|
|
| Offical Member |
14 AWARDS AND CITATIONS
Armed Forces Expeditionary Medal (3),Navy Meritorious Unit Citation (2) and Vietnam Service Medal
(9).
The second Force (AM-445) was launched 26 June 1953 by J. M. Martinac Shipbuilding Corp., Tacoma
Wash.; sponsored by Mrs. T. D. Wilson, and commissioned 4 January 1955, Lieutenant J. W. Boiler in command. She was redesignated
MSO-445 on 7 February 1955.
Force reported to Mine Force, Pacific Fleet, at Long Beach, Calif., 20 January 1955, and sailed
along the California coast in training exercises until 1 May 1956. She departed then for her first tour of duty in the Far
East, during which she made a good will cruise of ports in the northern islands of Japan, as well as training with ships of
the Chinese Nationalist Navy.Damaged by typhoons in August, she was repaired at Sasebo and Yokosuka, and returned to Long
Beach 15 November.
Special operations took Force to the Canal Zone between 30 August 1957 and 6 December. She returned
to Long Beach for exercises and preparations for her next deployment to the 7th Fleet, completed between 3 November 1958 and
1 June 1959. During this time she again trained with Chinese ships, as well as the Korean and Thai navies. On 2 November,
she sailed with her division and Greer County (LST-799) for combined amphibious and minesweeping exercises out of Kodiak,
Alaska; in these operations her group was joined by ships of the Royal Canadian Navy. During these maneuvers Force collected
hydrographic data, and served as home base for an explosive ordnance demolition team. She returned by way of Vancouver, British
Columbia, and San Francisco to Long Beach 16 December 1959. In February 1960 Force was on station for missile nosecone recovery
duty and during the balance of the year participated in exercise " Steeple Jack," a "Phiblex 60" exercise and local operations.
The Secretary of the Navy takes pleasure in presenting the MERITORIOUS UNIT COMMENDATION to MINE DIVISION
SEVENTY-TWO.
For meritorious service from 11 November 1966 to 6 may 1967 while serving with friendly foreign forces
engaged in armed conflict against communist insurgent (Viet Cong) forces in the Republic of Vietnam.Mine Division Seventy-Two
Units,consisting of USS Firm (MSO-444), USS Embattle (MSO-434), USS Force (MSO-445}, USS Prime (MSO-466) and USS Reaper (MSO-467).Mine
Division Seventy-Two spent a total of 576 ship days on Market Time Patrol and actively supported Operations Surfline,Farragut
and Deckhouse VI.
I reported to the Force in September 1966 and immediately found out that we were leaving for
WESTPAC a.s.a.p. Having served aboard the USS SAGