN C. WILLIAMS, C. L. CLARK, CHARLES F. HAYDEN, ALBERT A. MEADOWS, LEE M. SETCHELL, R. L. WILLIAMS, D. G. COFFEY, LARRY V. HAZEN, F. A. MIELE, C. J. SEXTON, ERVIN M. YOVAISIS, ADAM J CONOVER, HARRY P. HENSHAW, RALEIGH B. MIKUS, FRANCIS J. SHANK, HARRY B. ZIMBELMAN, E. G. CONFER, W. A. HENDERSON,. C. H., Jr. MILLER. ANDREW D. SIGGERS, JAMES E. ZUDONYI, F. B. COOPER, HOWARD F. HICKS, .JAMES M. MILLER, GEORGE E. SINGLETARY, W. E. Jr. COOLEY, JAMES C. HILL, BENTON MOORE, ALBERT J. SJOBLOM. VAN A. COW AN, JAMES E. HILLOCK, C. K. MOORE, OBIE R. Jr. SKISLOCK. JOHN F. CRIDER, ROYCE R. HOLLAND, RAYMOND V. MORRIS, JAMES L. CULPEPPER, C. W. Jr. HOLLIDAY, T. C. Jr. MOSHER. EARL, Jr. DALE, JOHN P. HOOK, PICKFORD R.


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Section 3 -- HISTORY OF THE USS HENRY W. TUCKER 1945 - 1949 Designation DD 875

After a brief fitting out period, TUCKER was moved from Orange TX to Galveston on March 15 1945. There, the TUCKER performed underway shakedown testing and inspections for 2 weeks. On 29 March, TUCKER headed to Guantanamo Bay, Cuba. While at Guantanamo Bay, TUCKER loaded weapons, ammunition, and supplies.

For the next 19 days, the TUCKER underwent sea training, and participated in Gunfire shore bombardment exercises,

which were performed at Gonaives Island, on the south west coast of Haiti. The other ships participating were the USS Duncan (DD-874), USS Perkins (DD-877), and the USS Rogers (DD-876). One of TUCKER’s shells completely missed the island, and resulted in a failing grade for the TUCKER.

Upon completion of this short training period, TUCKER was underway from Guantanamo on 20 April 1945, TUCKER headed north and arrived in Norfolk VA on 23 April 1945 for conversion to a radar picket ship.

THE WAR IN EUROPE ENDS On 22 April 1945, the war in Europe ended. In anticipation of the invasion of Japan, 24 Gearing class destroyers began conversion as radar picket ships that could provide early warning of massed attack without overwhelming their Combat Information Centers. Twelve of the first thirteen ships to be completed (DDs 742, 743, 805, 806, 807, 808, 829, 873, 874, 875, 876, and 877) were selected in January. Twelve more (DDs 830-835 and 878-883) were selected in May. Conversions were carried out at Boston Navy Yard and Norfolk. This involved replacing the forward torpedo tube mount with a tripod mast for height finding radar and other systems. These destroyers were not officially designated as DDR’s until 1949.

This work was completed on 13 June 1945, and the TUCKER left Norfolk and headed back to Guantamano Bay with an intermediate stop at Culebra Island (half way between Puerto Rico and St. Thomas). After the short 2 day stop for replenishing, TUCKER again got underway north on 24 June 1945.

TUCKER was assigned her first homeport, Casco Bay (Portland Maine), and was assigned as a member of DESRON 10.

On the way north, along the east coast of the US, a hurricane was found to be in the path of the ship near Cape Hatteras NC. This storm, which had intensified over the Gulf, crossed the Florida mainland, and was heading north.

On 26 June, TUCKER again arrived in Norfolk to repair minor damage sustained (mostly main deck and the forward gun mount) due to the storm and to refuel. Leaving Norfolk on 28 June, TUCKER entered Casco Bay and reported to their new homeport, Portland Maine. At this time TUCKER gunners practiced with a new type of Anti Aircraft shells.

Operating out of Portland from 10 July until 20 September, the TUCKER participated in anti-submarine duties in connection with radar and anti-aircraft experimental exercises. The TUCKER operated with Task force 69 under the command of Vice Admiral Willis A. Lee, along with other units of the force consisting of the USS Dennis J. Buckley (DD-808), USS Edward H. Allen (DE-531), USS Tweedy (DE-532), LCS(L) (1), LCS(L) (5), LCS(L) (6), LSM (455), USS Wyoming (AG-17), and USS Bremerton (CA-30).


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On 25 July, TUCKER anchored for two days in the Bay of Fundy, New Brunswick. The fog was so thick, that the shoreline could not be seen from the ship. The fog cleared two days later, and TUCKER once more got underway to continue exercises.

It was at this time that TUCKER gun crews set an all time record in gunnery by shooting an 80 foot pattern with her combined guns at a distance of 10 miles. Operations also consisted of conducting various training and experimental exercises in the Casco Bay area. One of those exercises was to be a target for planes practicing strafing runs. One plane didn't quite pull up fast enough and hit TUCKER’s "bedspring" radar antenna, damaging it. The USS Henry W. Tucker (DD-875) entered the Boston Naval shipyard on 30 August 1945 for repairs.

THE WAR IN THE PACIFIC ENDS On 6 August 1945, an atom bomb (Little Boy) is dropped over Heroshima. On 9 August 1945, an atom bomb (Fat Man) is dropped over Nagasaki. The Surrender of Japan, took place on August 15, 1945, thus ending the Second World War in the Pacific. After VJ day, 20 September 1945, the TUCKER was detached from this duty. On 20 October TUCKER left Casco Bay, bound for a new assignment in the Pacific. She arrived in St. Petersburg FL and spent Navy Day there on 27 October. St. Petersburg was the hometown of Commanding Officer B. H. Meyer.

On 31 October, TUCKER got underway to Pensacola Florida. After replenishing, refueling and 5 days of liberty TUCKER headed for the Panama Canal. On 9 November 1945, the TUCKER departed to the Pacific area by way of the Panama Canal. The squadron arrived at Coca Sola, Canal Zone, on 11 November. Coca Sola was the Navy’s old air base at that time. Outside the gate is the city of Colon Panama. The next day TUCKER transited the canal, en route to San Diego. The TUCKER arrived in San Diego on November 20, and three days later, departed with USS Dennis J. Buckley (DD-808) as flagship of Destroyer Div 16, USS Bordelon (DD-881), USS Leary (DD-879) and USS Dyess (DD-880), USS Hanson (DD-832), USS Turner (DD-834), and USS Floyd B. Parks (DD-884). They were underway for Pearl Harbor, arriving on 28 November.

After several days in Pearl Harbor, the eight destroyers left Pearl on 9 December and continued toward Japan. On the way, a typhoon was encountered and the SP radar antenna of the BORDELON had to be secured, as the rotation motors were unable to control the heavy antenna. At one point the BORDELON rolled 54 degrees. Surviving the typhoon, they reached the waters of Tokyo Bay on 22 December 1945. The storm was finally abating, when the TUCKER lookouts spotted two mines that had broken loose in the heavy weather. A couple of well-placed rifle shots took care of the mines. TUCKER arrived in Yokosuka with less than a day's supply of fuel.

USS Henry W Tucker passing through the Panama Canal


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1946

After 5 days in Yokosuka, TUCKER got underway for Sasebo, arriving there on 29 December 1945. During January, February and March 1946, TUCKER was on occupational duty among the Japanese home islands and in the Ryukyus. This was the start of 4 months of “occupational duty” of the home islands of Japan.

There were stops at Sasebo on 29 December, Nagoya on 6 January, Buckner Bay Okinawa 17 January, Amami and Naze on the Ryukus Islands on 29 January, Buckner Bay on 2 February, Miyako on 12 February, Buckner Bay again on 13 March, and finally back to Yokosuka on 18 March. Crew liberty at these ports of call mostly consisted of softball on the beach, a little Japanese beer (If it could be found), and maybe you could borrow a horse (cheap) for riding.

The crew was placed into four rotating sections. Section 1 - Shipboard duties, Section 2 - Recreation on the beach, Section 3 - Liberty in town, Section 4 - Patrol. The patrol group would wear a 45 pistol, and each day a part of the island was inspected for anything the Japanese may have stashed away. Some gun emplacements were found, some corsairs (aircraft) that may have been shot down, and other contraband were also found.

On 25 March, the TUCKER left Yokosuka, homeward bound by way of Honolulu. Leaving Pearl on 22 April, TUCKER anchored in San Diego Bay on 28 April 1946. There she remained for personnel demobilization. The TUCKER operated out of San Diego until October when she was ordered to Richmond CA in San Francisco Bay, for Navy Day. Over 10,000 people visited TUCKER during her stay in Richmond.

After leaving Richmond CA, the TUCKER conducted training exercises in the West Coast operating areas until she entered the Naval Shipyard, Mare Island, north of San Francisco in September 1946, for a three month overhaul.

After completion of the overhaul in late November 1946, the TUCKER returned to San Diego, California.

SINO AMERICAN RELATIONS

Late 1946 was a time of anticlimax in the history of Sino-American relations. For four years since the outbreak of the Pacific War, thousands of American servicemen had been in China rubbing shoulders with the Chinese. When victory finally came, more United States troops (mainly the marines of the Third Amphibious Corps) poured in, and the Chinese hailed them as heroes.

In less than a year, however, as hostilities between the Kuomintang (KMT) and the Chinese Communist Party (CCP) closed in, the Americans were caught in the crossfire. Along the communication lines in North China, armed clashes between US and CCP forces escalated; in the cities, anti-American rallies became daily occurrences. The Chinese now became hostile to its erstwhile allies; wherever US servicemen went, they received boos from the locals. The rupture seemed to be irreversible:

US forces started to evacuate. George Marshall, the presidential envoy to China, also ended his yearlong mediation, thus bringing the extraordinary intercourse between the two nations to an anticlimactic conclusion.

For the next 2 years, the forces of Mao Tse-Tung pushed slowly across China. It was not until 1949 that all of China was under the Communist influence and control.

21 November 1946, while in the shipyard, CDR J. D. FERGUSON, USN, relieved CDR B. H. MEYER, USN, and became the TUCKER’s second commanding officer.


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1947

In January, TUCKER went into dry dock for repairs. At this time, the crew attended atomic warfare school. Afterward, the crew participated in Fleet Exercises from 27 February until late March, returning to San Diego on 29 March 1947.

On 12 May 1947, the TUCKER again departed for the Far East for duty in China and Japan, arriving Shanghai, China, on 8 June 1947. Her duties consisted of deterring smuggling along the coast.

TUCKER returned to Long Beach in late November.


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1948

CLICK ON THE PICTURES TO OPEN THE RADIATION ANALYSIS DOCUMENT ON THIS WEBSITE.

In March 1948, the TUCKER departed for duty with Joint Task Force 7, "Operation Sandstone", at Eniwetok Atoll, Marshall Islands. Here the TUCKER was part of the second series of atomic explosions.

Operation Sandstone was the second test series to be held in the Marshall Islands, but it differed from the first series (Crossroads, 1946) in that it was primarily an Atomic Energy Commission (AEC) scientific test series with the armed forces serving in a supporting role. Its purpose was to "proof-test improved design" atomic weapons, whereas the purpose of Crossroads was an underwater blast to test nuclear weapons effects on ships.

The weapons were tested at Eniwetok by a joint military and civilian organization designated Joint Task Force 7 (JTF 7). This was a military organization in form, but contained military, civil service, and contractor personnel of the Department of Defense (DoD) and the AEC. The commander of this force was the appointed representative for the AEC and reported to both the Joint Chiefs of Staff and the Commander in Chief, Pacific. Captain Thomas Burrowes was given command of a naval task unit at Eniwetok during the atomic tests in 1948. His services there won Captain Burrowes a letter of commendation from the Secretary of the Navy.

The Destroyers that participated in Operation Sandstone with the USS Henry W. Tucker (DD-875), were the USS Rogers (DD-876), USS Courrier (DE-700), USS George (DE-697), USS Marsh (DE-699), USS Perkins (DD-877), USS Raby (DE-698), and the USS Spangler (DE-696).


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Three atomic weapons were detonated near midnight during Operation Sandstone:

Shot “X-Ray” on 15 April from a 200 ft tower on Enjebi Island 37kt. Shot “Yoke” on 1 May from a 200 ft tower on Aomon Island 49kt Shot “Zebra” on 15 May on a 200 ft tower on Runit Island 18kt.

They differed in size and makeup to determine the efficiency and residual radioactivity of each type. The USS McKinley (AGC-7) was the command ship.

The TUCKER was located in sector ABLE, approximately 10 miles from each of the three atomic blasts. The radiation dosage received by the TUCKER was within acceptable levels, but was above the amount received by the other destroyers and destroyer escorts due to the TUCKER’s closer proximity to the blasts, and to TUCKER’s nearness to “down wind” conditions.

SHOT XRAY SHOT YOKE

NOTE: No photo available for shot ZEBRA.

On 21 May 1948, the TUCKER in company with USS Perkins (DD-877), USS Raby (DE-698), USS George (DE-697) and the USS Spangler (DE-696) departed Enewetok atoll and provided screen for the USS Albemarle (AV-5), and the USS Bairoko (CVE-115), while en route to Pearl Harbor.

On 28 June 1948, TUCKER arrived back to the Long Beach Naval Shipyard. The TUCKER was ready for a regularly scheduled overhaul, but first, the TUCKER was “sandblasted” with corncobs to rid the superstructure of any residual radiation. It was about this time that the Navy began using larger size hull numbers for their ships.

TUCKER departed the Naval Shipyard in Long Beach, on 8 September 1948. For most of the next 3 months, she underwent a period of training in the West Coast operating areas.

19 August 1948 --CDR Rex B. LITTLE, USN, relieved CDR James D. FERGUSON, USN, and became the TUCKER’s third commanding officer


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Section 4 -- HISTORY OF THE USS HENRY W. TUCKER 1949 - 1962

New designation DDR 875

1949

On 4 January 1949, the TUCKER departed San Diego for the Western Pacific, her third extended tour in that area.

TUCKER steamed to her assigned China station at Tsingtao (Now known as Qingdao) accompanied by the USS Duncan (DDR-874), the USS Rogers (DDR-876), and the USS Perkins (DDR-877).

On 18 March 1949, the TUCKER was officially classified as DDR-875. This designation would last until 1963, when

she underwent the FRAM conversion, at which time she would again become DD-875.

THE RISE OF COMMUNIST CHINA On 21 January 1949, China’s Chiang Kai-shek resigned his presidency, as his Nationalist armies suffer reverses at the hands of the communists. The defeat of the Nationalist armies forced an American withdrawal; the U.S. Marines provided a security force that insured the escape of hundreds of foreign nationals who might otherwise have ended up in Communist prisons. On October 1, 1949, Mao Tse-Tung appeared outside the gates of the Forbidden City (Beijing) and declared victory as The People's Republic of China. From this day forward, the Communists ruled in China.

TUCKER made periodic “mail runs” to Shanghai and Okinawa then back to Tsingtao. From time to time TUCKER made R&R visits to the Island of Formosa (Taiwan), Shanghai, Hong Kong and Manila.

In October 1949, TUCKER was deployed to Shanghai to evacuate U.S. citizens who were in harms way from the approaching communist forces. TUCKER was anchored on the Huanpu River along with numerous multinational naval ships. Foreign nationals, military personnel, and American families all had to be evacuated or face prison in China. On the night of TUCKER’s abrupt departure, the sky lit up with 5" star shells from the communist forces. All ships in the river fired up emergency steam and departed without delay. Thereafter TUCKER steamed to Okinawa and disembarked her evacuees. At this time, TUCKER returned to Pearl Harbor in mid October 1949.

From 15 October 1949, to 14 November 1949, the TUCKER participated in OPERATION MIKI in the Pacific. a war game which simulated the recapture of an enemy-occupied Oahu. This was the largest West Coast joint operation since the conclusion of World War II during October and November 1949.

A great many Navy vessels of all types, Air Force squadrons, Marines, and Army units were involved in OPERATION MIKI throughout the 30-day operation. There were too many participants and ships of all types to list here.

Shown is one of many UNREP operations. TUCKER is in line waiting her turn. While returning to San Diego, she operated in support of the first publicized firings of missiles from submarines. The submarine USS Cusk (AGSS-348) launched a Loon guided missile and after submerging, tracked and controlled its flight to a range of 105 miles.


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The Loon was the U.S. Navy's copy of the German V-1. Intended for launching from ships against ground targets, the Loon had a pulse jet engine, a maximum range of 150 miles, and was tracked by radar and controlled by radio. All Loons built were used in tests after the war. None were ever fired in combat.

The Loon was one of the first guided missiles built by the U.S. Navy. Knowledge gained from its testing onboard submarines and surface ships led to the subsequent development of more advanced guided missiles which were deployed with the fleet.

1950

On 17 April 1950, the TUCKER entered the Naval Shipyard, Mare Island, for a regular overhaul and departed on 14 July 1950.

The TUCKER found herself embroiled in the Korean conflict. For the next 2 years, the TUCKER was twice called to duty in the Far East. She performed a variety of duties in support of the United Nations forces and gained the distinction of being the first destroyer radar picket to perform picket duties in combat since World War II.

Undergoing overhaul at the time Communist troops launched their attack on South Korea in June 1950, TUCKER sped up preparations to join the fleet operating off Korea.

From the shipyard, the TUCKER operated in the San Diego Area under the Underway Training Element and Commander Cruiser-Destroyer Force, Pacific Fleet, and departed for Japan on 13 November 1950, to join the Naval Forces, Western Pacific, for operations in the defense of Korea.

She arrived in Yokosuka, Japan, on 28 November 1950, and on 4 December 1950, departed Yokosuka for Sasebo, Japan, escorting the USS Sicily (CVE-118) an Escort Carrier with DESDIV 32. She arrived in Sasebo 5 December 1950, and immediately departed for Hungnam, Korea, still escorting the SICILY.

17 April 1950 -- CDR George P. ROGERS, USN, relieved CDR Rex B. LITTLE, USN, and became the TUCKER's fourth commanding officer.

THE KOREAN WAROn 25 June 1950, The Korean War broke out, and President Harry Truman reacted by declaring the“neutralization of the Straits of Formosa”. The Seventh Fleet was sent into the Straits under orders to prevent anyattack by Communist China on the island, and also to prevent the Kuomintang forces to attack China. From thatpoint on, Taiwan was placed under US military protection.


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The United Nations peacekeeping force was being pushed out of Korea by the Chinese. Generally described as an "amphibious operation in reverse", the evacuation of Hungnam encompassed the safe withdrawal of the bulk of UN forces in eastern North Korea. It was the largest sealift since the 1945 Okinawa operation. In barely two weeks, over a hundred thousand military personnel, 17,500 vehicles and 350,000 measurement tons of cargo were pulled out. In comparison with the retreat in central and western Korea, little was left behind. Even broken-down vehicles were loaded and lifted out. Also departing North Korea through Hungnam were some 91,000 refugees, a large number, but not nearly as many as had gathered to leave.

The first major unit to go was the First Marine Division, which arrived in Hungnam on 10-11 December after its successful fighting withdrawal from the Chosin Reservoir area. The Marines

were followed by Republic of Korea troops, the U.S. Army Seventh Division and Third Division. The ROK First Corps was landed at Mukho, on the Korean east coast below the Thirty-eighth Parallel. U.S. forces were mainly taken to Pusan, where the influx initially overwhelmed that port's capacity.

Though the Chinese did not seriously interfere with the withdrawal, the potential threat they represented necessitated a vigorous bombardment by aircraft, artillery ashore and ships' guns. Air cover was available from nearby Yonpo airfield until that was abandoned on 14 December. Thereafter, for the final ten days of the operation, Navy and Marine carrier-borne planes handled the job. Two heavy cruisers, a battleship, and several destroyers provided naval gunfire.

After spending the night of 6-7 December in Hungnam Harbor, just a few days prior to the United Nations evacuation of Korea, the TUCKER departed with DESDIV 32 and proceeded to Kobe, Japan, arriving there on 9 December 1950. From here, she escorted the USS Bataan (CVL-29), a light ASW helicopter carrier, to Sasebo Japan, departing Kobe Japan on 11 December 1950, and arriving Sasebo, Japan, 13 December 1950. She departed Sasebo Japan, 14 December, for Yokosuka Japan, (HUK Exercise) arriving 16 December, and remained in Yokosuka until the end of December.

1951

During January, February, and March 1951, the TUCKER operated with TASK GROUP 96.7 undergoing specialized training in the Yokosuka operating areas. On 3 April 1951, she was detached from the Task Group in company with DESDIV 32 and proceeded to Korean waters to join a Task Force Carrier Group (F-77).

On 5 April 1951, the TUCKER, along with DESDIV 32 came under the operational control of Commander SEVENTH FLEET, and reported for duty with carrier Task Force 77, operating off the East Coast of Korea. This task force, operating as a unit of the United Nations Naval Forces, provided the forces ashore with continuous tactical air support, and the strategic air with invaluable assistance in its overall mission. Coincident with this task, TUCKER provided, as a unit of the screen, protection for the carriers and heavy support ships, along with the many other duties of destroyers in a fast carrier task force.

On 8 April 1951, the task force, with TUCKER in company, departed the East Coast of Korea and proceeded to patrol the Straits of Formosa, arriving on 12 April. This operation was for the purpose of providing a show of force in the area. On 16 April, the task force departed the area and


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preceded north to the operating area off the East Coast of Korea, for continued operations, when it departed for Sasebo, arriving 18 April for logistics and upkeep.

After a short upkeep period (18 April - 8 May 1951), the TUCKER came under the operational control of Commander Blockading Force. For the next month, her task consisted of many and varied duties. The primary job was blockade of both coasts of Korea, consisting of patrolling the sea lanes searching for enemy shipping movements, bombarding the coastal supply routes, and providing carrier screening protection for carriers operating along the West Coast of Korea.

During this period, the TUCKER fired over one thousand rounds from her 5” batteries upon rail and road supply routes, gun emplacements, and personnel. Targets were located in the Songjin-Chonghin areas. These operations marked the first time the TUCKER fired her guns at an enemy of the United States. The destroyer also participated in shore bombardment and landed several raiding and intelligence parties on the western coast of the war-torn peninsula.

From 19-27 June 1951, the TUCKER was in Sasebo, Japan, for a period of upkeep and recreation. Departing Sasebo, the TUCKER became an escort for the battle ship WISCONSIN (BB-64). She was the flagship for the SEVENTH FLEET during this time, carrying the Chief of Naval Operations on an inspection of fleet units off the East Coast of Korea. It was at this time, while firing at shore targets at Wonson, 6 enemy shells landed close to the ship. Three men were injured, one severely, and shrapnel did extensive damage to the superstructure and the radar gear. All three men received Purple Hearts for wounds received. TUCKER’s return fire effectively silenced enemy shore batteries. BTFN Billy Roy Orear was one of the sailors reported being injured.

Upon completion of escort duties, the TUCKER rejoined the fast carrier task force for duty as a screening vessel, and remained with it until relieved on 21 July 1951. The TUCKER then proceeded with DESDIV 32 to San Diego, California, by way of Yokosuka, Japan, and Pearl Harbor. The TUCKER arrived in San Diego, on 8 August 1951, to be based there for a period of upkeep and training.

On 10 September 1951, the TUCKER as a unit of DESDIV 32 commenced an intensive period of underway training.

1952

The TUCKER returned to Korea to join TF-77 off the east coast of Korea (Yellow Sea) 25 March 1952, for screening and plane guard duty with the fast carrier force alternating with ASW patrol and shore bombardment duties until she sailed for home 13 September.

On 8 October 1952, the TUCKER entered Mare Island Naval Shipyard (West of Vallejo CA) to receive the latest DDR conversion, including all the latest developments in armament and radar gear.

7 September 1951-- CDR D. L. G. KING, USN, relieved CDR G. P. ROGERS, and became the TUCKER's fifth commanding officer.


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1953

Her new duties, centered primarily on the detection of enemy attack through extensive radar coverage, were to take her on seven more WESTPAC missions in the next 10 years.

THE KOREAN WAR ENDS

Hostilities in Korea ceased when an armistice was finally signed on 27 July 1953.

RADAR PICKET DUTY AND THE DEW LINE From Alaska to Midway Island the pacific DEW line is 1,500 miles long. Much of the year this distance is shrouded in fog. It is the same kind of fog that hid Japanese fleets approaching Pearl Harbor and Midway in 1941. In the upper altitudes flows a west-to-east jet stream from Kamchatka on the Siberian peninsula to the Pacific Coast of North America.

Until early 1958 this was considered a likely course for air invaders seeking to outflank detection and the defense line across Canada blocking the Polar route. The Pacific coast stood as nearly naked as it did in 1946, for excepting the radar aboard an occasional patrolling ship, our early warning system halted in Alaska. A grave situation, this unguarded 1,500-mile-wide door through which global-spanning nuclear-laden supersonic bombers could pass must be closed.

The DEW line was patrolled by DER’s and later YAGR type ships that used deisel-electric propulsion instead of steam-turbine propulsion. This allowed a more efficient way to stay on patrol for longer periods of time.

The USS Henry W. Tucker (DDR-875) DID NOT participate in DEW line patrol, but instead was used often to patrol sectors farther west, to gather intelligence, and provide early warning for the carriers and the remainder of the fleet of the far east. When this occurred, TUCKER referred to it as “radar picket duty”.

TUCKER’s patrols performing radar picket duty, occurred in the important Formosa Straits or off the Vietnamese or Korean coastlines. TUCKER would typically maneuver to a picket location several miles away, between the rest of the fleet and a likely attack route.

1954

The TUCKER was the flagship of RADM Thomas Burrowes during the PACTAEX exercises in February 1954. Six years previously, Thomas Burrowes, then a Captain was the Commander of the Naval forces of OPERATION SANDSTONE in the Marshall Islands (Enewetok).

10 February 1953-- CDR F. R. HOEPPNER, USN, relieved CDR D. L. KING, and became the TUCKER's sixth Commanding officer.


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In May and June of 1954, TUCKER kept busy with various training exercises in preparation for her Far East deployment. In July she was underway with the rest of DESDIV 32 for Pearl Harbor and the Far East. By the 13th of June she was in Yokosuka and commenced her many duties in Far Eastern waters.

HERE IS THE CRUISE LOG EXTRACTED FROM THE 1955 CRUISE BOOK OF THE TUCKER:

July 1954

The USS Henry W. Tucker (DDR-875), under the command of Commander Robert M. Ross, USN, departed Long Beach, California on 6 July 1954 with DESDIV 32 en route to Yokosuka, Japan, via Pearl Harbor and Midway, on another WESTPAC tour, arriving in the Far East on 29 July 1954 for 8 days availability alongside the repair ship USS Jason (ARH-1). Halfway between Midway and Yokosuka the skills of the Division Medical Officer and the TUCKER’s Chief Hospitalman and Corpsman were suddenly put to the test when an emergency appendectomy became necessary and was performed in the Wardroom of the TUCKER, a Third Class Disbursing Clerk acting as instrument handler. The complete success of the lengthy operation was evidenced by the man’s speedy recover and subsequent return to duty.

August 1954

The TUCKER got underway on 8 August to rendezvous with the Task Force in the Philippine Sea for 13 days of busy operations, including daily air operations, exercises at General Quarters, inter-ship exercises, and a visit near the Tachen Islands. After 6 days of upkeep in Subic Bay, TUCKER rejoined the Task Force for 6 more days of heavy-weather operations. It was on 26 August that the TUCKER called in just after midnight from her picket station 17 miles away from the formation, successfully rescued a 21 year old seaman who had fallen overboard from the USS Philippine Sea (CV-47), after spending 65 minutes in a moderately choppy sea west of Luzon, a story later developed into a script for the COMCRUDESPAC weekly radio program.

September 1954

After 2 days in dry dock to effect hull repairs, the TUCKER departed Subic Bay with DESDIV 32, conducting type training while en route to Japan and a brief stop at Sasebo. Passing through the Shimonoseki Straits and the Inland Sea the TUCKER came almost face to face with typhoon “JUNE” on 12 September, a meeting that subsequently cost her 11 days at Ship Repair Facility, Yokosuka, to repair hull cracks and sprung hatches. The TUCKER then proceeded to Kaohsiung, Taiwan for duty.

October 1954

Starting off with 8 days on Formosa Patrol, during which time the CINCPACFLT Combat Camera Group came aboard to film on-the-spot TV interviews of 50 personnel, the TUCKER then returned to Kaohsiung where training exercises were conducted in cooperation with several Chinese Nationalist destroyers. There followed 3 days of excellent liberty and recreation in the British colony of Hong Kong. The TUCKER returned to spend 5 more days on Formosa Patrol, during which time she neared Chinese Communist coastal waters in search of a downed Chinese Nationalist aircraft, then entered Subic Bay for 9 days of availability alongside the USS Frontier (AD-25).

7 April 1954-- CDR R. M. ROSS, USN, relieved CDR F. R. HOEPPNER, and became the TUCKER's seventh Commanding Officer.


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November 1954

The first 20 days of the month were spent with the Task Force in the Philippine Sea, interrupted only by a 2-day upkeep period in Subic Bay. Various types of training, General Quarters, air operations and typhoon evasion were conducted during this period. The Commanding Officer presented commendations to 9 men who were primarily responsible for a commendatory message received from the Commanding Officer of the USS Navasota (AO-106) on 7 November praising the TUCKER’s speed and good seamanship during heavy weather refueling as “the best I have ever seen”. During the Task Force operations, the TUCKER’s radar men received a “well done” from the Screen Commander for having initially detected the greatest number of unidentified surface and air contacts at especially long ranges. Special plane guard duty in company with USS Yorktown (CVA-10) and 8 days in Subic Bay, where minor typhoon damage was repaired, completed the month of November.

December 1954

After a 2 day briefing at Okinawa, the TUCKER took part in a Fleet Exercise between Okinawa and Tsushima, after which 4 days of Hunter Killer operations were conducted until a serious steering casualty forced the vessel into Sasebo on 15 December. While in Sasebo, Commander Robert W. McElrath, former Executive Officer of the USS Los Angeles (CA-135), relieved Captain Thomas D. McGrath as Commander DESDIV 32 in ceremonies aboard the TUCKER. The Christmas holidays were highlighted by a party given by the crew from 15 Japanese orphans, all deaf and dumb, which included Christmas dinner, movies, a tour of the TUCKER, and a Christmas tree with individual presents of both clothing and toys for the needy children. Additional holiday spirit was occasioned as divisions view for 48 hours liberty in a compartment decoration contest. All remaining non-holidays were spent making necessary repairs during availability alongside the repair ship USS Jason (AR-8).

1955

January 1955 Having welcomed in the New Year, the TUCKER got underway on 5 January in company with DESDIV 32 for 2 weeks of type training, including many observed Gunnery, Engineering, and CIC exercises, interrupted by a week-end visit to Nagasaki. Four days of voyage repair at Yokosuka concluded the TUCKER’s tour in WESTPAC, after which she proceeded to Long Beach via Pearl Harbor, in company with DESDIV 32 and 31, arriving there on 6 February, five days before entering Long Beach Naval Shipyard for her regular 3 month overhaul. In spite of evasive action against rough weather, the TUCKER was caught by 10 typhoons of various intensities, namely: Grace, Ida, June, Kathy, Lorna, Nancy, Pamela, Ruby, Sally, and Tilda. Timely action and good seamanship prevented the rougher ones, with gusts of wind exceeding 50 knots, from causing damage in excess of a few hull cracks and sprung hatches. Considered one of her hottest, roughest, yet most colorful cruises, the TUCKER visited ports in China, Japan, Taiwan, Midway, Hawaii, the Philippines, and Okinawa, steaming approximately 40,000 miles and expending more than one and one half million gallons of fuel oil.

Returning to CONUS (Long Beach) in company with six destroyers and another Radar Picket Destroyer, the TUCKER received a "Well-Done" from the Task Unit commander. Unknown to the TUCKER, the Task Unit Commander kept a log of radar contacts reported by the ships under his command and in his dispatch he reported that for a two-day period, the TUCKER reported 23 air radar contacts at an extraordinary range.

After a welcome period of upkeep, leave, and dry-dock, she again began her training cycle with type exercises off the coast of California. Again, in February 1955, the TUCKER had the rare distinction, for a destroyer, of serving as the flagship for Rear Admiral Thomas Burrowes during a large West Coast fleet exercise.

This period lasted until September 1955 when TUCKER got underway again for the Far East.


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Again, the TUCKER operated almost continuously while in the Far Eastern waters spending brief periods in the ports of Sasebo, Yokosuka, and Buckner Bay. She was in Hong Kong for Christmas.

1956

Completing her exercises with Task Force "77", she left for her homeport of Long Beach in February and arrived in March.

From May through November 1956, TUCKER improved her state of battle readiness through various exercises. Again, in November 1956, TUCKER prepared to deploy to the Far East. Within five days of the first notice of deployment, TUCKER was underway with DESDIV 32. After exercises in the Pearl Harbor area, she continued on and the Christmas 1956 holiday season was observed in Yokosuka, Japan.

1957

From 3-7 January 1957, the TUCKER was underway to Sasebo, Japan, for ASW and type training with DESDIV 32. TUCKER was at Sasebo from 11-14 January, and departed for Yokosuka, arriving 16 January. From there she went to Buckner Bay (20 January) and left again the same day for Okinawa Daita Jima to survey the island for possible inhabitants. The mission was completed (21-23 January), and TUCKER joined the Task Force in North Philippine Sea for operations, arriving at Subic Bay 28 January 1957.

After a brief stay at Subic Bay, in company with DESDIV 32, the TUCKER patrolled the Taiwan Straits, 13 February; making a short visit to Hong Kong on 10-16 March 1957.

The TUCKER once again was on her way home, departing Yokosuka, Japan, on 23 March 1957. While in the company of DESDIV 32, the TUCKER was requested to look for a downed Air Force pilot, but all efforts failed to turn up the missing aircraft. The TUCKER arrived Midway Island on 30 August for refueling and mail call. Departing Midway with DESDIV 32, TUCKER arrived in Pearl Harbor on 2 April 1957. TUCKER departed Pearl Harbor on her final leg home to Long Beach, arriving 10 August 1957. TUCKER entered Long Beach Naval Ship yard for overhaul, crew leaves and personnel training exercises. She was once again ready for sea trials and divisional type exercises.

Once again the TUCKER was made ready for WESTPAC tour with DESDIV 32 and departed Long Beach on 27 November 1957. Arriving in Pearl Harbor 2 December, she was refueled, took on rations, and got mail call. At this time, it was confirmed by Captain Thienes that the TUCKER, along with DESDIV 32 will make a goodwill visit to Brisbane, Australia.

TUCKER arrived in Pago Pago, Samoa on 10 December 1957, for a brief stop before proceeding "Down under". This was the TUCKER’s first time across the equator, and it was at this time that Navy tradition was upheld with the crossing of the Equator. The Pollywogs became baptized in the shellbacks ritual, a certification process that's dear to the hearts of every TUCKER crewman alike.

TUCKER arrived at beautiful Brisbane on 17 December 1957, and the reception was overwhelming. The men of the TUCKER enjoyed the hospitality of the "Aussis". A mutual friendship was shared by all. "They sure can put away their beer."

Christmas 1957 found the TUCKER at sea with DESDIV 32 on the way to Subic Bay, Philippines with an intermediate stop at Manus Island in Northern Papua New Guinea.

3 April 1956-- CDR Robert L. THIENES relieved CDR Robert M. ROSS, and became the TUCKER’s eighth Commanding Officer.


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1958

After arrival in Subic Bay 2 January 1958, the local establishments held over their Christmas trees and decorations so the crew of the TUCKER could celebrate the Christmas they had missed at sea. The TUCKER remained for Sonar repairs and ship inspection, then departed on 14 January, after affording the crew rest and relaxation. After rendezvous with TASK GROUP 77.6, she participated in radar picket operations and patrol duty.

On 8 February 1958, the TUCKER departed Yokosuka for gunnery exercises and sea trials.

During the period 16-22 February 1958, the TUCKER was in Sasebo, Japan, after rendezvousing with TG 71.6 for OPERATION STRONGBACK, a major 7th Fleet amphibious assault exercise at Dingalen Bay, Luzon, Philippines, in which destroyers, cruisers, and carriers took part in screening, gunfire, and air support tasks. The TUCKER was picket during exercise air attacks.

It was during the period 6- 11 March 1958, the TUCKER was in Subic Bay for a little rest and relaxation and then proceeded to Yokosuka on 17 March for repairs. Once again, commencing 1 April, the TUCKER was found on Taiwan Patrol.

1 May 1958, the TUCKER crew visited the Port of Hong Kong. All enjoyed many fine shopping sprees.

TUCKER started her trip home, departing Yokosuka on 14 May, arriving at Midway Island on 19 May 1958, finally arriving Long Beach, California on 30 May 1958.

On 30 June 1958, the TUCKER returned to plane guard duty for the USS Ticonderoga (CVA-14) off the California coast.

From 3 to 7 July 1958, the TUCKER was in San Francisco, California, for the 50th Anniversary of the “Great White Fleet", celebrating its 1907-1908 cruise around the world. The TUCKER was opened to the public and visited by 1660 people.

TUCKER returned to Picket duty on 13 October 1958, for OPERATION BARNSTORM.

THE SECOND TAIWAN CRISIS

During the period of 23 August through October of 1958, the Communist government resumed a massive artillery bombardment of Quemoy and Matsu, and threatened invasion. Chinese patrol boats blockaded Quemoy and Matsu against Chinese Nationalist re-supply efforts This was accompanied by an aggressive propaganda assault on the United States, threats against American naval ships, and a declaration of intent to "liberate" Taiwan. Quemoy, which lies about 10 kilometers (6 miles) from the mainland, had been used by the Nationalists to mount raids on Mainland China.

On 18 November 1958, TUCKER received a distress call from the yacht "Stardust". Food and two sailors were transferred aboard and "Stardust" was taken in tow, until the U.S.C.G., Perseus (WPC-114) showed up. The yacht's master claimed she had rolled completely over, but the TUCKER's Commanding Officer thinks not.

February 5, 1958—CDR Kay S. IRWIN, USN relieved CDR Robert L. THIENES, and became the TUCKER’s ninth Commanding Officer.


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1959

On 23 January 1959, the TUCKER made a dependent cruise throughout the Long Beach Harbor area.

From 1 February to 31 June 1959, USS Henry W. Tucker (DDR-875) was in company with DESDIV 32. TUCKER deployed for WESTPAC in February 1959 and reported for duty with Commander Task Force 72 on the Taiwan Patrol. The US Navy demonstrated a “Show of Force” in the straits by creating vapor trails from the aircraft. This was to insure that they were being seen very clearly in large numbers by the Communist Chinese.

Shown is the ship’s patch adopted for this WESTPAC deployment.

During the months of March and April, in addition to the normal duties of the patrol, the division participated in training exercises with Chinese Nationalist forces, and upon departure from Task Force 72 took part in additional anti-submarine exercises with the Nationalist Chinese Navy.

Operations for the remainder of the mission were with TASK GROUP 77.2, a fast carrier-striking group including USS Ranger (CVA-61). Here, the division acted as anti-submarine screen for the attack carrier and also as destroyer plane guard during flight operations. While performing this latter duty, TUCKER rescued the crew of a downed aircraft in record time and received congratulations from Task Group Commander. The division as a part of TASK

GROUP 77.2 also participated in “GRANITE CREEK”, an extensive SEVENTH FLEET readiness exercise.

The TUCKER returned to Long Beach in July 1959 and entered the shipyard for regular overhaul and repairs. It was at this time, a few “new” electronics devices were added. TACAN (TACtical Air Navigation) was installed on the TUCKER. TACAN allowed aircraft to travel straight lines between homing beacons from selected ground stations, thus allowing TUCKER to be a “ground” station for military aircraft.

Other additions were the SPS-8 Height finding radar, and a major enhancement for the fire control radar which could also used as a very sensitive “listening” radar that could record frequency signatures of missiles, and aircraft. This would allow FT crewmen to detect and record the signature of airborne “bogies” at an altitude of up to 60,000 ft.

Also installed was the long range SSB radio transmitter. Normally, a destroyer operating in a squadron, or carrier ops, would transmit their radio messages through the local flagship or the squadron command ship. Long range SSB radio transmissions could be used when operating independently, for direct communication to other military facilities, or even to Washington DC if necessary.

The yard period was complete in mid-November 1959, TUCKER once again commenced intensive training in preparation for the forthcoming deployment.

TACANHOMINGBEACON

DOME SPS-8HEIGHTFINDINGRADAR

RADARLISTENING

DEVICE


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1960

In early 1960, Destroyer Squadron 3 was designated to become a semi-permanent member of the U.S. SEVENTH FLEET home ported in WESTPAC - specifically, Yokosuka, Japan. This was to be the first (of three) extended stays in WESTPAC with Yokosuka as the TUCKER’s homeport. This first one would be for 31 months, and then returning to CONUS for 12 months and a complete rebuild (FRAM), and then back to Yokosuka for another 31 months. The third extended WESTPAC tour for 24 months was in 1968-1970.

THE U2 CRISIS OF 1960 On 1 May 1960, a SAM-2 missile shot down an Air Force U2 pilot, Francis Gary Powers, while making a reconnaissance flight over the Soviet Union. Powers was tried in the Soviet Union and sentenced to 10 years in prison; in 1962 he was exchanged for the Soviet spy Rudolf Abel.

On 3 May 1960, TUCKER, now a member of DESRON 3, steamed out of Long Beach with six of the seven sister members of the squadron. The squadron flagship was the USS James E. Keyes (DD-787), the DESDIV 32 flagship was the USS Rupertus (DD-851), and with the USS Higbee (DDR-806), USS Eversole (DD-789), USS Leonard F. Mason (DD-852), and USS George K. MacKenzie (DD-836). This deployment, for TUCKER, was to last for more than two and a half years, as she was changing her homeport from Long Beach to Yokosuka, Japan.

Note that only the TUCKER and HIGBEE were the DDR configuration.

DESRON 3 was further divided into two divisions. DESDIV 31 consisted of HIGBEE, MACKENZIE, EVERSOLE and KEYES. DESDIV 32 was TUCKER, RUPERTUS, MASON and ORLECK.

On 9 May, the “Honolulu Star Bulletin” newspaper

headline read “ALOHA, DIVISIONS 31 AND 32!” Included were file pictures of the destroyers, and a story line that said “1890 MEN ON 7 SHIPS VISIT HAWAII FOR TWO DAYS ON WAY TO FAR EAST”

Leaving Hawaii, TUCKER and the other six destroyers crossed the International Dateline, and arrived in Yokosuka on 21 May after an eighteen-day transit of the Pacific. This was broken only by a refueling layover on Midway Island.

One of TUCKER’s new “missions” with her “intelligence” gathering gear was to be part of the U2 support and protection program. New flights had been originating from locations in WESTPAC. Because of the U2 shoot down over the Soviet Union, a decision had to be made whether to continue these surveillance flights.

This chart shows the Yokosuka Naval Base where TUCKER and the rest of DESRON 3 would be berthed when in their “new” home.

While TUCKER was underway, heading for WESTPAC, the

8 January 1960 -- CDR R. M. HANSON, USN, relieved CDR K.S. IRWIN and became the TUCKER’s tenth Commanding Officer.


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U2 flights were ordered to continue. Therefore the mission and equipment on the TUCKER would then be used as intended.

While in Yokosuka, TUCKER was outfitted with very sophisticated, at least for 1960, Electronic Counter Measures (ECM) equipment including the ULQ-1 recording and data analyzing equipment for all received radar signals.

The ECM was able to do “Simulation”, meaning TUCKER could make radar false echoes, causing ships to appear where there were none, and “Jamming”, causing ships to disappear from the radar screen. This ECM and recording equipment was housed in a small box-like room called the tactical deception hut on the deck behind the aft stack.

In order to operate the new systems properly, TUCKER had “guests” aboard. Two Air Force Majors went along for the ride as “advisors”.

This relief map highlights Tokyo bay, Tokyo, Yokohama, and Yokosuka, along with the most prominent and recognized landmark in all of Japan, Mount Fuji. This was to be the new home for the TUCKER for much of the next ten years. It is said that if you see Mount Fuji on the last day of your stay in Japan, you will return.


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Following a two-week availability, Tucker plunged into the routine of SEVENTH FLEET operations and attained a tempo of operations that was not to relax for the duration of her stay.

On 17 June 1960, President Dwight D. Eisenhower embarked on USS Saint Paul (CA-73) for a trip from the Philippines to Taiwan. The ST PAUL had prepared a presidential stateroom aboard for the occasion. Heading for Taipei, Taiwan, the SAINT PAUL with the President aboard passed through the Formosa straits. TUCKER was assigned as forward escort, and while in the vicinity of Quemoy and Matsu, observed massive shelling of the islands by the Communist Chinese. After this trip through the Taiwan straits, the President arrived at Taipei, and met with Generalisimo Chaing Kai-shek.

Duties during 1960 included operating with the fast carrier striking forces of Task Force 77, an extended patrol in the Taiwan Straits. TUCKER appeared to be a part of the usual patrol of the Taiwan straits, but when she would depart for this duty, she would “break off” for surveillance using this new radar recording equipment. TUCKER’s route would take her on a loop course southwest from the straits to as far as Hainan Island and back.

This allowed intelligence gathering for any aircraft, SAM site, or radar facility within a couple hundred miles from the coast. Supporting ground stations could then use TUCKER’s information to triangulate exact locations of radar and SAM site electronic signatures. TUCKER also operated in support of OPERATION SNOW WHITE. This operation was for direct surveillance support of the U2 flights, as early warning of radar tracking sites, missiles, and aircraft in the vicinity.

During this period of Taiwan Patrol, Tucker made Hong Kong a port of call on 16 August 1960. Then it was more duty on Taiwan Patrol. After two more weeks of patrol, TUCKER took liberty and upkeep time in Kaohsiung Taiwan. During this stay in Kaohsiung, the TUCKER fast pitch softball team beat the MAAG (Military Assistance Advisory Group) team stationed there three times.

Once more, TUCKER went back to Taiwan Patrol, spending 29 days at sea. TUCKER finally arrived back to their homeport of Yokosuka on 24 October 1960.

From 11 November until 19 November, TUCKER participated in the amphibious exercise OPERATION PACKBOARD off Okinawa. OPERATION PACKBOARD was a training maneuver emphasizing jungle warfare and anti-guerrilla operations. This exercise in northern Okinawa by elements of the 7th Fleet and the 3d Marine Division revealed the helicopter to be a successful weapon against guerrilla forces and a useful means of supplying troops in jungle terrain. On 16 November, TUCKER rendezvoused with the oiler U.S.S Platte (AO-24) for refueling. On 5 December 1960, DESDIV 32 joined destroyers of the Japanese Maritime Self-Defense Force for allied anti-submarine warfare training. Despite heavy weather the exercise was conducted and proved extremely beneficial to TUCKER’s state of training. And respect for the seagoing prowess of TUCKER’s Japanese hosts was measurably increased. The exercise was interrupted by a downed plane report east of Kyushu. Both American

and Japanese ships joined in a massive search. The Air Force F-100 pilot was located on the second day by USS Castor (AKS 1), but too late. Upon return to Yokosuka on 10 December, preparations were made for a candy cane Christmas. The barrels of Mount 51 were elevated and a half of a truck tire was inserted in each barrel. The added Red and white wrappings made the candy canes. J. Freeman BM3 was TUCKER’s highly successful, and very

appropriate 1960 Santa Claus, and the Japanese orphans loved him.


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1961

THE FIRST LAOTIAN CRISIS OF 1961 In December 1960, Royal Lao troops under rightist command stormed Vientiane. Kong Le, his troops and Souvanna fled to the Pathet Lao-controlled Plain of Jars. The communist world and some non-aligned nations like India now upheld Souvanna as Lao rightful Prime Minister. The United States and the West recognised a new military-controlled Vientiane government, technically under another prince Boun Oum, as Prime Minister.

On December 31, 1960, tension in Laos worsened. Forces earmarked to support operations in defense of mainland Southeast Asia against Communist aggression in Southeast Asia, were placed on DEFCON 2 (the defense condition immediately below outbreak of war). Three naval task groups, including the two nuclear strike carriers USS Lexington (CVS-16) and USS Coral Sea (CV-43) were ordered to depart Okinawa immediately for operations in the South China Sea.

The TUCKER crew worked furiously all night to load stores, fuel, and ammo preparing to quickly get underway. Leaving Yokosuka, she headed for the carrier group in support, heading for the coastal waters of China at battle stations. In a short time, TUCKER was assigned once again as a plane guard during flight operations for the USS Coral Sea (CV-43).

On 6 January 1961, an A4D exploded as it hit the carrier CORAL SEA's deck, careened into men and planes and exploded again as she dived over the side. On 7 January, an A4D lost control and hit the water in an inverted attitude. The USS Rupertus (DD-851) recovered a wing tank. On 11 January, a third A4D plopped into the water and no recovery was made. Rescue attempts were made, but men and aircraft were all lost at sea.

Following a week of high alert, the forces were returned to DEFCON 3 on 16 January 1961, and ordered to remain no more the FOUR hours steaming distance away. Eventually, on February 25, DEFCON 4 (normal operations) was re-established.

PRESIDENT KENNEDY TAKES OFFICE

On 21 January, John F. Kennedy took office as President of the United States.

In March 1961, TUCKER made an unscheduled four day stop in Subic Bay because of sonar problems, then rejoined USS Midway (CVA-41) in time to make a scheduled Hong Kong visit. This Hong Kong visit was cut short when on 19 March 1961, TUCKER became involved in an emergency sortie triggered by another Laotian crisis in Southeast Asia. This time it was the armed conflict between The North Vietnamese and the Pathet Lao Forces. Again, TUCKER operated as plane guard and surveillance for the carriers LEXINGTON and CORAL SEA.

In June 1961, TUCKER changed parent carriers, this time, USS Bonhomme Richard (CVA-31), and almost immediately was involved in a search and rescue mission, which might have developed into a major disaster. Acting on a report that the Philippine ship DE LA PAZ with "over 100 people” on board was sinking about 250 miles at sea near Macclesfield Bank. The task group proceeded at high speed in steadily mounting seas to the reported position despite knowledge of an embryo tropical depression gaining strength within 50 miles of the position. The USS Union Pioneer rescued over 90 persons but reported that "37" persons may still be in the water. Bucking 40-50 knot winds and heavy seas, the search was conducted throughout the night to no avail--only to learn that PIONEER had in fact recovered all survivors.

On departure, TUCKER joined USS Saint Paul (CA-73) and proceeded north to Hokkaido. While SAINT PAUL entered Otaru, TUCKER anchored in the southern Hokkaido city of Hakodate for its first Japanese port visit since


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arriving in WESTPAC 14 months before. Hakodate, a city of 250,000 people rarely visited by U.S. Navy Ships, opened its arms to TUCKER. For five days, TUCKER's sailors relished the exclusiveness of a city's hospitality and left with a deeper appreciation of the Japanese people, their culture, and the supposedly inscrutable East. One day later, with the USS Higbee (DD-806), the TUCKER departed on a leisurely trip to Sasebo.

In September, Larry Strommie EM3 was electrocuted in the Chief’s quarters. He was killed when he did not unplug a toaster before he cut the cord.

October 1961, in the course of a strenuous operational schedule, TUCKER exercised with the carriers USS Coral Sea (CV-43), USS Midway (CVA-41), USS Bonhomme Richard (CVA-31), and the USS Ranger (CVA-61). She battled through Typhoon Nancy, evaded Typhoon Tilda and rode out Typhoon Violet within a period of six weeks. TUCKER was also an active participant in two large exercises, OPERATION WARMUP, which was an amphibious landing exercise near Okinawa. In early November TUCKER also participated with TASK GROUP 70.4 in OPERATION BASE HIT.

Later in November, The TUCKER, operated with TASK GROUP 77.7, and visited Okinawa. On 3 December, TUCKER returned to Yokosuka and spent a month in their homeport for the holidays.

1962

On 2 January 1962, TUCKER departed Yokosuka escorting the USS Lexington (CVS-16). After visiting both Okinawa and Sasebo, the TUCKER returned to Yokosuka on 29 January 1962.

February 21 1962 found HENRY W. TUCKER visiting Subic Bay, and then on 24 February, Hong Kong, only to have trouble in Vietnam interrupt her visit and force an early departure. On 13 March 1962, TUCKER celebrated her Seventeenth year as a member of the US 7th fleet. The TUCKER was actually assigned to the 7th fleet in August of 1945. On 23 March, TUCKER arrived back in Yokosuka.

23 March found the TUCKER departing Yokosuka, accompanied by the USS Leonard F. Mason (DD-852). The TUCKER proceeded to an area just off Chinhae, Korea for a three-day joint Anti-Submarine Warfare operation with the Navy of the Republic of Korea. During this operation, TUCKER fired the hedge hogs, and the ROK Navy fired some of their depth charges. As part of the exercise, a highline transfer was done. While this was happening, a wave came over the side and about twenty members of the crew were knocked to the deck. The Koreans got a chuckle out of this.

For many of the crew, this was the first time they had ever trained with a foreign Navy, and the experience was considered invaluable.

After departing the Chinhae area, TUCKER and MASON make a stop in Sasebo, and then returned to Yokosuka.

On 13 April 1962, TUCKER departed Yokosuka, still operating with MASON, and accompanying the USS Lexington (CVS-16), arrived in Kobe Japan. Kobe is one of Japan’s largest cities. The TUCKER had an open house for the people of Kobe, and about 2000 Japanese showed up to visit the ship. At this time, some of the TUCKER crewmembers donated blood to the local blood bank.

On 16 April, TUCKER and the LEXINGTON depart Kobe for a week of operations at sea.

TUCKER arrived back in Yokosuka on 24 April 1962. For 10 long hard days, the crew chipped, cleaned, scrubbed, painted, dismantled, reassembled, and made preparations for the most detailed of all Navy inspections, a check of the

25 August 1961--CDR E. H. WERDELMAN, USN relieved CDR R. M. HANSON and became the TUCKER’s eleventh Commanding Officer.


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ship’s material condition and fitness for further service by a Board of Inspection and Survey. This Board was composed of hull, ordinance, engineering, and electronics experts (Most of them were Admirals).

On 4 May 1962 the 2 day inspection took place. The board not only declared TUCKER fit for rehabilitation and modernization, but was awarded such high marks in the various material divisions, that TUCKER is ranked in the upper 10 percent of all destroyers in the fleet. After the inspection, TUCKER remained in Yokosuka for 2 weeks to be restored to a “ready for sea” condition.

On 21 May 1962 TUCKER along with the USS Leonard F. Mason (DD-852) and the USS Higbee (DDR-806) departed Yokosuka and steamed for Sasebo, Japan. 23 May 1962 TUCKER arrived in Sasebo, Japan and tied up to the pier behind the USS Pictor (AF-54). The next day TUCKER moved to the refueling pier. While taking on fuel a valve did not get closed. Fuel oil filled one of the 3" gun tubs and oil ran over the hatch lips down to the deck, over the starboard side and into the bay. Most everyone had to help clean up the mess.

Leaving Sasebo on 24 May, the TUCKER joined the USS Midway (CVA-41) and other destroyers, USS George K. MacKenzie (DD-836), USS Rupertus (DD-851), USS Leonard F. Mason (DD-852) and the USS Higbee (DDR-806) for 2 weeks of replenishment and refueling at sea operations.

On 12 June 1962, TUCKER arrived in Hong Kong harbor for a few days of R&R. Departing Hong Kong, the TUCKER spent the next 10 days at sea.

At this time, TUCKER participated in an annual firing for qualifications as a Naval Gunfire Support Ship in the Tabones Islet impact area near Subic Bay. In this exercise, a small aircraft came down the port side from bow to stern towing a target sleeve. The 3” guns opened fire and snapped the cable, which sent the sleeve fluttering to the water. The airplane made a second and third pass. Each time, the 3” guns hit the cable. The pilot informed the TUCKER he had no more target sleeves, and the test was necessarily over.

At this point, the TUCKER moved into position for shore bombardment. The drill consisted of traversing the firing location at various speeds. There was a large circle of white painted rocks with one in the center. The TUCKER received a grade of EXCELLENT.

On 29 June 1962, the TUCKER tied up in Subic Bay for what was to be 5 days of liberty, only to get underway. Orders were received along with the USS George K. MacKenzie (DD-836) to escort the USS Valley Forge (LPH-8) to Laos. Once at sea, the ships steamed south at flank speed. On 1 July, the corner was turned and the three ships entered the Gulf of Siam.

THE LAOTIAN CRISIS OF 1962 President Kennedy ordered U.S. forces deployed to Thailand on 15 May, both to reassure Thailand of the U.S. commitment to its defense and to discourage further Communist advances on the Southeast Asian Peninsula. The US Marines had established a presence in Northeast Thailand to protect Thailand from the North Vietnamese intrusion into Laos, and the west side of the Mekong river. Thailand was a member of the SEATO alliance, and allowed the establishment of this airstrip and the contingent of Marines.

While the Marines were strengthening their posture in northeastern Thailand, U.S. officials were reporting definite progress in the negotiations being held in Geneva and Vientiane. Encouraged by these signs and hoping to influence the Geneva talks even further. President Kennedy ordered major elements of the U.S. combat forces withdrawn from Thailand on 29 June.

This evacuation from Laos was ordered by President Kennedy to try to stabilize the pro west government and to remove an obstacle to peace in the region.

TUCKER, MACKENZIE, and VALLEY FORGE anchored off the coast of Thailand, while the VALLEY FORGE conducted a helicopter evacuation of 300 Marines and equipment.

One of the final helicopters returning had a mechanical problem and went into the water. All personnel were rescued, but the ships remained in the area until it sank. This was to insure that the helicopter would not fall into unfriendly hands. The return trip to Subic Bay was at a much more leisurely pace.


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On 9 July 1962 the TUCKER and the MACKENZIE departed Subic Bay for a rendezvous with the USS Midway (CVA-41) near Okinawa.

On 13 July, the TUCKER, RUPERTUS and MASON entered Buckner Bay for a two-day stop, after which TUCKER participated in six more days of operations at sea. During July and August, the TUCKER visited the resort cities of Iwakuni, Beppu, and Kagoshima, three of the most welcome liberty ports in Japan.

In early October TUCKER, while operating with the MIDWAY, TUCKER was on hand when the USS Kitty Hawk (CVA 63) arrived. The KITTY HAWK was the most modern and formidable air striking force with which the TUCKER had ever operated. The KITTY HAWK, the newest attack carrier of the US Navy was on its first assigned overseas deployment. KITTY HAWK joined the US 7th Fleet on 7 October 1962, relieving USS Midway (CVA-41) as the flagship.

Relieved from this duty, the TUCKER made her last port of call in Hong Kong for a week. The crew was allowed to purchase items and store them on the ship for transport back to the United States. Prior to this, some ammo had been off-loaded, allowing one of the ammo storage areas to be used for this purpose.

THE CUBAN MISSILE CRISIS The crisis began on 14 October 1962 when U.S. reconnaissance imagery revealing Soviet nuclear missile installations on the island were shown to U.S. President John F. Kennedy and ended fourteen days later on 28 October 1962, when Soviet Premier Nikita Khrushchev announced that the installations would be dismantled.

On 19 October 1962, the TUCKER arrived back in Yokosuka. It was expected by the crew, that this was to be the last stop and that preparations would be made to return to CONUS. Late the next day, the TUCKER received a radio message to round up the crew and to get underway. While the Yokosuka shore patrol was rounding up the crew that were ashore, The boilers had to be fired up from a cold start, as all utilities were being received from the pier. This startup procedure took several hours. The TUCKER and the USS George K. MacKenzie (DD-836) minus some of the crew got underway around 7 AM, 20 October 1962.

Once, again, all hands found themselves involved in maintaining the ready posture of the SEVENTH FLEET. This mission turned out to be the relief of another destroyer that was following a Russian submarine. The submarine was having some trouble and was unable to dive. The other destroyer was to be relieved because it needed to refuel. The TUCKER (on the Port side) and the MACKENZIE (on the Starboard side) steamed close to the Russian sub to keep it on a straight path. At one point, the submarine sent a message that if either ship crossed her bow, she would open fire. This continued for two days until relieved from this duty by other ships of the 7th fleet.

On 2 November 1962, the USS Henry W. Tucker (DDR-875) and the USS George K. MacKenzie (DD-836) backed away from the pier at Yokosuka with a band playing. Loved ones, tears in their eyes, stood and watched.


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THE HOMEWARD BOUND PENNANT Ships that have been outside the United States continuously for 270 or more days practice flying the homeward bound pennant. It is flown in place of the normal commission pennant at the time the ship gets under way to proceed to a United States port. Once out to sea, it is secured until the day of arrival in the United States. The pennant is about 200 times longer than its width at the hoist. The homeward bound pennant consists of white stars on a blue field at the hoist, and is divided red over white at the fly. It has one star for the ship's first nine months continuously outside the United States, plus another star for each additional six months. Thirty-one months represents 4 stars. The length of the pennant is one foot for each member of the crew who has been on duty outside the United States for nine months or more, not to exceed the length of the ship itself.

As the TUCKER turned and headed out of Tokyo bay, the “Homeward bound” pennant, attached to the mast, was set free from its tie-down at the stern light. The flying pennant reached from the main mast, all the way to the stern.

TUCKER and MACKENZIE stopped for refueling at Midway Island. There was time for swim call on the beach, and a softball game between the TUCKER and MACKENZIE. TUCKER won the game. On 9 November, they arrived in Pearl Harbor for the weekend.

Finally, flying the homeward bound pennant again, TUCKER entered the familiar waters of San Diego’s harbor. Note the balloons helping to keep the pennant aloft.

The TUCKER, home after 31 months in WESTPAC, arrived in San Diego to a pier with family members cheering. After just a little more than 2 weeks in San Diego, on 26 November, the TUCKER and the USS Leonard F. Mason (DD-852) departed San Diego for the journey to Boston. The two destroyers stopped at anchor for 2 days in Acapulco Mexico. There was a cruise ship at anchor nearby, and water skiers were passing close by the TUCKER. The following day, there was some excitement on the fantail. For some reason, there was the appearance of a few hungry sharks. Those that saw this spectacle couldn’t help but remember the water skiers from yesterday!


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On 4 December 1962, The TUCKER, along with the MASON, anchored outside the mouth of the Panama Canal, waiting for a long line of vessels to take their turn passing through the canal. Liberty in Balboa, the entrance to the canal on the Pacific side was short. The next morning on 5 December 1962, TUCKER again passed through the Panama Canal. The following information about the Panama Canal was taken from the TUCKER Plan of the day for Sunday 2 December 1962.

The Panama Canal is a lock and lake type canal traversing the Isthmus of Panama joining the Atlantic and Pacific Oceans. The canal itself is about 44 miles long. During the transit of the Canal the ship will pass from salt water to fresh water and back to salt water. A system of locks and pumps must be used during the transit to raise or lower the ship (depending on whether transit is from Pacific to Atlantic or the opposite) from sea level of one ocean to the other. (Sea level in the Atlantic is not the same as sea level in the Pacific).

IOWA class battleships have passed through the canal with clearance of 4 inches. The IOWA class BB had a full load displacement of 57000 tons – or about 20 times that of TUCKER. The large aircraft carriers of today can not pass through the canal, but instead must go around Cape Horn, adding many days steaming time from Atlantic to Pacific. The canal is 109 feet 4 inches wide. Vessels with maximum draft of 35 feet can pass through the canal.

The Panama Canal Zone is governed and operated by a Federally appointed Governor. In times of Emergency, the final authority over operation of the Canal is the Commanding General. U. S. Army, Caribbean.

Here are some miscellaneous regulations about transit of the Panama Canal.

1. Police whistles will not be used when rendering honors.

2. Pilot and other canal personnel on board during transit will be furnished meals without charge.

3. The ship’s boat will remain ready for lowering on short notice at all times.

4. Line handlers may be required and should be designated and ready to go at all times.

5. In case of fire on board, the ship will sound repeatedly 5 prolonged blasts (4-6 seconds) on the whistle.

6. Oil pollution Act is in effect at all times. No pumping of bilges.

7. Ships will not blow tubes during transit.

On 10 December 1962, the TUCKER arrived at the Naval Weapons Station in Earle New Jersey to off-load ammo.

The trident-shaped pier complex (shown in the picture) extends 2.2 miles into Sandy Hook Bay New Jersey and comprises 2.9 miles of pier-trestle length.

On 13 December 1962, the TUCKER and arrived at their new home in Boston harbor, at the Charlestown Naval Shipyard. It was a very cold day, with steamy vapor coming off the surface of the warmer water, something the crew had not seen for quite a long time.

TUCKER was now ready to commence the third chapter of her already storied history.


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Section 5 -- HISTORY OF THE USS HENRY W. TUCKER - 1963 - 1972

Re-designation DD 875

FRAM MK I - Developed primarily for the Gearing class destroyers, it was a complete reconstruction of the ship. FRAM I included the rebuilding of the superstructure, rehabilitated the engines and electronics and installed ASROC, DASH, SQS-23 Sonar System, a new air-search SPS-40 radar, SPS-10 surface search radar, and two triple MK 32 torpedo launchers. FRAM MK I required that the destroyer lose one of it's forward twin 5-inch/38 cal. gun mounts. FRAM I extended the life of the TUCKER by 10 years.

The TUCKER crew was reduced in size, and moved into the second floor of a Charleston Shipyard barracks. The MASON crew occupied the first floor. Later, the TUCKER crew moved to their own barracks which were nicer accommodations above the base cafeteria. This was to become the crew’s new home for the next ten months.

1963

By FY 1959, there remained 44 original GEARING class destroyers that had not been converted into either dedicated submarine warfare destroyers (DDE), hunter-killer destroyers (DDK), radar picket destroyers (DDR) or for specialized research. Further, several GEARINGs were simply not completed with their various parts going to other GEARINGs damaged in the course of operations. The longer length GEARING class made excellent candidates for the FRAM program and while only 49 of ALL variants of GEARING class destroyers were scheduled for FRAM, that number eventually grew to include 80 vessels of the 98 commissioned. Of the remaining 18, 15 vessels received the MK 2 modernization.

TUCKER was one of the MK 2 GROUP B ships.

This differed from MK 2 GROUP A ships in that they kept their more forward 5 inch mount (mount 51), lost the second mount (Mount 52) behind it and kept their aft 5 inch mount (mount 53). In place of mount 52, a practice 5 inch reloading machine was installed with the MK-32 triple torpedo launchers aft of the loader. MK 2 Group B ships also received greater ASROC and torpedo storage areas next to the port side of the DASH hangar.

On 15 March 1963, TUCKER was re-designated DD-875 as she began this period of extensive rehabilitation and modernization.

8 January 1963—LCDR P. E. SMITH, USN relieved CDR E. H. WERDELMAN and became the TUCKER’s twelfth Commanding Officer. (During FRAM)


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This photo shows LCDR P. E. Smith with the Yard Commander and worker placing a coin under the mast as it is being installed. The coin is a half dollar piece, probably a Franklin Half Dollar coin.

In the following months, while TUCKER was in the final stages of the FRAM conversion, the ship earned an EXCELLENT reputation as a ship that is “smart, ship shape, and on the ball”.

The TUCKER also received the DASH Drone Helicopter complete with the DASH helo hanger. The picture shows A Gyrodyne QH-50C UAV departing the U.S. Navy Destroyer, USS Hazelwood (DD-531), on an Anti-Submarine

Warfare (ASW) training mission, armed with two MK-44 acoustic homing torpedoes. The QH-50C UAV was guided by a human pilot to the target area using the Ship’s Radar system. The pilot was the sonar operator located on the launching ship. Target Acquisition was achieved using the ship’s AN/SQS-23 Sonar system.

The FRAM MK 1 for the TUCKER included the ASROC. The ASROC (Anti-Submarine Rocket) was the U.S. Navy's main ship-borne standoff anti-submarine weapon from the mid-

1950s to the 1980s. In June 1963, the ASROC was designated as RUR-5A. In 1965 the MK 46 lightweight torpedo replaced the MK 44 as the conventional ASROC payload.

The SPS 40 Air search radar and the SPS 10 surface search radars were also installed at the shipyard.

At the time, the SPS 40 was the most advanced (solid state and digital electronics) and accurate long distance (more than 250 nautical miles) radar in general Navy service. It became the preferred Air Search radar for Naval ships for the next 30 years.

TUCKER personnel maintained their outstanding reputation by consistently ranking number 1 among all the FRAM ships undergoing overhaul in Boston. This was evidenced by weekly material inspection by shipyard officers.

On 2 February 1963, while in the Charleston Navy shipyard, some of the crew witnessed the commissioning of the guided missile cruiser USS Harry E. Yarnell (DLG-17).

STEPPING THE MAST

This ancient custom of “stepping the mast,” by placing coins under thestep or bottom of a ship’s mast during construction, dates fromantiquity. One belief from Greek Mythology is that should the ship bewrecked during passage, the coins would ensure payment of thecrew’s wages for their return home. Since at least the construction ofUSS Constitution, this tradition has been passed on as a symbol ofgood luck for U.S. Navy ships.


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The USS CONSTITUTION “Old Iron sides” moored at the gate of the Charlestown Naval Shipyard was a daily sight for the TUCKER crew, as they would pass it on their way out of the shipyard and into Boston for liberty.

The USS CONSTITUTION is the oldest commissioned ship in the US Navy. Annually, in association with the 4th of July festivities, the ship (towed by tugboat) makes a tour of the Boston harbor area.

The TUCKER crew began to “grow” as new sailors came aboard. The ship’s complement grew from 5 Officers and 140 men to 12 Officers and 224 men by the time the yard period came to an end.

TUCKER’s first sea trial finally came in October. TUCKER departed the shipyard out to sea, and the day was spent doing various maneuvers at different speeds. One such maneuver was called a “crash back”. The ship, at flank speed, would be brought to full astern, until the ship would come to a full stop.

The TUCKER returned to the shipyard around 1900 hours, and while making the approach to the pier, the order is given to reverse one of the screws. The engine rooms (forward and aft) normally receive numerous changes of speed. This is done using what are called Standard Bells. (This is Standard Operating Procedure for entering and leaving port.) During this time the right Indicator broke loose from the handle for the Starboard Shaft on the Bridge Engine Order Telegraph, but the handle remained functional. The Engine Order Telegraph receiver in the Forward Engine room remained at 2/3 Ahead. As the ship was approaching the pier rather fast, the Bridge ordered both shafts Full Astern.

The order was answered by the After Engine Room (Port Shaft crew), but because of the malfunction, the Forward Engine room crew continued to proceed at 2/3 Ahead. It was at this time the Bridge noticed the problem but by that time it was too late to stop the ship from hitting the pier.

A hearing into the situation was held shortly after TUCKER tied up. It was determined not to be anyone’s fault, strictly a mechanical failure. This full investigation took place immediately and nobody left his assigned sea detail until it was completed, which was near 2400 hours. A pin holding the handle on the engine order telegraph had sheered off when the handle was moved from forward to back. By the time the engine room got the message, via sound powered phone, and the screw was reversed, TUCKER had already hit the pier.

TUCKER then had to go back into dry dock to repair damages to the sonar dome. This repair took more than a week.

PRESIDENT KENNEDY ASSASSINATED On 22 November 1963, while TUCKER was in the Charleston Naval Shipyard, the bad news came about the assassination of President John F. Kennedy in Dallas.

23 September 1963-- CDR B. C. WILCOX, Jr., USN relieved LCDR P. E. SMITH and became the TUCKER’s thirteenth Commanding Officer.


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1964

The TUCKER departed Boston on 7 January 1964, having completed the 13-month FRAM overhaul, a new ship from the main deck up and possessing some of the most advanced weapons systems afloat. Transiting the Panama Canal on 15 January, TUCKER returned to the familiar waters of the Pacific. On the way to Long Beach, the TUCKER made a three day visit to Acapulco Mexico starting on January 19, and arrived in Long Beach on 28 January 1964.

24 February 1964 marked the beginning of refresher training for the next six weeks. Training covered all phases of destroyer operations, which was completed on 3 April 1964.

On 13 April 1964, TUCKER participated in a 4 day ASW exercise with the USS Orleck (DD-886), USS Rupertus (DD-851), USS George K. MacKenzie (DD-836), and the USS Ernest G. Small (DD-838). Each ship, in turn, became guide; in a columnar (1000 yard separation) night operation under darken ship conditions.

Some time in late April, TUCKER took part in a search and rescue effort to find evidence of two fighter jets that had collided in midair.

In May, the TUCKER hosted a dependent’s cruise for family members.

During the stay in Long Beach and San Diego, the final polish was put to men and machines during four months of refresher training and exercises. When the call came, TUCKER was ready for WESTPAC, as a unit of Destroyer Squadron 3, the new " Asiatic Squadron", to be homeported in Yokosuka, Japan for two years.

Final preparations completed, the TUCKER and MACKENZIE left for their new home on 23 May 1964. About 1 day out of Pearl Harbor, the Captain of the MACKENZIE who had rank over the TUCKER, stopped for swim call. The two ships stopped, lowered their motor whale boats, and men armed with M1 rifles patrolled for sharks.

This picture shows TUCKER’s swim call with the “Shark Patrol” at ready.

The rope net was draped over the side, and many participated. Many were surprised at how warm the water

was so far out into the Pacific. On 1 June, Tucker stopped for a three-day visit to Pearl Harbor Hawaii.

TUCKER made a refueling stop at Midway Island, and arrived in Yokosuka on June 13 for another WESTPAC tour, as a unit of Destroyer Squadron 3, the new Asiatic squadron. Shown is the patch the TUCKER used for this WESTPAC deployment. There was a contest aboard to design the patch. Ross Scott SOG3 won the design contest and received $25.

There was a chance to get settled, but not for long. On 30 June 1964 TUCKER undertook her first operation as a forward unit of the U. S. SEVENTH FLEET, on patrol duty in the Taiwan Straits. Taiwan Patrol consisted of alternating four days on patrol and three days in port for a month. Kaohsiung was the favorite port of many, who remember Ox-drawn carts, "Nancy's," pedicabs, a memorable ship's party and painting the Kaohsiung orphanage.


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The TUCKER returned to Yokosuka on 4 August, only to get underway unexpectedly the following morning.

THE TONKIN GULF INCIDENT

In early 1964, the Navy was given orders to focus more attention on the coast of North Vietnam using its longstanding OPERATION DESOTO PATROL. The Desoto Patrol employed destroyers, specially fitted out to detect opponent's radio and radar signals in intelligence gathering missions outside the internationally recognized territorial waters and along the coasts of the Soviet Union, China, North Korea, and North Vietnam.

On the afternoon of 2 August, in the Tonkin gulf, the Communists dispatched three Soviet-built P-4 motor torpedo boats against the USS Maddox (DD-731). Three torpedoes were launched, one each, from the P-4s. The MADDOX made an evasive maneuver and two of the torpedoes passed within 200 yards. As MADDOX fired back at the torpedo boats with her 5-inch guns, a direct hit sank one of the boats. In the meantime, the carrier USS Ticonderoga (CV-14) directed four crusader jets to the scene.

Only one round from enemy deck guns hit the destroyer; it lodged in the MADDOX superstructure. The North Vietnamese naval vessels were not so fortunate. Shellfire from Maddox hit the attackers. Then F-8 Crusader jets dispatched from the aircraft carrier TICONDEROGA strafed all three P-4s and left one

boat dead in the water and on fire. The action over, Maddox steamed toward the mouth of the Gulf of Tonkin and supporting naval forces. On 4 August, The USS Turner Joy (DD-951) was ordered to join the USS Maddox (DD-731), which had been fired on by three North Vietnamese torpedo boats two days before. On 6 August, TURNER JOY and MADDOX believed themselves to be engaged by North Vietnamese vessels in a foul-weather night action lasting two and a half hours. After two hours of melee without contact, Captain Herrick of the MADDOX gave the order for both vessels to steam away from the Gulf of Tonkin.

The TUCKER headed for the Tonkin Gulf along with other ships of the SEVENTH FLEET but had to sail into the teeth of Typhoon Kathy while on the way. Waves up to 35 feet crashed over the deck, and the crew did a masterful job of navigating the storm. On 9 August, the crew, at general quarters, entered the gulf watching intently, via the surface and air search radars, and the sonar, for any sign of hostile activity. The surface search radar and the sonar revealed suspicious echoes, but after evaluating the passive sonar “ears”, these were interpreted as a school of fish and a flock of hungry sea gulls.

This, then, was the determinative start, the beginning of the intensified war effort in Vietnam. And it was the beginning of the TUCKER’s continuous weeks at sea and continuous months away from homeport. The fall of 1964 was spent almost continuously on special operations in the South China Sea, with some upkeep time in Subic Bay, Philippines. At sea operations were with TASK


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GROUP 77.5, steaming with the USS Ticonderoga (CVA-14), USS Joseph Strauss (DDG-16), and the USS Orleck (DD-886). Subic, the port the TUCKER came to visit often with the mixed feelings of delight, for some, disappointment for others, beautiful tropical weather, Binictican golf course, skeet range, Grande Island, Olongapo, which can only be described by the eye of the beholder host ship to the HMS Dido (F-104), a British destroyer, with fun and close rapport for all. A softball game was organized between the DIDO and TUCKER. Unfortunately, TUCKER lost the game. On 23 November, The TUCKER made a. short visit to Hong Kong, After 3 days in Hong Kong, TUCKER participated in a very impressive CINCPACFLT weapons demonstration near the Philippines with four aircraft carriers, about 12 destroyers, two cruisers, and a few submarines. This show was a demonstration for Washington Navy Brass. The aircraft from the carriers put on quite a show. Finally, TUCKER was back home to Yokosuka on 3 December where the crew spent a month of holiday leave period, interspersed with various exercises and Administrative and NTPI inspections. This time, we were back in Yokosuka for a longer period. It is the SEVENTH FLEET's gateway to Japan; Tokyo, and Mt. Fuji, skiing at Nikko, leave in Kyoto, Yokohama, "Thieves Alley" - a variety of activities to satisfy all interests.

1965 January and the return south found TUCKER on more of the same special operations; screening fast attack carriers, patrolling on watchdog stations, ASW exercises and surveillance. During these first few months of 1965 operations were interspersed with short upkeep periods in Subic, Kaohsiung and Yokosuka.

On 26 January 1965 TUCKER and the ORLECK enter Kaoshiung harbor for a couple of days to rest and refuel.

In March 1965, because there were so many monotonous days at sea, the TUCKER’s welfare and Recreation committee organized a series of competitive tournaments on board. These tournaments included Acey-Deucy, Cribbage, Dominoes, Pinochle, Checkers and Chess. The Cribbage winner was Thompson CSCS. The Dominoes winner was Rice ETRSN. The Pinochle tournament, played in the evenings on the mess deck was Bohannon SN. LTJG Severance won both the Checkers and the Chess tournaments.

The Acey-Deucy tournament final pitted the exec officer LCDR Harry Kinsley and LTJG (The Mad Sicilian) Sottile in a “duel to the finish”. This was a game of great pageantry.

Assembled on our helicopter deck were a group of men dressed in various combinations of towels, sheets, medical bathrobes, shower shoes, shower curtains, (Shower curtains?) (Where did they come from?) and chrome-plated helmets. Amidst this group stood LTJG Sottile (alias “mad Sicilian”) bedecked with a crown of celery leaves (no olive leaves on board) and a sheet in lieu of a toga.

Standing out of sight of all this was the XO LCDR Kinsley, who had learned of this spectacle only shortly before, but had time to secure his old reliable Boson’s knife to his belt in the event of threat of bodily harm to his person.

The X.O. entered the field of battle, followed by his loyal supporters from Operations Department sporting various signs of encouragement on T-shirts (including one of billboard proportions).

The Mad Sicilian chose this time to make his entrance to the scene of battle amid fanfare furnished by Jones, STG3 on his trombone and the heavenly sounds of the Bos’n Pipe blown by Johnson, BM3. Flower boy, Wagner, FN; led the procession flinging flower petals along the path. Close on his heels were Colvin, TM3 (Captain of the Guard) and the imperial Roman Legion composed of King, BT1; Purdom, BM3; Germany, FN; Garner, STG3; Byrne, GMM3; and Levandowski, SN. The Mad Sicilian in a sedan chair was kept cool by Fan Boys (Medina, SH3 and Smith, SHSSN). Attending to the personal convenience of their leader were Polk, SN and Smith, GMGSN.

About this time, a Helicopter pilot who had hovered over the Tucker fantail to transport Protestant and Roman Catholic Chaplains that Sunday afternoon gaped in disbelief at the sight of Roman legionnaires on our destroyer!

After all the fun and pageantry, the actual game was anti-climactic, but LTJG Sottile won.


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In May, MARKET TIME operations commenced. TUCKER was an integral unit of a task group of destroyers, destroyer escorts, and American and South Vietnamese patrol craft and air forces whose purpose was to deny Viet Cong vessels access to and use of the waterways adjacent to the Coast of South Vietnam. Steaming up and down the coast, anchoring at Vung Tao and Qui Nhon, TUCKER daily kept hundreds of junks under close scrutiny. TUCKER had Vietnamese “Advisors” aboard, who would be ready if we would have to use the motor whaleboat to stop a vessel and search it.

The TUCKER also served as a stores ship and refueler as she furnished various services to smaller ships. Coast Guard Cutters, Salvage ships, and Mine Sweepers that could go into the shallower waters. They were able to stay longer on their watch station because the TUCKER provided technical assistance, payday, fuel, food, and ship's stores. The TUCKER would head for deeper waters, replenish the supplies, and then head near their shallow limit, where the smaller vessels would come alongside to replenish. On one such replenishment, Radar Technician assistance was provided. Gary O’Neil ET3 stepped aboard the USS Reclaimer (ARS-42) and assisted by repairing their surface search radar. The repair went fast, but the RECLAIMER was already underway, back to their station. The next day, a helicopter was sent to retrieve O’Neil and

transport him back to the TUCKER.

It was during this period, on 16 May 1965, that the TUCKER became the first warship to fire shore bombardment missions against Viet Cong targets in South Vietnam, in response to a request for supporting fire. On 4 June 1965 the TUCKER headed south to meet the USS Independence (CVA-62) (en route to the SEVENTH FLEET from Norfolk) via the Indian Ocean and escort her into Singapore for four days of rest and recreation. In the process, on 5 June, the TUCKER crossed the equator where thirty-six members of the crew, all experienced "shellbacks" initiated the two hundred "pollywogs" on board into the rites of King Neptune. Singapore was the port of call from the 7-11 June. The TUCKER, Shellbacks all, wended their way back to Yokosuka via Subic to commence her mid-term availability on 25 June. Shown is a copy of the certificate (10X14 size) received by all TUCKER pollywogs initiated on 5 June 1965. This long period in port was spent working hard-and playing hard, with the hosting of a boxing smoker, other athletic events, raising money for the Lepers Hospital, leave, ship's parties and tours. In July LCDR J. A. Barber, Jr. relieved LCDR H. W. Kinsley as Executive Officer. Finally, the TUCKER put to sea again on 10 August for an ASW exercise. A sonar echo revealed a submarine close by. The TUCKER began a game of “cat and mouse” as she followed the submarine for two days. Finally, the submarine was forced to surface. It was a Russian submarine that couldn’t shake the TUCKER. The next night, a Russian tender came upon the scene, and during the midnight watch change, made a maneuver to place themselves between the TUCKER and the submarine, thereby allowing the submarine to dive and escape. That was an interesting operation, and an exemplary performance by the TUCKER.


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Another of the many scheduled changes that had come to be accepted as routine sent her to South Vietnam again for Naval gunfire support (NGFS). For thirty-two consecutive days TUCKER sped up and down the coast, providing 5" shellfire where needed, day or night, often day and night. Naval Gunfire Support for Allied combat operations. During a period of over forty days at this task, more than 5000 rounds of five-inch ammunition were fired at Viet Cong targets, and TUCKER earned a reputation for being on target with accurate results.

It was around this time that the new TUCKER motto “Have gun, will Travel”, based on the TV series of the same name, was born. Occasionally, TUCKER would anchor in the exotic and growing ports of Da Nang, Nah Trang, or Qui Nhon, for liaison and supplies. After this exhausting period of operating, a breather was provided with five days of rest and recreation in Hong Kong beginning on 22 September.

Hong Kong-reputed pearl of the Orient, and it is. The floating village of Aberdeen with its famous restaurants, the Mainland city of Kowloon, gourmet dining and lavish nightclubs, Repulse Bay, Victoria Peak, Tiger Balm Gardens, shopping for ivory, jade, pearls and hand tailored clothes. A similarity was found between Singapore and Hong Kong-both exuding an international atmosphere in exotic and colorful settings. Underway once more, back to NGFS in South Vietnam where the tempo of operations had increased considerably. By the time TUCKER departed NGFS on 13 October, TUCKER had not only been the first to fire, but had spent more time on station and fired more rounds of 5"/38 shells at the Viet Cong (over 5,600) than any other destroyer in the SEVENTH FLEET.

After two weeks upkeep and type training in Subic, she began another continuous month at sea-on search and rescue operations in the Gulf of Tonkin. During this month of November, TUCKER

pioneered procedures for helicopter in flight refueling, and in the process became the first destroyer in the world to conduct in flight refueling of a helicopter at night. The TUCKER kept two SAR helicopters in the air all day on Thanksgiving 1965. Also she participated in SAR operations, which resulted in the recovery of more than ten pilots who were on missions in Vietnam. The TUCKER displayed a large banner on the Helo deck that proclaimed –

"TUCK'S TAVERN - GAS - EATS - OPEN ALL NIGHT." Coordinated training with these versatile aircraft paid off 26 June 1966 when two pilots from the USS Constellation (CVA-64) and the USS Ranger (CVA-61) were plucked from the sea less than 3 miles from the North Vietnamese coast and carried to the TUCKER. On 4 December 1965 TUCKER returned to Yokosuka for the holiday leave and liberty period. Perhaps the best record of TUCKER'S one and a half years as a forward unit of the SEVENTH FLEET is seen through the following statistics, compiled during the leadership of Captain B. C. Wilcox from departure Yokosuka 30 June 1964 through 4 December 1965:

Time at sea 63 % Time in port 37 % Time in homeport 23 % Days at sea 331 days Days in port 196 days Fuel oil used 6,091,195 gallons Underway replenishments 121 Steaming hours 9,808 hours Nautical Miles Steamed 104,840 Nautical miles


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Carriers operated with: USS BonHomme Richard CVA 31 USS Constellation CVA 64 USS Hancock CVA 19 USS Hornet CVA 12 USS Independence CVA 62 USS Kitty Hawk CVA 63 USS Midway CVA 41 USS Oriskany CVA 34 USS Ranger CVA 61 USS Ticonderoga CVA 14

1966

On 2 January 1966, TUCKER departed from Yokosuka, bound again for operations in the South China Sea. After a brief stop in Subic Bay, TUCKER proceeded to join USS Ticonderoga (CVA-l4) on DIXIE Station in the South China Sea.

There, along with other destroyers, she screened TICONDEROGA and served as lifeguard destroyer during aircraft launching and recovery operations.

During the first two weeks of February 1966, TUCKER provided more Naval Gunfire Support for United States military forces in South Vietnam, bringing the 465 rounds fired against the enemy to over 6,000 total. On 13 February TUCKER was relieved of Naval Gunfire Support duties and proceeded to join USS Joseph Strauss (DDG-16) as a member of the Tonkin Gulf Search and Rescue Unit. It was at this time, the TUCKER spent 56 straight days at sea. This was the TUCKER’s all time record for continuous days at sea. During this deployment, some of the crew of the TUCKER participated in a beard-growing contest. Of course, all were clean-shaven when she finally reached port.

The end of February 1966 found HENRY W. TUCKER in Yokosuka again for a brief upkeep period after which she headed southward again to resume the already familiar role of Naval Gunfire Support ship; this time in the IV Corps area of the Republic of Vietnam.

On 31 March, the TUCKER departed the South China Sea, having increased her total number of rounds fired in Vietnam to over 7,000.

After a five-day stop in Hong Kong, TUCKER returned to Yokosuka only to depart eight days later, en route to the Tonkin Gulf and more search and rescue duty. During all of May 1966 and part of June, TUCKER patrolled the Gulf, ready to rescue any downed Navy or Air Force pilots. On 25 June 1966, the long wait paid off as TUCKER directed the rescues of the pilots of a Navy A6 "Intruder" and a Navy A4 "Sky hawk", both aircraft having been shot down by enemy shore batteries.

13 December 1965-- CPT J. H. D. WILLIAMS,USN RELIEVED CDR B. C. WILCOX and became the TUCKER’s fourteenth Commanding Officer.


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In July 1966, TUCKER returned to the United States, her two-year tour in the Far East completed. After a well-earned leave period, the TUCKER entered the Long Beach Naval Shipyard in September for an extensive overhaul.

1967

In January 1967, the USS Henry W. Tucker (DD-875) left the shipyard. After a brief period of sea trials, she departed for San Diego on 9 February to undergo Refresher Training. Following six weeks of Refresher Training, during which the TUCKER became operationally ready to perform all assigned tasks, TUCKER returned to Long Beach to undergo final preparations for a six-month deployment in the Western Pacific.

On 19 June 1967, TUCKER departed Long Beach and pointed her bow westward. During the transit, TUCKER stopped briefly at Pearl Harbor and Yokosuka, Japan.

On 24 July 1967, TUCKER arrived on YANKEE Station in the Gulf of Tonkin for escort duty with the carrier USS Forrestal (CVA-59). The FORRESTAL arrived on Yankee Station on 25 July and immediately began combat operations, her aircraft flying 150 sorties during the next 4 days, without the loss of a single aircraft. At 10:52 A.M. on 29 July, the second launch was being readied when a Zuni rocket accidentally fired from an F-4 Phantom parked on the starboard side of the flight deck aft of the island. The missile streaked across the deck into a 400 gallon belly fuel tank on a parked A-4D Skyhawk. The ruptured tank spewed highly flammable JP-5 fuel onto the deck, which ignited spreading flames over the flight deck under other fully loaded aircraft ready for launch. The ensuing fire caused ordinance to explode and other rockets to ignite. Spread by the wind, the flames engulfed the aft end of the stricken ship turning the flight deck into a blazing inferno. Berthing spaces immediately below the flight deck became death traps for fifty men, while other crewmen were blown overboard by the explosion.

TUCKER was on hand and assisted in rescue operations for survivors. The picture is the FORRESTAL fire and the USS Agerholm (DD-826) steaming alongside.

At the time of the fire, LCDR James Bloedorn was the Forrestal OOD. James Bloedorn was an officer aboard the TUCKER during the years 1958-60.

The entire month of August was spent as an escort for USS Constellation (CVA-64) and USS Oriskany (CVA-34). It was about this time that the TUCKER got her new nickname “HAPPY HANK”.

After a brief five-day stop in Subic Bay in early September 1967, TUCKER once again entered the Tonkin Gulf. For the rest of September, and most of October, TUCKER and the USS Coontz (DLG-9) constituted the Navy's northernmost search and rescue unit in the Gulf. On 21 October 1967, TUCKER was relieved on SAR Station and on 27 October, entered Kaohsiung, Taiwan, for ten days of upkeep. This marked the first extensive period in port for the men of TUCKER in more than three months, having spent 90 of the previous 95 days at sea.

Following the visit to Kaohsiung, TUCKER proceeded to the British Crown Colony of Hong Kong for five days of rest and relaxation. On 10 November 1967, TUCKER departed Hong Kong for the final mission of her deployment, Naval Gunfire Support.

3 July 1967 -- CDR S. D. KULLY, USN relieved CPT J. H. D. WILLIAMS and became the TUCKER’s fifteenth Commanding Officer.


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During her two week stay on the "Gun Line", TUCKER fired over 1500 rounds, bringing to more than 8500 the total number of rounds fired in support of Allied operations in the Republic of Vietnam.

Picture is TUCKER on the gun line from the 1967 cruise book.

Departing the Gun Line on 25 November 1967, TUCKER participated in a brief two-day anti-submarine exercise, and then started the journey home to Long Beach, stopping at Subic Bay, Yokosuka, and Pearl Harbor on the way. TUCKER arrived in Long Beach on 23 December 1967, to be greeted by a host of friends and relatives wishing her and her crew a most welcome "Merry Christmas."

A few statistics from TUCKER's 19 June 1967 through 23 December 1967 cruise book are as follows:

Days at sea 151 days (80% at sea) Days in Port 37 days Fuel oil used 3,191,265 gallons Underway replenishments 59 Steaming hours 3,548 hours Nautical miles steamed 53,434 miles Rounds of naval gunfire support 1,514 5” shells

1968

THE PUEBLO INCIDENT During TUCKER’s period of maintenance in Long Beach, on 23 January 1968, North Korean Naval vessels and MiG jets attacked the USS PUEBLO (AGER-2). The PUEBLO was a Navy vessel sent on an intelligence mission off the coast of North Korea. One man was killed and several were wounded. The Eighty-two surviving crewmembers were captured and held prisoner for 11 months. To this day, the PUEBLO is being held by North Korea, and is still listed as a commissioned ship in the US Navy.

After a period of six months in maintenance, upkeep, training, during this period in the Long Beach Naval Shipyard, TUCKER once more began serious preparations for deployment to WESTPAC. On 1 July 1968 TUCKER got underway from Long Beach to Seal Beach where all available hands participated in on-loading ammunition. TUCKER returned to Long Beach that same day.

Two days later, on 3 July, TUCKER departed to Western Pacific waters and her third extended cruise in support of Allied operations in the Vietnamese War. Once underway, joined by the USS Rupertus (DD-851), TUCKER proceeded to Pearl Harbor. Arriving on 8 July, TUCKER would remain for 4 days. Upon leaving Pearl Harbor, TUCKER proceeded to Kahoolawe Island for gunnery practice. This island is about 7 miles off the coast of Maui, and was used for many years by the Navy for gunfire practice, until 1993. Upon completion of gunnery practice, TUCKER and RUPERTUS continued on to Midway Island. At midway only 6 hours, TUCKER was again underway, arriving at her new (for the third time) homeport of Yokosuka, Japan, on 22 July 1968.


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After two weeks in Yokosuka, TUCKER got underway for her participation in the real action to come. But first, there was a refueling stop in Kaohsiung Taiwan, and then it was on to Subic Bay Philippines, for a day, arriving there on 15 August.

Wasting no time, TUCKER participated in OPERATION SEA DRAGON, firing on North Vietnamese coastal artillery sites, and waterborne logistics craft north of the DMZ. For two weeks, TUCKER continued to fire on selected sites ashore, and destroyed several North Vietnamese logistic (supply) waterborne craft. On 27 August, TUCKER headed a little way south of the DMZ to the Qui Nhon area to provide NGFS for the soldiers ashore.

This picture of the TUCKER shows spent canisters from the 5” guns.

On 7 September, TUCKER then began providing plane guard duty for the carrier group that included the USS America (CVA-66), USS Bennington (CVS-20), and USS Bonhomme Richard (CVA-31). After this 23 day operation, TUCKER returned to Subic Bay, in preparation to return to Yokosuka Japan. TUCKER returned to Yokosuka on 20 September for almost 3 welcome weeks of upkeep and liberty.

THE FIRST APOLLO LAUNCH On 11 October 1968 Apollo 7 was launched from Cape Canaveral. This was the first manned Apollo space flight after the disastrous launch pad fire that killed Astronauts Virgil “Gus” Grissom, Edward White and Roger Chaffee. Understandably, NASA (and the rest of the world) was on edge. The flight lasted 10 days and 20 hours. Although head colds plagued the astronauts Wally Schirra, Donn Eisle, and Walter Cunningham, the flight met all objectives and was completed successfully. Re-entry and recovery went well. Apollo's flotation bags had their first try-out when the spacecraft splashed down in the Atlantic southeast of Bermuda, less than two kilometers from the planned impact point and promptly turned upside down. When inflated, the brightly colored bags flipped the command module upright. The crew was deposited on the deck of the USS Essex (CV-9) by 8:20 am EDT.

On 3 October 1968 TUCKER put to sea with a special hoist mounted on the fantail. Also, an exact replica of the Apollo Command Module was received on board. After a several of days of training with the hoist and capsule, TUCKER was ready to participate as an Astronaut Recovery Ship for the APOLLO 7 space flight. Alternating with USS Rupertus (DD-851) on station 300 miles south of Japan, a point directly under the Apollo orbit, TUCKER was ready to assist in the capsule recovery if needed. Ships that were available at the time were deployed on a latitude and longitude that was on the orbital path, should a delay in re-entry occur.

While TUCKER was on the recovery station, besides recovery training, there was other training that took place. The DASH helo was rolled out for flight training. As the helo was making it’s approach to the landing deck, control of the drone was lost. The DASH helo hit the mast, and spinning in mid-air, exploded and sank 25 yards off the port side.

Four days into the APOLLO mission, the seas at TUCKER’s station became rough, and an impending typhoon was approaching. Since recovery at that location would be unlikely anyway, TUCKER was ordered back to Yokosuka.

TUCKER, in company with RUPERTUS again departed Yokosuka on 28 October, bound southward. Practicing highline transfer operations on the way, the two destroyers entered Kaohsiung Harbor on 31 October. There was only one day of liberty, but those who could go ashore helped the citizens of Kaohsiung celebrate the birthday of President Chaing Kai-shek. There was a parade, fireworks, and a holiday festive atmosphere reminiscent of our own 4th of July.


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While in Kaohsiung, TUCKER proudly flew all her dress ship flags for the occasion. Underway again, TUCKER and RUPERTUS entered the waters of Hong Kong Harbor on 2 November 1968. This time in Hong Kong was to last 5 days.

The photo shows Mary Soo’s paint crew alongside in Hong Kong harbor, the Captain’s gig lowered, and a Water Taxi waiting for the liberty crew.

On 7 November, TUCKER and RUPERTUS headed once again to the South China Sea. Their destination was Subic Bay. After three days in Subic, TUCKER got underway on 12 November for plane guard duty with the USS Coral Sea (CVA-43). TASK GROUP 77.6 consisted of CORAL SEA, TUCKER, USS Bausell (DD-485), USS Robert K. Huntington (DD-781), and USS George K. MacKenzie (DD-836).

In the darkness of early morning on 21 November, TUCKER broke off from chasing the CORAL SEA to search for and rescue a downed pilot. An oil slick was found, but there was no sign of the pilot or any debris. By noon that day, the search was abandoned.

Two days later, TUCKER was detached from plane guard duty, and headed south to rendezvous with USS Sterett (DLG-31) and USS Jenkins (DD-447), for SAR duty near the coast of Vietnam. On 1 December, TUCKER made her way once more for plane guard duty with the CORAL SEA. This didn’t last long, because the next day, TUCKER broke away to participate in ASW exercises with USS Davidson (DE-1045). The submarine USS Bream (AGSS-243) was to be the mouse in this cat-and-mouse game. After a couple of days, TUCKER returned to plane guard duty with the CORAL SEA.

Finally, on 8 DECEMBER 1968, TUCKER headed north to return to Yokosuka. On 12 December, TUCKER in company with USS George K. MacKenzie (DD-836), USS Taylor (DD-468), and USS Huntington (CL-107) entered Tokyo Harbor and their homeport of Yokosuka.

This deployment to Vietnam included 30 consecutive days of sea operations, and away from homeport for 45 days. TUCKER was home for rest, repair, inspections, and holiday celebrations.

During this holiday period in Yokosuka, Apollo 8 was launched, circled the moon, and was recovered. Also, during this time, the North Koreans released the eighty-two Pueblo crewmen, after 11 months of captivity.


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1969

Finishing her holiday rest period, TUCKER began an extended mission of ten weeks away from Yokosuka. Leaving on 16 January 1969, and a fuel stop in Buckner Bay, TUCKER arrived at Subic Bay on 20 January. On 22 January, TUCKER again got underway along with the USS Standley (DLG-32). After some electronics testing and some drills, the two vessels headed almost due west en route to Da Nang. On 25 January, TUCKER detached from STANDLEY and entered Da Nang Harbor.

Leaving the harbor that same day, TUCKER proceeded to the Southern Search and Rescue Station. After two weeks there, TUCKER was relieved by the USS Agerholm (DD-826) and headed for TASK GROUP 77.6 for five days with the USS Coral Sea (CVA-43) as plane guard.

TUCKER in line, waiting for her turn for UNREP (Underway Replenishment) from the carrier.

Finally, on 16 February, after three uneventful weeks of patrolling the coast, then chasing the carrier CORAL SEA, TUCKER returned to the role she originated back in May of 1965, Naval Gunfire Support. This time it was in the I Corps area of the Republic of Vietnam. Two days later, in the Chu Lai area, Army officer observers were brought on-board to witness the newest development in the DASH helicopter. Although DASH was designed for ASW operations, this time it was fitted with a video camera. This aided and enhanced land based spotters to direct TUCKER’s 5” shells to the targets. In those two weeks TUCKER had destroyed or damaged literally hundreds of enemy targets throughout the I Corps area.

Highlighting this gun line period was the mission of 27 February 1969, where TUCKER provided gunfire support near Quang Ngai and simultaneously sent a medical civic action team to provide medical aid to villages only one-half miles from where her shells were impacting.

LT Gee, DESDIV 32 Doctor, and TUCKER crewman R. (Doc) Rice HM1 are shown providing medical aid.

TUCKER closed to about a mile from the coast, and a Vietnamese Navy junk came alongside. Onboard the TUCKER at the time, was LT W. F. Gee. Doctor Gee was the Medical Officer for DESDIV 32, which consisted of TUCKER, RUPERTUS, MACKENZIE, and WADDELL. Doctor Gee had sailed with the TUCKER individually on several occasions. This RVN vessel then took aboard Dr. Gee and two other TUCKER crewmen. They were LTJG M. McDermott, (Public Affairs Officer) and R. (Doc) Rice HM1, TUCKER’s Hospital Corpsman.

Also aboard were two Seventh Fleet combat cameramen, one enlisted journalist and one photographer's mate. They were to take photos for the Navy's Vietnam archives and public affairs uses. Once ashore, the group could see TUCKER's shells impacting on abandoned houses along the beachfront -- definitely a "different" experience being on the receiving end of TUCKER's gunfire! Traveling by jeep to a village, they provided medical aid to treat almost 100 Vietnamese citizens, many of which were battle wounds inflicted by Viet Cong.


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There were US Army officers stationed in the village with the RVN Army forces in a triangular fort reminiscent of "Fort Apache" fortifications on the American frontier. (Angled pointed stakes were surrounding it). They then went by jeep a bit further inland where Doctor Gee and "Doc" Rice provided basic medical care for almost 100 of the villagers, an incredible number of cases, including one ancient-looking lady who complained of being tired all the time. When Doctor Gee asked her how many children she had, she answered "Fourteen". This medical mission took most of the day. Upon completion of that long day, they were returned via the junk to TUCKER.

On 1 March, TUCKER detached from the gun line and headed independently south for R & R in Bangkok During the previous 37 days, TUCKER had fired 1155 rounds of 5” shells. Rounding the southern tip of Vietnam, she headed southwest, then west, and finally northwest, arriving in Bangkok waters on 4 March 1969.

This photo was taken as TUCKER made her way up the Chao Phraya River to Bangkok, Thailand on 4 March, 1969. The Sea Detail sailors on the port bridge wing are rendering honors to a passing British destroyer.

Getting much needed rest, TUCKER remained at anchor in Bangkok for six days.

Departing Bangkok on 9 March, TUCKER returned to the northern SAR station in the Tonkin Gulf, sometimes only forty miles from Haiphong, North Vietnam. Patrolling with the USS Worden (DLG-18) for ten mostly uneventful days, TUCKER was relieved by USS Rogers (DD-876) and headed north to Kaohsiung Taiwan. While in Kaohsiung, TUCKER had a surprise visit from a Material Representative of Commander, Cruiser-Destroyer force, Pacific Fleet. He remarked that TUCKER was one of the most materially outstanding ships he had seen in WESTPAC. After taking on fuel and fresh water, TUCKER got underway to Yokosuka, arriving 28 March.

TUCKER crew enjoyed two weeks of liberty along with upkeep in Yokosuka.

This photo was taken of the Yokosuka main gate, with the banner proclaiming the “Cherry Blossom Festival” on 6 April 1969. Note the crowd of Japanese citizens entering the base for the festival open house.

Departing for Sasebo on 11 April, then arriving, on 14 April, the TUCKER’s stay was interrupted by what was to be her most famous assignment, racing to the site of the EC-121 shoot down incident in the Sea of Japan.


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THE EC-121 SHOOTDOWN INCIDENT

The EC-121 shoot down incident occurred on 15 April 1969 when an American EC-121 Warning Star on a reconnaissance mission was shot down by North Korean MiG aircraft over the Sea of Japan. All 31 Americans on board were killed in the shoot down, including 30 Navy personnel and one Marine. The plane crashed 90 miles away from the North Korean coast. The EC-121 could fly up to 300 mph, with a normal fuel range for 20 hours flight. It was unarmed and carried six tons of electronics equipment. A bulbous dome on the top of the fuselage housed special radar equipment, and there was about six tons of electronic equipment packed into the area otherwise used for cargo or passengers. There were three 30-man life rafts aboard the plane and weather conditions were relatively favorable for rescue if the men survived.

An American EC-121 reconnaissance plane took off from Atsugi Naval Air Station in Japan at about 0700 on Tuesday 15 April 1969. With the call sign Deep Sea 129 (DS-129), it was to make a routine mission of signal intelligence collection along a racetrack course off the North Korean coast. The plane arrived on station 90 miles off N. Korea at about noon and began its recon patrol.

About 5 hours into the flight, two North Korean MiG fighters took off from a base used for training. Their progress was monitored by the USAF 6918th Security Squadron at Hakata Japan. Additionally, the Naval Security group listening post at Kamiseya, Japan was intercepting Russian radar tracking of the EC-121M progress. At 1347 these two MiGs approached and the American spy plane disappeared from all tracking radars. DS-129 was never seen or heard from again.

Two hours later an American Air Force C-130 search and rescue plane took off from Tachikawa to search for the missing EC-121.

USS Henry W. Tucker (DD-875) and USS Dale (DLG-19) were nested at berth six at Sasebo and were the two U.S. ships closest to the last known position of the missing American EC-121. At about 1700, both ships were ordered by COMSEVENTHFLT to get underway ASAP and proceed to the Sea of Japan to search for the downed plane.

TUCKER needed three hours to light off boilers and make sufficient steam for getting underway. DALE, with major equipment out for repair at SRF Sasebo, estimated needing 10-12 hours to get underway. TUCKER executed an emergency recall of her crew and got underway at 2008 leaving only 13 enlisted men ashore. DALE beat her reported ETD and got underway at 2105, only an hour behind TUCKER.

During the night, DALE caught up with TUCKER in the Tsushima strait. At 1020 Wednesday morning DALE was ordered to remain behind near the coast of Japan for the possibility of receiving a search helicopter on board from the port city of Miho. TUCKER then detached and proceeded independently en route to the crash site.

At 0330 Wednesday morning, DALE caught up with TUCKER, and TUCKER increased speed to 25 knots as the two ships passed through the Tsushima Strait, approximately one third the way to the crash site. The two ships continued north as the sun rose Wednesday morning. At 1020 DALE detached from TUCKER in order to remain near the Japanese mainland. They were to receive a SAR Helicopter from shore. TUCKER increased her speed to 27 knots in a beeline for the crash site.

Steaming ever closer to the crash site, shortly before 1400, TUCKER was approached by a Russian TU-16 Badger aircraft. The Soviet bomber was only a few hundred feet above the sea surface. TUCKER went to general quarters, but the Russian aircraft displayed no hostile intent. It passed down TUCKER’s starboard side, then turned north and departed. At 1647, two more Soviet bombers circled TUCKER as the ship neared the search scene.

At 1939, TUCKER arrived on station, the first American ship to arrive on scene 85 miles off the N. Korean coast and about the same distance south of the Russian navy base at Vladivostok. In the darkness, TUCKER launched her motor whaleboat and began searching for aircraft debris and


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possible survivors as well as any classified materials from the downed spy plane.

Two Russian destroyers had been on scene since the previous evening and collecting debris in coordination with several American Air Force search planes. The Russian destroyers departed the area as TUCKER approached late Wednesday afternoon. As the Russians steamed away to the north, one illuminated TUCKER with fire control radar. DALE arrived on scene at 2110 and assumed tactical command of the SAR effort.

During that night, TUCKER was first to recover aircraft debris, including a section of fuselage with bullet holes and bits of human flesh. DALE sighted a floating body at 0130, but was unable to recover it in the darkness.

On Thursday morning 17 April, TUCKER’s motor whaleboat crew found and recovered the bodies of LTJG Joseph Ribar and AT1 Richard Sweeney. These were the only two bodies recovered of the 31-man crew of America’s EC-121. Also retrieved were some personal effects of Philip D. Sundby CT3 and B. F. Conners ADR1.The bodies were brought aboard ship, wrapped in cloth mattress covers, and stored in the butter and egg locker as a makeshift morgue.

USS Sterett (DLG-31) arrived on scene at 1900 with COMDESRON THREE aboard and the Commodore assumed duties as OTC and on-scene commander. The three ships continued searching through the night.

On Friday 18 April, CINCPAC ordered TUCKER to rendezvous with Russian destroyer VDOKHNOVENNY (D-429). This was the first cooperative meeting of Soviet and American warships since the Cold War began at the close of WWII.

The photo shows the TUCKER and VDOKHNOVENNY motor whaleboats approaching each other. Note the C-130 circling overhead.

The two small boats closed the distance between the destroyers, and met midway in between. After the formalities of the quick meeting were over, the collected debris the Russian Destroyer had retrieved prior to TUCKER’s arrival on scene, was passed into the TUCKER motor whaleboat.

After her historic rendezvous with the Soviet destroyer, TUCKER met with DALE and received DALE’s collected aircraft debris, refueled with the USS Tappahannock (AO-43), then headed south to return the bodies and debris to Sasebo.

Entering Sasebo Harbor, TUCKER was boarded from a small harbor boat that carried two caskets made ready for the recovered bodies. The crew was already in their dress blue uniforms for their arrival in front of the world's assembled communications media and dignitaries. Several agents of the Naval Investigative Service came aboard to catalog and photograph the laid out debris in the hanger deck.

The photo shows the recovered debris on the TUCKER being inspected and cataloged by Navy security officials before it was removed in port. The officer in the lower right foreground is TUCKER’s LTJG James Atwill.

Minutes after the brow was in place, six enlisted TUCKER sailors in dress blues with white gloves carried the flag-draped casket of Sweeney AT1 across the brow to a waiting Navy ambulance in full view of worldwide news media. A photo of the event appeared in newspapers all over the world the next morning. A few minutes later, six TUCKER officers escorted the body of LTJG Ribar ashore in similar fashion.


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Later that Sunday, Captain CDR S. D. Kully and his Executive Officer, LCDR James L. May, answered questions at a press conference ashore with representatives of the world’s media including NBC, CBS, ABC, and the U.S. wire services as well as Life magazine and Pacific Stars & Stripes. The news conference concluded a week in which TUCKER’s CO and XO participated in the only press conference conducted before worldwide media following the historic shoot down of the EC-121.

During the press conference, these “facts” for the USS HENRY W. TUCKER (DD-875) came to light:

TUCKER was the first American ship underway to search for the EC-121. TUCKER was the first American ship to arrive on scene. TUCKER was the first American ship to collect debris. TUCKER was the only ship to recover bodies. TUCKER was the only ship to peacefully rendezvous with a Soviet destroyer in over 25 years. TUCKER was the only ship chosen to deliver bodies and consolidated aircraft debris to Sasebo. The bodies of LTJG Joseph Ribar, and Richard Sweeney AT1 were then flown to Atsugi Naval Air Station where a second memorial service was held.

On Monday 21 April, TUCKER left Sasebo at 0800 to return to the Sea of Japan. She made rendezvous with the cruiser USS Saint. Paul (CA-73) for the transit back to the search scene, where both ships joined Task Force 71 to patrol the area for the next seven days. Task Force 71 grew to include 31 ships and was routinely shadowed by Soviet destroyers and aircraft.

On 27 April, TUCKER detached from TF 71 and joined USS Ticonderoga (CVA-14) for transit to Subic Bay. After one day of liberty in Subic Bay, TUCKER departed on 1 May en route to the III Corps area of Vietnam. While leaving Subic, TUCKER took aboard a new type of ordnance, a 5" projectile called RAP (Rocket Assisted Projectile) which extended the gun range an extra 10,000 yards.

TUCKER arrived at the Mekong Delta 3 May and anchored off Vung Tau for naval gunfire support missions in coordination with spotters ashore. TUCKER conducted gunfire support missions from various anchorages in the area for a week.

The photo is of a swift boat alongside TUCKER while at anchor at Vung Tau.

Detached from this duty, TUCKER got underway on for a port visit to Hong Kong from 13-18 May.

TUCKER left Hong Kong 18 May for transit to Yokosuka with a brief fuel stop 21 May at Buckner Bay, Okinawa. The ship arrived finally at her homeport in Japan on 23 May.

TUCKER left Yokosuka on 8 June, and after a fuel stop in Buckner Bay, joined Task Force 71 operations. TUCKER once again was in the Sea of Japan on Peacetime Air Reconnaissance Patrol Station, ready to go to the assistance of any Navy ship or aircraft requiring aid.

Upon the conclusion of her duties in the Sea of Japan, on 25 June, TUCKER returned to Naval gunfire support throughout the I Corps area and in the vicinity of Da Nang. She returned to Yokosuka on 13 July for an upkeep period and a change of command.

19 July 1969 -- CDR W. L. STORY, USN relieved CDR S. D. KULLY and became the TUCKER’s sixteenth Commanding Officer.


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APOLLO 11

On 20 July, Apollo 11 landed on the moon. Neil Armstrong became the first man to walk on the moon followed by Edwin Aldrin the following day.

With a new commanding officer, TUCKER departed Yokosuka on 22 July, and headed once again to the gun line off the coast of Vietnam. This deployment would last until 7 August, when TUCKER would be released to head for Singapore.

Every ship takes advantage of the close proximity to the equator to cross it whenever possible, and this time was no exception. On 8 August, TUCKER polliwogs were initiated into the mysteries of the deep. This was the third of five equator crossings for the TUCKER.

Shown is the wallet sized shellback card given to all TUCKER crew initiated that day.

Arriving in Singapore, TUCKER tied up at the Royal Navy Base, away from town. Shuttle busses took the crew in small groups to Singapore. The visit was for three liberty days.

The photo shows a TUCKER sailor on liberty in Singapore as he strolls along the Marina District walkway.

There was Singapore’s version of Hong Kong’s Tiger Balm Gardens, and a very large public park “Botanical Gardens” area with monkeys roaming freely.

On 12 August, TUCKER left Singapore and returned to the gun line, again to the I & II Corps areas of Vietnam. Released after 16 days on the gun line, TUCKER arrived in Subic Bay on 3 September. After two days of repairs and upkeep, TUCKER headed back to Yokosuka, arriving home on 8 September.

These statistics were compiled for this deployment period of 3 July 1968 to 8 September 1969:

Days Underway 266 Days in port Yokosuka 121 Total days in port 44 Miles steamed 88,556 Gallons of Fuel Oil (NSFO) 5,318,885 UNREPS 90 Helicopter transfers 125 Helicopter re-fuelings 10 Total 5” rounds fired 11,253 The TUCKER remained in Yokosuka until 19 October 1969, when she got underway once more for some training exercises for two days nearby. Then she returned to Yokosuka for four days.

On 27 October TUCKER was once again in the Sea of Japan for ECM surveillance interspersed with various training exercises. This period would last until 14 November. The next day, TUCKER would arrive at Sasebo for 5 days, and then depart south toward Vietnam again. After an intermediate stop at Hong Kong for another five days, TUCKER arrived at Subic Bay. Only one day was needed to prepare for another turn on the gun line off the coast of Vietnam.


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The last gun line assignment for this deployment was for support of the 101st Airborne division of the US Army, thus supporting OPERATION ROSE, from 30 November until 15 December, a period of sixteen days. TUCKER provided gunfire support to the II Corps.

Released from this duty, TUCKER proceeded to Kaohsiung Taiwan. On 19 December, TUCKER was called upon to perform search and rescue duties in the Taiwan straits for four days. Finally, on 29 December, TUCKER arrived back to Yokosuka.

1970

PIRAZ PIRAZ means "positive identification and radar advisory zone," PIRAZ was a relatively new system at the time, which digitally signed all radar targets. This new equipment was usually on-board a guided missile cruiser. The duties of tracking friendly (and unidentified) aircraft was expanded to include Air Force planes, controlling barrier combat air patrols, advising support aircraft, and coordinating strike information with the Air Force reporting center (In this case at Da Nang, South Vietnam).

After a three week period in port, on 20 January, The TUCKER headed again to the South China Sea. After an overnight fuel stop in Okinawa, and a stop in Subic Bay, she began plane guard duties. Detached from this after only three days, TUCKER headed for the Tonkin Gulf, this time for PIRAZ duty, as escort protection for the USS William H. Standley (CG-32). TUCKER remained on this duty for 24 days.

The photo is of the USS William H. Standley (CG-32).

After returning to Subic Bay on 24 February, TUCKER headed back to sea to evade a tropical storm. After two days of typhoon evasion, type training began for two days. Arriving again at Subic Bay on 1 March, for replenishments and refueling, TUCKER headed for Hong Kong for 5 days of R & R. Leaving Hong Kong on 8 March, TUCKER returned to Yokosuka.

For the next month, TUCKER would alternately do underway training and exercises for a few days, each time returning to their homeport. This period would last until 19 April, when the TUCKER would be deployed (for the last time on this long tour) to the Gulf of Tonkin.

After a fuel stop in Okinawa, TUCKER arrived in the Tonkin Gulf for SAR operations, staying on station until 19 May. Leaving the gulf, TUCKER arrived in Kaohsiung on 23 May. Three days of liberty were enjoyed, and then TUCKER was ordered back to the South China Sea for special ops. For the next three weeks, TUCKER stayed at sea until relieved of this duty on 19 June. After a fuel and replenishment stop in Subic Bay, TUCKER headed to the north side of Taiwan and visited the port city of Keelung. Arriving there on 26 June, TUCKER enjoyed three more days of well deserved R & R.

On 29 June, the USS Henry W. Tucker (DD-875) was informed that her Far East tour of duty was complete. After a month of upkeep in Yokosuka, on 28 July, the TUCKER left Yokosuka, as the last of the destroyers of DESDIV 32,


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were pulled back to homeports in the United States. Stopping for three days in Pearl Harbor, TUCKER arrived in San Diego on 15 August 1970. TUCKER's new homeport once again became San Diego.

After the leave and upkeep period ended TUCKER prepared for a three-month overhaul scheduled to start in November 1970. TUCKER was to be the first in an experimental overhaul, which saw the INSURV Board leave the TUCKER completely apart and tow it up to Long Beach, where the work began immediately. Because of the convenience of having everything ready to be taken out to the shops or opened to be worked on, the TUCKER was able to complete the equivalent of a 5-month overhaul on schedule at the end of January 1971.

1971

Even though the overhaul time was short, there was again a large crew turnover. This necessarily meant a whole new training regimen in preparation for 7th fleet readiness.

Loading out ammunition in Seal Beach, California, on 2 February 1971, TUCKER proceeded south to her homeport of San Diego. The entire month of February was spent in preparation for Refresher Training and the Training-Readiness Evaluation (TRE). This was successfully completed during the period 22-26 February 1971.

Refresher training was conducted under the auspices of Fleet Training Group, San Diego, and began 1 March 1971. The exercise continued for six weeks. RADM Charles N. Payne, Commander of Training, Pacific Fleet (COMTRAPAC), visited the TUCKER on 1 March to start the long upward process of attaining overall ship readiness. Successful completion of training was achieved on 8 April 1971, with an overall grade of excellent in the Final Battle Problem and through participation in a Composite Unit Exercise (COMPTUEX) 12-16 April 1971.

On 1 April 1971, the TUCKER shifted squadrons from DESRON 3 to DESRON 17 then under the command of Captain F. W. CORLEY, Jr., USN.

DESRON 17 PATCH

1 April 1971 -- CDR P. C. NELSON, USN relieved CDR W. L. STORY and became the TUCKER’s seventeenth Commanding Officer.


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The remainder of April and first half of May saw a flurry of inspections which included successful completion of a Nuclear Weapons Acceptance Inspection, Annual Supply Inspection, Annual Surprise 3-M Inspection, and miscellaneous ordinance, electronic, and engineering readiness inspections.

Preparation for overseas movement began on 15 May 1971 and concentrated effort was devoted to final readying for deployment. A brief respite from this activity came in the form of a two-day underway shakedown period 1-2 June followed by a well received Dependant's cruise on 3 June 1971.

TUCKER deployed for the Western Pacific on 15 June 1971, as a unit of Task Unit 15.8.3 in company with USS Brooke (DEG-1). After fuel stops in Seattle on 18 June, TUCKER arrived, in Adak Alaska on 25 June. There was snow and sleet, making this an unusual summertime stop.

An old recruiters line for Adak was “There’s a native girl behind every tree.” There still are no trees in Adak (Almost).

Shown in the picture is the “Adak National Forest”.

Leaving Adak, an intelligence surveillance run was made southwesterly along the Kuril Islands.

The TUCKER arrived in Yokosuka, their old homeport, on 2 July 1971, for two days of minor voyage repair. During this time, open house was held for the Fourth of July celebration and over 1800 Japanese civilian guests visited the TUCKER.

Sailing on 5 July 1971, for the first test of fleet operations, then circumnavigated Typhoon IVY, refueled at Buckner Bay, Okinawa, on 7 July 1971, and arrived in the Tonkin Gulf on schedule on 10 July. Duties entailed plane guard for USS Midway (CVB-41), until 19 July when a quick run to Subic Bay, Philippines, was required for repair parts and an ASROC missile load out change.

Leaving Subic Bay in July, TUCKER arrived off the coast of the Republic of South Vietnam on 23 July 1971, and responded to naval gunfire support missions in I and III Corps areas until 31 July. Called back to the Tonkin Gulf, TUCKER again provided escort and plane guard for USS Midway (CVB-41) for a two-week period. During this time, the TUCKER responded to a downed aircraft debris recovery on 12 August 1971, which entailed interposing herself between the Soviet AGI, PROTRACTOR, and the crash site. Commendatory comments from Commander TASK GROUP 77.4 were received for the TUCKER's adherence to seamanship, international law, and restraint during the confrontation.

TUCKER was detached on 15 August 1971 from YANKEE Station duty in the Tonkin Gulf. The TUCKER proceeded to Sattahip, Thailand, for a much-needed rest 16-22 August having spent 44 straight days at sea except for the short, hectic one-day stay in Subic Bay.

Departing Sattahip on 23 August 1971, the TUCKER arrived at HMS TERROR, Naval Station, Singapore for nine days upkeep using the facilities of Sembawang Shipyard.

Sailing on the morning of 3 September 1971, the TUCKER transited the Malacca Straits en route to Chocin, India. Two days later, information was received that the Indian port visit was necessarily cancelled because of diplomatic strains and the TUCKER was ordered directly back to Vietnam for coastal surveillance operations near Cam Ranh Bay from 7-10 September, 1971. Heading north on 10 September, the TUCKER refueled in Da Nang harbor.


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On 11 September TUCKER reported for gunfire support duties at the Demilitarized Zone (DMZ). During the ensuing two weeks, both direct call fire and Harassment/Interdiction fire was provided on targets at the DMZ and along the southern reaches of I Corps south of Da Nang. On the night of 21 September, hostile small fire was received from shore and through the TUCKER’s assistance, the position was overrun by ARVN personnel resulting in seven Viet Cong KIA.

TUCKER then rendezvoused with USS Oriskany (CVA-34) on 25 September in the Gulf of Tonkin and the next day took departure for Hong Kong, via Subic Bay in company with ORISKANY and USS Rupertus (DD-851). Arriving in Hong Kong on 2 October, the TUCKER relieved USS Rogers (DD-876) as SOPA ADMIN/Station Ship Hong Kong on 3 October. Station ship duties terminated on 13 October and the TUCKER proceeded to Subic Bay for eight days upkeep 17-24 October 1971.

Following two and a half days of type training in Philippine waters, TUCKER escorted USS Oriskany (CVA-34) back to the Tonkin Gulf on 28 October and again assumed plane guard duties at YANKEE Station. The TUCKER was called upon on short notice on 3 November to join USS Horne (DLG-30) as "shotgun" escort on PIRAZ duty, remaining on station until 13 November.

During this period, TUCKER was visited on 7 November by RADM W. H. ROGERS, USN, COMCRUDESGRU SEVENTH FLT, then embarked from HORNE. Back to plane guard duty, TUCKER remained at YANKEE Station until 20 November where a Task Group composed of USS Oriskany (CVA-34), USS H. B. Wilson (DDG-7), and USS Rupertus (DD-851) departed for Singapore.

Arriving in the Lion City on 22 November, the destroyer moored at the Man-of-War Anchorage in Singapore Harbor for five days of rest and relaxation.

The screen was reformed on USS Oriskany (CVA-34) again on 27 November, and at 0100 on the morning of 28 November, the Task Group crossed the equator at 105 31’ east longitude where 173 lowly pollywogs were duly initiated into the mysteries of the deep. This was the fourth time the TUCKER crossed the equator. The Task Group then turned northeastward and proceeded to Subic Bay for three days of preparation prior to a mid-Pacific transit home, 30 November through 2 December 1971.

The TUCKER with escorts USS H. B. Wilson (DDG-7) and USS Rupertus (DD-851) and in company with USS Oriskany (CVA-34) took departure from the last WESTPAC port on 3 December and proceeded east through the San Bernardino Straits into the open Pacific. Compared to a comparatively smooth crossing westward in June, this transit encountered heavy head seas and winds the entire way to Pearl Harbor, making the three refuelings accomplished extremely hazardous. Pearl Harbor was made on 13 December, however, and after a five hour stay for fuel and U.S. Customs clearance all destroyers departed independently of ORISKANY for San Diego. Five hours outbound, the TUCKER was forced to slow because of heavy weather damage sustained to the forward five-inch gun mount. After sufficient shoring and calking were installed, the TUCKER resumed speed once again and arrived in its homeport of San Diego on schedule on 18 December 1971.

1972

Leave, upkeep, and post deployment stand down continued into the new year. The first half of calendar year 1972 was spent in a furious battery of inspections with little underway time. Inspection was a personnel inspection by RADM R. C. ROBINSON, CRUDESFLOT 11 in February. This was followed closely by an administrative inspection by COMDESRON SEVENTEEN and a CRUDESPAC PMS (Planned Maintenance System) inspection during the last week of March. After this inspection the TUCKER proceeded into NTPI (Naval Technical Proficiency Inspection). All inspections were completed in an outstanding manner. The final and largest of the inspections started on 16 May and ran for three days. This was the INSURV Inspection given by Admiral Buckley's inspection team from Washington.


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Four days after the departure of the INSURV team, the TUCKER was notified they would deploy for the Western Pacific on 30 June 1972, some five months early. Preparations were completed and TUCKER departed San Diego Bay on Schedule. First, TUCKER arrived at Pearl Harbor, on 6 July, and then departed 7 July for Midway Island. Instead of the usual trek to Japan, TUCKER arrived at Apra Harbor in Guam for a fuel stop on 19 July, three quarters of the way from Midway Island to Subic Bay Philippines. On 22 July TUCKER arrived at Subic Bay for a three day stay.

On 25 July 1972, The TUCKER proceeded to the coast of the Republic of South Vietnam from Subic Bay and commenced Naval Gunfire Support to shore as called for by military spotters. The TUCKER's first gun line period lasted for a length of 26 days, including a stop for a few hours in Da Nang Harbor, finishing on 24 August.

Heading northward, but avoiding several typhoons in her path, TUCKER made her way to Kaohsiung, arriving on 27 August, for eight well-deserved days of upkeep and liberty.

TUCKER departed Kaohsiung on 4 September 1972 and returned to the gun line at MR1 near the DMZ. Most of the duration of the second gun line period of forty days were spent there, where heavy fighting was taking place. Along with the first gun line performance, the TUCKER continued a reputation for accuracy and readiness. While working with the military spotters, she destroyed or damaged numerous enemy supply lines, and emplacements and dispersed many groups of enemy troops. TUCKER also performed many nighttime firing missions on intelligence targets. Again, leaving the gun line on 16 October, TUCKER proceeded to Hong Kong, arriving there on 17 October 1972, for five days of rest and recreation, which was followed by a week of upkeep in Subic Bay.

8 August 1972 -- CDR J. F. FOX, USN relieved CDR P. C. NELSON and became the TUCKER’s eighteenth Commanding Officer.


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Section 6 -- HISTORY OF THE USS HENRY W. TUCKER - 1972 – 1973

Designation DD 875

During this time in Subic Bay, the TUCKER had the Chaparral missile system installed on the helicopter deck.

TUCKER again was ordered to return to the gun line. Departing Subic Bay on 30 October, TUCKER arrived on 3 November 1972, at Point Virna, off the south coast of South Vietnam.

THE CHAPARRAL MISSILE SYSTEM

In the early 1970s, the U.S. Navy evaluated a ship installed Chaparral missile for use as an interim air-defense weapon, but did not adopt it for service use. However, Taiwan selected the Sea Chaparral for ship borne air-defense, using MIM-72C (and later MIM-72F/J) missiles. The Sea Chaparral missiles are sometimes referred to as RIM-72C, but this was probably not an official DoD designation. Normally the Chaparral was part of an Army tracked vehicle.

The Chaparral system is manually fired by visually tracking the targets, slewing the missile carrier into the general direction, and waiting for the missile seekers to "lock on" to the target. This limits the Chaparral system to daytime engagements only, and even in that case only ones where the target is visible long enough for the seekers to lock.

Later, the Taiwanese navy would adopt this missile system for their Navy ships. Some of these ships were to be Gearing Class Destroyers purchased from the Navy in the seventies. A total of 11 Gearing class Destroyers (Not the TUCKER) made their way from US Navy service into the Taiwanese Navy. While underway, BT striker Douglas T. Manka FA was found accidentally electrocuted behind boiler # 3. The TUCKER pulled into An Thoi South Vietnam to honor his remains, and arranged to send them back to the US.

Again providing NGFS, but only during daylight hours, TUCKER passed a milestone on 24 November 1972, as she fired the ten-thousandth round of the deployment, a noteworthy accomplishment for any ship. Winding up the gun line period of twenty-three days, TUCKER turned her bow southward and steamed to Singapore for upkeep and liberty.

On 5 December 1972, the TUCKER left Singapore to again return to the coast of South Vietnam. Eight days later TUCKER was assigned as mutual support destroyer with USS Oriskany (CVA-34) on YANKEE station, but was called away on 16 December and assigned to Point Gwen and MR1 when guns were needed. Thus began the single most strenuous gun line period of TUCKER's history. Calls from spotters required constant gunfire support services, and often the TUCKER's magazines of a one thousand four hundred rounds capacity would be emptied and refilled within a day or two. During this fifteen day period at Points Gwen and Alison, TUCKER's crew replenished and rearmed sixteen times.


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On Christmas Eve, the USS Henderson (DD-785) became embroiled in a gun battle with shore batteries. While the HENDERSON was evading the shore fire, the TUCKER’s fire effectively silenced the shore battery with her own fire. This exchange subsequently earned both ships the Combat action ribbon.

On 30 December 1972, TUCKER fired the five thousandth round of this fourth gun line period. The total rounds fired by the TUCKER during the entire deployment were almost sixteen thousand rounds.

1973

The TUCKER departed the gun line and Vietnam at one minute after midnight on 1 January 1973. As TUCKER left the area she received several messages of commendation, including personal congratulations from the Chief of Naval Operations, Admiral ELMO ZUMWALT. TUCKER was cited for exemplary readiness and personal dedication.

After leaving Vietnam, TUCKER returned to Subic Bay a third time for upkeep, and preparations were made for the long journey home. On 9 January 1973, the TUCKER went the long way, taking an independent cruise of 39 days and twelve thousand miles.

This included the 5th and final time that the TUCKER, in service with the US Navy, “crossed the line”, initiating more pollywogs into the Domain of Neptunus Rex to become full-fledged shellbacks.

On 15 January, after crossing the equator, Tucker stopped at Lorengau Naval station, Manus Island for two days. Then it was on to Sydney Australia, where there was three more days of R & R. Leaving Sydney on 23 January, TUCKER steamed her way to Auckland New Zealand, arriving on 27 January. There, the crew attended a party, given by the wives of the officers and men of the New Zealand Navy. TUCKER again got underway on 31 January for Papeete Tahiti, arriving on 5 February. Underway again, the TUCKER crossed the equator going north, and arrived in Pearl Harbor on 11 February 1973. On 17 February, TUCKER finally arrived in San Diego.

TUCKER spent the next several months in port accomplishing upkeep and training for the crew. Also during this period the TUCKER was notified that in view of the requirements for a smaller, more modern fleet, TUCKER would be decommissioned the following winter for either mothballing or Foreign Assistance Transfer.

During the summer of 1973, TUCKER made several underway tours including a 5-day visit to Everett, Washington, for their Fourth of July celebration, Anti-Submarine Warfare Aircraft Controller qualifications, and a two-week tour as Plane Guard and escort to the USS Ranger (CVA-61) and USS Midway (CVB-41) which included a weekend in San Francisco.

In mid-August 1973, TUCKER returned to San Diego to complete preparations for a Survey inspection. Due to the efforts of the crew, the TUCKER made a favorable showing drawing the comment from the Senior Member of the Sub-Board of Inspection and Survey that the TUCKER was in much better condition for her age than most others he had seen.


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In late August, while the TUCKER was tied to a seawall in San Diego, a major SNAFU occurred. Tugboats were towing the guided missile cruiser USS Providence (CLG 6) into the pier.

PROVIDENCE was to be placed out of service and decommissioned. Something went wrong, and the cruiser “got away” from control, and sliced right into the aft port side of the TUCKER. Only luck in the form of a steel girder, one of the ship’s ribs in the right place, kept the TUCKER from sinking while she was tied to the pier. The TUCKER stayed afloat, and fortunately no one was hurt. In September, after repairs in dry dock, the TUCKER received word that she would be decommissioned.

TUCKER received yet further recognition of past achievements with the presentation of a Meritorious Unit Commendation, the TUCKER's third, for her outstanding performance during the 1972 deployment.

On 1 October 1973, the TUCKER was officially offered to the Republic of Brazil. An inspection party of Brazilian Naval Officers arrived a week later, spent several days aboard inspecting, and departed for Washington and Rio de Janeiro to make their recommendations. The first elements of the Brazilian crew arrived aboard in late November and the TUCKER began the turnover and training process.

On Wednesday, 28 November 1973, the USS Henry W. Tucker (DD-875) got underway for her last time flying the US ensign for a day of local operations and underway training returning that afternoon to Quaywall Eight-North at the US Naval Station, San Diego. Within two weeks, word was received that the TUCKER was acceptable to Brazil and would become C. T. Marcilio Dias (D-25) upon acceptance, the sixth ship of that name in the Brazilian Navy.

On the afternoon of 3 December 1973, at 1400, LCDR Hall decommissioned the TUCKER and RADM F. B. Gilkeson, Commandant, Eleventh Naval District, officially signed the transfer documents.

The TUCKER along with the Brinkley Bass (DD-887) participated in transfer ceremonies at the San Diego Naval Station. The COMCRUDESPAC band played the Brazilian National Anthem and the United States National Anthem.

The United States Flag was lowered for the LAST time on the Henry W. Tucker (DD-875).

After opening ceremonies, the US Crews marched off the two destroyers while the Brazilian crews stood at attention. Following this, the Brazilian crews marched onto the TUCKER and onto the BRINKLEY BASS.

28 September 1973 -- LCDR E. M. HALL, USN relieved CDR J. F. FOX, USN and became the TUCKER’s nineteenth (and last) Commanding Officer.


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STATISTICS -- (Compiled from this document only) for the USS Henry W. Tucker (DD/DDR-875) -- DURING 28 years (1945 – 1973) of US Naval service. HOMEPORTS – Launch -- Orange Texas 1945 Homeport -- Portland Maine 1945 Homeport -- San Diego California 1945 Homeport -- Long Beach California 1952 Homeport -- Yokosuka Japan 1960 FRAM -- Boston Massachusetts 1963 Homeport -- Yokosuka Japan 1964 Homeport -- Long Beach California 1967 Homeport -- Yokosuka Japan 1968 Homeport -- San Diego California 1971 DEPLOYMENTS TO WESTPAC –

1. 5 Months Japanese Occupation 1946 2. 5 Months China Patrol 1947 3. 4 Months Enewetok Atomic Testing 1948 4. 10 Months China Patrol 1949 5. 8 Months Korean Duty 1950/1951 6. 7 Months Korean Duty 1952 7. 6 Months Formosa Patrol 1953 8. 5 Months Radar Picket/Formosa Patrol 1954 9. 7 Months South China Sea Operations 1954/1955 10. 7 Months Taiwan Patrol 1957 11. 5 Months Plane Guard/Taiwan Patrol 1958 12. 6 Months Taiwan Patrol 1959 13. 31 Months Various Duties 1960/1961/1962 14. 31 Months Vietnam Duties/Taiwan Patrol 1964/1965/1966 15. 6 Months Vietnam Duties 1967 16. 24 Months Vietnam/Sea of Japan Duties 1968/1969/1970 17. 6 Months Vietnam Duties 1971 18. 7 Months Vietnam Duties 1972/1973

PORTS VISITED –

United States -- Japan -- Other Pacific-- Galveston, TX Midway Island Yokosuka Kaosiung, Taiwan Singapore Norfolk, VA Guam Kobe Keelung, Taiwan Bangkok, Thailand Boston MA Adak, AK Sasebo Subic Bay, Philippines Sattahip, Thailand St Petersburg, FL Nagasaki Manila, Philippines San Diego, CA Beppu Pago Pago, Samoa Long Beach, CA Hakodate Da Nang, Vietnam Other – Richmond, CA Yokohama Qui Nhon, Vietnam Guantanamo Bay, Cuba Mare Island, CA Kagoshima Nha Trang Vietnam Acapulco, Mexico San Francisco, CA Iwakuni Aukland, New Zealand Balboa, Panama Seal Beach, CA Papeete, Tahiti Cristobal, Panama Everett, WA China -- Brisbane, Australia Coca Sola, Panama Pearl Harbor, HI Shanghai Buckner Bay, Okinawa Colon, Panama Tsingtao Manus Island, New Guinea Hong Kong CROSSING THE EQUATOR - 5 times across and back, 1957, 1965, 1969, 1971, 1973 TRAVERSING THE PANAMA CANAL - 3 times, 1945 (Westward), 1962 (Eastward), 1964 (Westward)


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RIBBONS AND MEDALS AWARDED TO USS HENRY W. TUCKER DD/DDR 875 This display represents the correct order of precedence of ribbons to be worn today on the Navy uniform. (Left to Right, Top to Bottom)

The Tucker received 17 different ribbons/medals in her 28 years of service. Some of them are for multiple participations in a specific medal’s criteria.

More information on these medals ( In order of precedence) follows –

COMBAT ACTION RIBBON The Combat Action Ribbon is a personal decoration awarded to members of the Navy, Marine Corps, and Coast Guard (when operating under the control of the Navy) in the grade of captain (or colonel in the Marine Corps) and below who have actively participated in ground or surface combat. The principal criterion is that the recipient must have participated in a bona fide ground or surface combat firefight or in an action during which he was under enemy fire and his performance while under fire was satisfactory. The TUCKER was awarded the Combat Action Ribbon for an engagement in which the USS Henderson (DD-785) was taking fire in an adjacent NGFS station from a shore battery. As HENDERSON took evasive action, TUCKER provided protective cover, resulting in the silencing of the hostile battery. This incident occurred on 24 December 1972.

NAVY UNIT COMMENDATION Established by order of the Secretary of the Navy, 18 December 1944, it is awarded by the Secretary to any ship, aircraft, detachment, or other unit of the naval service of the United States Navy which has, subsequent to 6 December 1941, distinguished itself by outstanding heroism in action against the enemy. Tucker was awarded this ribbon three times.

1. For 1965-66 Vietnam service. 2. For the 1967 Vietnam service, 3. All of DESRON 3 received this for the July 1968-June 1970 deployment.


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MERITORIOUS UNIT COMMENDATION Established by order of the Secretary of the Navy, 17 July 1967, it is awarded by the Secretary to any unit of the Navy or Marine Corps which has distinguished itself under combat or noncombatant conditions, by either valorous or meritorious achievement compared to other units performing similar service, but not sufficient to justify the award of the Navy Unit Commendation. The TUCKER received 3 Meritorious Unit Commendations.

CHINA SERVICE MEDAL

This medal is authorized for the crewmen of Navy vessels that operated in support of China (Taiwan) between 2 September 1945 and 1 April 1957.

The TUCKER operated in the Taiwan straits on 5 different occasions during that time period. (1949, 1951, 1953, 1954, and 1955)

The TUCKER was eligible for this medal on five different occasions.

THE AMERICAN THEATER CAMPAIGN MEDAL

The American Theater Campaign Medal was awarded to TUCKER crewmen For Anti-Submarine service in the north Atlantic during the months of June, July, and August 1945.

Even though the war in Europe ended in April, German U-boats were still prowling the Atlantic Ocean for a while after. Those crewmen who served at least 30 days onboard TUCKER during this period were eligible to wear the medal.


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ASIA PACIFIC MEDAL

The Asiatic-Pacific Campaign Medal was awarded to personnel for service within the Asiatic-Pacific Theater between 7 December 1941 and 2 March 1946

The Asia Pacific Medal was awarded to TUCKER crewmen for the Japanese occupation on January, February, and March 1946. This duty was for the four main islands of Hokkaido, Honshu, Shikoku, and Kyushu, the surrounding smaller islands of the Japanese homeland, and the Ryukyu Islands.

THE WORLD WAR II VICTORY MEDAL

The WW II Victory Medal was awarded to all Navy personnel for actice service between 7 December 1941 and 31 December 1946.

THE NAVY OCCUPATION MEDAL

The Navy Occupation Medal was awarded for the Japanese occupation between 3 September 1945 and 27 April 1952 in the four main islands of Hokkaido, Honshu, Shikoku and Kyushu; the surrounding smaller islands of the Japanese homeland; the Ryukyu Islands; and the Bonin-Volcano Islands.

Service between 3 September 1945 and 2 March 1946 will be counted only if the Asiatic-Pacific Campaign Medal was awarded for service prior to 3 September 1945 and for Korea between 3 September 1945 and 29 June 1949. Service between 3 September 1945 and 2 March 1946 will be counted only if the Asiatic-Pacific Campaign Medal was awarded for service prior to 3 September 1945.


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NATIONAL DEFENSE SERVICE MEDAL

President Eisenhower per Executive Order 10448, dated 22 April 1953, established the National Defense Service Medal. It was awarded for honorable active service for any period between 27 June 1950 and 27 July 1954 Also, it was awarded for honorable active service between 1 January 1961 and 14 August 1974.

KOREA SERVICE MEDAL

President Truman per Executive Order 10179, dated 8 November 1950, established the Korean Service Medal.

TUCKER was awarded seven battle stars for her participation in the following Korean campaigns: CCF Intervention 3 Nov 1950 – 24 Jan 1951 1 First UN Counteroffensive 25 Jan 1951 – 21 Apr 1951 1 CCF Spring Offensive 22 Apr – 8 Jul 1951 2 UN Summer-Fall Offensive 9 Jul – 27 Nov 1951 1 Second Korean Winter 28 Nov 1951 – 30 Apr 1952 1 Korean Summer-Fall 1 May – 30 Nov 1952 1 The TUCKER’s 7 service stars can be worn as 1 silver star and 2 bronze stars

ARMED FORCES EXPEDITIONARY MEDAL

During the late 1950s, it became apparent that a medal was needed to recognize the services of the armed forces that participated in the increasing involvement of the American military in peacekeeping activities.

The TUCKER became eligible for the Expeditionary Medal for service in the Taiwan straits in 1959, the Crisis in Laos in 1962, and for duties off the coast of Vietnam in 1964 and the first half of 1965, and for participating in Task Force 71 formed after the EC-121 shoot down incident in 1969.

The TUCKER is eligible for 4 service stars associated with these duties.


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VIETNAM SERVICE MEDAL

This medal was awarded to all members of the armed forces of the U.S. who served in Vietnam and contiguous waters or air space after 3 July 1965 through 28 March 1973.

The TUCKER is eligible for her deployments off the coast of Vietnam every year from 1965 to 1972. (8 years) This rates 8 service stars.

Those TUCKER crewmen eligible for or who received the Expeditionary Medal prior to 1965 and meet these requirements also, can apply for and receive this medal, however the Expeditionary medal will be expunged from their service record.

REPUBLIC OF KOREA PRESIDENTIAL UNIT CITATION

The Korean government awarded the Republic of Korea Presidential Unit Citation to both Korean military and foreign units for deployment to Korea between 1950 and 1954.

VIETNAM GALLANTRY CROSS UNIT CITATION

The Vietnamese Government issued the Republic of Vietnam (RVN) Gallantry Cross to U.S. Military units who were individually cited during the period 8 February 1962 and 28 March 1973.

This permits all Navy personnel who served in Vietnam waters to wear the RVN Gallantry Cross unit citation.

Reference SECNAVINST 1650.33 of 18 NOV 1970.

UNITED NATIONS SERVICE MEDAL

Although the same medal is used for all the United Nations Medals, a different ribbon is authorized for each operation, the DoD has authorized only the Korea Medal for acceptance.

The Korea version here was awarded by the United Nations to all Naval Military service personnel by any country participating in the defense of Korea.


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REPUBLIC OF VIETNAM CAMPAIGN MEDAL

The Secretary of Defense approved a request for foreign awards to U.S. Military personnel on 7 February 1966. As a result of this approval, the Government of the Republic of Vietnam, on 24 March 1966, awarded the Republic of Vietnam Campaign Medal with device bar “1960 –” to U.S. Armed forces personnel.

The requirements for this medal are the same as the U.S. Vietnam Service Medal.

The ending date was never set, because the Republic of Vietnam government ceased to exist. This is not a DoD medal; therefore it must be purchased from commercial sources.

KOREA SERVICE MEDAL (KOREA)

In 1951, the Korean President Syngman Rhee ordered that their Korean Service Medal be authorized for any United Nations troops who were defending against Korean invasion. The U.S. declined the offer due to uniform regulations at the time.

Finally, on the 50th anniversary of the war, in the year 2000, the retroactive service medal was authorized for all eligible U.S Military personnel. The eligibility is the same as for the U.S. Korea Service Medal.


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Section 7 --THE SHIP IN BRAZIL – 1973-1994 C.T. MARCILIO DIAS (D-25)

RADM R. G. L. Labarthe, the Brazilian Naval Attaché to the United States, accepted the TUCKER for the Federal Republic of Brazil and the ex-TUCKER was commissioned in the Brazilian Navy as the C.T. Marcilio Dias (D-25) with CDR Tito her first Commanding Officer.

The ship’s new namesake, MARCILIO DIAS, was similar to HENRY W. TUCKER -- both were enlisted men who died in the thick of battle for their ships and shipmates.

Marcilio Dias was a Brazilian Able Seaman (equivalent to an E-3) an enlisted sailor in the Brazilian Imperial Navy, and hero of the battles of Payssandú and Riachuelo, during the War of the Triple Alliance against Paraguay in 1865. He literally died on the stern to protect the colors, and helped the Brazilian fleet win the decisive naval battle of the war In fact, this was the last major

naval battle Brazil had to fight until WWII, when its navy distinguished itself by sinking a number of German U-boats in the South Atlantic. C. T. Marcilio Dias (D-25) is the fourth ship of the Brazilian Navy to bear that name. Marcillio Dias.

The first ship was a War Transportation ship commissioned in August 1865, which participated in operations in the Itapiru and Curuzu provinces of Brazil.

The second was a 150-ton torpedo boat, which participated in a "Revolt of the Fleet". The fleet was commanded by Admiral Custodio De Melo to break the blockade imposed by a fort on the entrance of Guanabara Bay near Rio de Janeiro.

The third ship was a destroyer built by Brazilian shipyards that operated in the Atlantic Ocean during World War II.

The fourth, "MARCILIO DIAS" which joins the Brazilian Navy was expected to serve her Navy and country with the same dedication as her forbearers who have carried this proud name.

Shown is the ship’s logo adopted for the C.T. Marcilio Dias (D-25).


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DIAS SPECIFICATIONS AS PUBLISHED BY BRAZIL

Displacement Tonnage 2,245 tons (light), 3,498 tons (full load)

Dimensions Length: 119 Meters; Beam: 12.46 Meters; Average Draft: 5.63 Meters

Propulsion 4 Babcock & Wilcox boilers; 2 General Electric steam turbines generating 60,000 shaft horsepower, connected to two shafts and two screws.

Speed 34.5 knots maximum

Range 5,800 nautical miles

Armament Four 5” guns in two twin Mk 38 turrets; Two triple-torpedo launchers: antisubmarine Mk 32 torpedoes (12 ¾”/324 mm); One Mk 116 Mod. 3 ASROC Anti-Submarine Rocket launcher with 8 tubes

Radar/Sonar One SPS-40B air-search radar; One SPS-10C surface-search radar;

One Mk 25 Mod. 3 fire-control radar linked to a Mk 37 fire-control system; MAGE WLR 1C and WLR 3A; One CME ULQ-6B; One SQS-23D sonar system.

Aircraft One Westland UH-2 Wasp helicopter.

International Call Sign P W M D

Crew 301 men (18 officers, 283 enlisted men)

NOTE: The “DASH” helicopter was replaced with a version the Brazilians call the “WASP” to expand the anti-submarine range.

The ship MARCILIO DIAS was home-ported in Rio de Janeiro and served as part of the Brazilian Navy for 19 years, finally to be permanently “retired” in 1992. The MARCILIO DIAS had come to the end of its useful life.

C.T. MARCILLIO DIAS (D-25) HISTORY (Translated from the DIAS website)

1977

In October, MARCÍLIO DIAS participated in Operation UNITAS XVIII, together with the Brazilian Navy destroyers MARIZ E BARROS – D-26, (Former USS Brinkley Bass (DD-887)), MARANHÃO – D-33, (Former USS Shields (DD-596))RIO GRANDE DO NORTE – D-37, (Former USS Strong (DD-758)) and ESPÍRITO SANTO – D-38, (Former USS Lowry (DD-770)) plus the Brazilian Navy submarines AMAZÔNAS – S-16 and RIACHUELO – S-22. MARCÍLIO DIAS also participated with three U.S. Navy destroyers and the nuclear attack submarine USS Shark (SS-591), along with three Argentine Navy destroyers and two Uruguayan Navy destroyers. Participating in the operation were Brazilian Naval Air Force helicopters, plus two F5E Tiger II fighters and a P-16 Tracker patrol aircraft from the Brazilian Air Force.

1980


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In September and October, MARCÍLIO DIAS participated in the second phase of OPERATION UNITAS XXI which took place in the naval operations area between Rio de Janeiro and Recife as part of a Brazilian Navy Task Group under the command of Rear Admiral Walter Faria Maciel. The U.S. Navy Task Group, under the command of Rear Admiral Peter K. Culkins, USN, was comprised of the U.S. Navy destroyers USS Arthur W. Radford (DD-968) and USS King (DDG-41), the frigate USS Pharris (FF-1094) and the nuclear attack submarine USS Snook (SSN-592).

1981

In November during a mission off Cabo Frio, MARCÍLIO DIAS had its 200th helicopter landing. The event was proudly celebrated by the ship’s crew, which gave a commemorative plaque to the pilot of Wasp helicopter N-7017.

1982

In September, MARCÍLIO DIAS participated in OPERATION DRAGON XVIII as part of a Brazilian Navy Task Force under Squadron Commander Vice Admiral Arthur Ricart da Costa. It was comprised of the Brazilian Navy aircraft carrier MINAS GERAIS, the destroyers SANTA CATARINA and MATO GROSSO, the oiler BELMONTE, the amphibious landing ships DUQUE DE CAXIAS and GARCIA D’ÁVILA, the naval training transports BARROSO PEREIRA, ARY PARREIRAS and SOARES DUTRA, the submarine CEARÁ, the naval tugboat TRIUNFO, the minesweepers ARAÇATUBA and ABROLHOS, and three landing craft-utility, the GUARAPARI, TAMBAÚ and CAMBORIÚ, along with a contingent of 2,500 Brazilian Marines.

1983

In October, MARCÍLIO DIAS participated in OPERATION FRATERNO V, which took place with ships from the Argentine Navy along the Brazilian coast from Santos to Rio de Janeiro. Besides MARCÍLIO DIAS, participants in the Brazilian Navy Task Group included the frigates NITERÓI – F-40 and INDEPENDÊNCIA – F-44, the destroyer SERGIPE – D-35, the naval transport MARAJÓ – G-27 and the submarine CEARÁ – S-14. The Argentine Navy Task Group was comprised of the surface ships SANTÍSSIMA TRINIDAD, DRUMMOND, GUERRICO and GRANVILLE, and the submarine SALTA. The combined Task Groups visited the port of Santos in São Paulo State in Brazil.

1984

In January, MARCÍLIO DIAS participated in OPERATION ASPIRANTEX 84/TROPICALEX I/84, held in waters off Northeastern Brazil, as part of Task Force 10 under the command of Vice Admiral Luiz Leal Ferreira. Brazilian Navy ships included the aircraft carrier MINAS GERAIS – A-11 (Flagship), the frigates NITERÓI – F-40, CONSTITUIÇÃO – F-42 and INDEPENDÊNCIA – F-44, the destroyers MARANHÃO -- D-33, MARIZ E BARROS – D-26, ALAGOAS – D-36, ESPÍRITO SANTO – D-38, SERGIPE – D-35 (Former USS James C. Owens (DD-776)) and SANTA CATARINA – D-32, (Former USS Irwin (DD-794)) the naval training transport ARY PARREIRAS – G-21, the naval transport MARAJÓ – G-27, the oiler BELMONTE – G-24 and the submarine CEARÁ – S-14 (Former USS Amberjack (SS-522)), plus the independently operating minesweepers ATALAIA – M-17 and ANHATOMIRIM – M-16.

In May, MARCÍLIO DIAS participated in OPERATION TEMPEREX I/84 in southern Brazilian coastal waters as part of a Brazilian Navy Task Force comprised of the aircraft carrier MINAS GERAIS – A-11 (Flagship), the frigates DEFENSORA – D-41, CONSTITUIÇÃO – F-42 and UNIÃO – F-45, the destroyers MARIZ E BARROS – D-26,


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SANTA CATARINA – D-32, MARANHÃO – D-33, SERGIPE – D-35 and ALAGOAS – D-36, the naval training transport ARY PARREIRAS – G-21, the submarines CEARÁ – S-14 and AMAZÔNAS – S-16 and the naval training transport ARY PARREIRAS – G-21.

1985

In January, MARCÍLIO DIAS served in the Task Group participating in OPERATION TROPICALEX I/85, held in coastal waters between the states of São Paulo and Pernambuco under the command of Vice Admiral David Blower. The Task Group was comprised of the Brazilian Navy aircraft carrier MINAS GERAIS – A-11 (Flagship), the frigates NITERÓI – F-40, DEFENSORA – F-41 and LIBERAL – F-43, the destroyers SANTA CATARINA – D-32, MARANHÃO -- D-33, RIO GRANDE DO NORTE – D-37 and ESPÍRITO SANTO – D-38, the naval training transport BARROSO PEREIRA– G-16 and the naval transport MARAJÓ – G-27. Escorting the Task Group were the submarines CEARÁ – S-14 and AMAZÔNAS – S-16 and the oiler BELMONTE – G-24. The Task Group visited the Brazilian ports of Recife (Pernambuco), Cabedelo (Paraíba), Maceió (Alagoas), Salvador (Bahia), Vitória (Espírito Santo) and Santos (São Paulo State).

In March, MARCÍLIO DIAS conducted joint training exercises with the destroyers MARIZ E BARROS – D-26, MATO GROSSO – D-34, SANTA CATARINA – D-32 and the submarine CEARÁ – S-14. The ships visited the port of Santos (São Paulo State).

In April and May, MARCÍLIO DIAS participated in OPERATION TEMPEREX I/85 in coastal waters between Rio de Janeiro and São Paulo as part of a Task Force comprised of the Brazilian Navy ships INDEPENDÊNCIA – F-44, DEFENSORA – F-41 and NITERÓI – F-40, the destroyers MARIZ E BARROS – D-26, RIO GRANDE DO NORTE – D-37 and ALAGOAS – D-36, the naval transport MARAJÓ – G-27 and the oiler BELMONTE – G-24. The ships visited the port of Santos (São Paulo State).

In October, MARCÍLIO DIAS participated in OPERATION UNITAS XXVI in the waters between Santos and Salvador. The first phase of Brazilian Navy operations was commanded by Read Admiral Edson Ferraciu, while the second phase was commanded by Rear Admiral Gothardo de Miranda e Silva. The Brazilian Navy Task Force was comprised of the Brazilian Navy aircraft carrier MINAS GERAIS – A-11 (Flagship), the frigates CONSTITUIÇÃO – F-42 and INDEPENDÊNCIA – F-44, as well as the destroyers ALAGOAS – D-36 and RIO GRANDE DO NORTE – D-37, the submarine RIACHUELO – S-22 and the naval transport MARAJÓ – G-27. The U.S. Navy Task Force, commanded by Rear Admiral Richard C. Ulstick USN, consisted of the destroyer USS Stump (DD-978) (flagship), USS Claude V. Ricketts (DDG-5), the frigate USS Joseph Hewes (FF-1078), the amphibious landing ship USS Saganaw (LST-1188), the fast combat support ship USS Milwaukee (AOR-2) and the nuclear attack submarine USS Shark (SS-591). The Uruguayan Task Group under the command of Captain José Tomás, Commander of the Escort Division of the Uruguayan Navy, consisted of the destroyer escort 18 DE JULIO, plus U.S. Navy PC-3 Orion aircraft from Patrol Squadron VP-23, “The Seahawks.”

1986

In July, MARCÍLIO DIAS participated in OPERATION TROPICALEX II/86, as part of a Task Group that included, among other Brazilian Navy ships, the aircraft carrier MINAS GERAIS – A-11 (Flagship) and the frigate INDEPENDÊNCIA – F-44. The Task Group visited the Brazilian cities of Salvador (Bahia) and Recife (Pernambuco). Between 9 and 20 September, MARCÍLIO DIAS participated in OPERATION FRATERNO VIII, held jointly with units of the Argentine Navy. In addition to MARCÍLIO DIAS, the Brazilian Navy Task Force included the frigates NITERÓI – F-40 and INDEPENDÊNCIA – F-44, the destroyer SANTA CATARINA – D-32 and the submarine AMAZÔNAS – S-16. The accompanying Argentine Navy Task Group was made up of the surface ships ALMIRANTE BROWN, LA ARGENTINA, HEROINA, and ESPORA and the submarine SALTA. The Task Groups visited the Argentine ports of Puerto Belgrano and Buenos Aires.

In October, MARCÍLIO DIAS participated in OPERATION UNITAS 1986, during which the ship was honored for its


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outstanding performance in joint antisubmarine exercises. The Commanding Officer of the U.S. Navy’s nuclear attack submarine USS Shark (SSN-591) presented a plaque to the Commanding Officer of MARCÍLIO DIAS, Commander Francisco José de Oliveira Lima, that said “TO SHARK KILLER.”

On 10 November, MARCÍLIO DIAS was visited by the U.S. Navy’s Chief of Naval Operations, Admiral Carlisle C.H. Trost, USN.

1987

In January, MARCÍLIO DIAS began a normal repair period, during which its sonar dome was repaired. In September, MARCÍLIO DIAS participated in OPERATION DRAGON XXIII as part of the Brazilian Navy Task Force under the command of Vice Admiral Mário César Flores.

1988

In January, MARCÍLIO DIAS participated in OPERATION ASPIRANTEX 88/TROPICALEX I/88, held in the maritime area between Rio de Janeiro and Alagoas as part pf Task Force 10 under the command of Vice Admiral José Cabo Teixeira de Carvalho. Brazilian Navy ships included the aircraft carrier MINAS GERAIS – A-11, the frigates NITERÓI – F-40, CONSTITUIÇÃO – F-42 and INDEPENDÊNCIA – F-44, the destroyers MARANHÃO -- D-33, PIAUÍ – D-31, (Former USS Lewis Hancock (DD-675)), SERGIPE – D-35 and ESPÍRITO SANTO – D-38, the amphibious landing ship DUQUE DE CAXIAS – G-26, the naval training transport CUSTÓDIO DE MELLO – G-20, the naval transport MARAJÓ – G-27 and the submarines HUMAITÁ – S-20, RIACHUELO – S-21 and GOIÁS – S-15. The Task Group visited the Brazilian ports of Salvador, Bahia and Recife, Pernambuco.

1989

Between August and September, MARCÍLIO DIAS participated in OPERATION UNITAS XXX with a Brazilian Navy Task Group comprised of the frigates INDEPENDÊNCIA – F-44 and LIBERAL – F-43, the destroyers MARIZ E BARROS – D-26 and ESPÍRITO SANTO – D-38, the naval transport MARAJÓ – G-27, and the submarines GOIÁS – S-15 and AMAZÔNAS – S-16. Also participating in this exercise were the Argentine Navy ship GUERRICO – P-2, the Uruguayan Navy destroyer escorts 18 DE JULIO – DE-3 and ARTIGAS – DE-2, and the U.S. Navy destroyers USS Briscoe (DD-977) and USS Richard E. Byrd (DDG-23), the frigate USS Jesse L. Brown (FF-1089), the amphibious landing ship USS Manitowoc (LST-1180), and the submarine USS Tinosa (SS-606).

1992

The MARCÍLIO DIAS was formally decommissioned as an active ship in the Brazilian Navy.


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1994

In September, she was transferred to CASNAV – the Brazilian Navy’s Naval Systems Analysis Center, to be utilized as a target ship for live-fire exercises. She was sunk by the Brazilian Navy submarine TAMOIO – S-31 in the first test detonation of the new Brazilian Mark 24 Tigerfish acoustic homing torpedo.

All tanks of the DIAS were pumped out to remove any remaining fuel or other hazardous materials. On 19 September 1994, the MARCILIO DIAS was then towed to south of area B-4 by the tug “TRIDENTE”. The Frigate “LIBERAL” participated in the exercise with her own aircraft to prevent any merchant ships from entering the target area.

The following messages were recorded on board the Brazilian submarine “TAMOIO” at the time of the exercise:

“… Final firing observation: Mark 300 degrees, distance by stadimeter confirmed with the distance generated by the Fire Control System (Brazilian Initials) SDT.”

“Fire Control System ready to fire.”

“Launch!”

“Torpedo in the water, initiating it’s firing run.”

The sonar operator continuously indicates the course of the torpedo, confirming that it is heading in the direction of the target.

The Captain gives the order to arm the “combat fuse” (This permits the detonation of the torpedo’s explosive charge, which will ignite when influenced by the target’s magnetic field).

The torpedo acquired the target’s magnetic field and makes corrections to its course.

The monitor of the fire control system indicates the torpedo running at its final depth.

All eyes are fixed on the cross hairs.

This is approximately an instant before impact, but the minutes seem to last like an eternity.

“Strong explosion bearing 301 degrees!”

Target hit; vibration registered on board.

The torpedo’s explosion broke the target in half.

Twenty minutes after impact, the target sank at a depth of 650 meters (approximately 2000 feet).

The first submarine constructed in Brazil thus successfully launched an acoustic homing torpedo.


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" TUCKER'S END - 94 " SUBMITTED BY TROY A. KRAUSE CS3

TUCKER Shipmate from January 1972. - November 1973

SHE SWIFTLY SINKS INTO THE SEA, FRIENDLY FIRE BREACHED HER SIDE, SHE CAME TO REST IN THE BRINEY DEEP, AND SOME SAY SHE DIED.

IT SEEMED SUCH AN IGNOBLE END, AT FIRST WE COULD ONLY CRY, BUT ONE DAY SOON, SHE'LL SAIL AGAIN, FOR THE TUCKER SHALL NEVER DIE.

YES FATE HAD CRUELLY PLAYED HER HAND, SHE WAS GONE IN THE BLINK OF AN EYE, THEY MAY HAVE SUNK OUR BELOVED TIN CAN, BUT THE TUCKER SHALL NEVER DIE.

THEY SAID LIKE US, SHE WAS PAST HER PRIME, NO MISSION COULD SHE TRY, YES FOR HER, TIS THE END OF THE LINE, BUT THE TUCKER SHALL NEVER DIE.

SHE NO LONGER SAILS UPON THE WAVES, ON THE BOTTOM SHE NOW LIES, YES, GONE DOWN TO A WATERY GRAVE, BUT THE TUCKER SHALL NEVER DIE.

FOR THE MOMENT SHE SLEEPS, IN HER LIQUID TOMB, CUT OFF FROM THE SUNNY SKY, AND WHILE IT APPEARS, THAT SHE IS DOOMED, THE TUCKER SHALL NEVER DIE.

SAY NOT FAREWELL, TO OUR MIGHTY FRIEND, FOR AS GHOSTS WE'LL SAIL THE TIDE, REST WELL, REST WELL, TIS NOT THE END, FOR THE TUCKER SHALL NEVER DIE.

Thus ends a truly extraordinary naval career for one of the most remarkable and true workhorses of the Navy. I am sure we're all happy to have been a part of this fine ship.

uss henry w. tucker dd/r 875escorts, 12 fletcher class destroyers, and 27 gearing class destroyers....

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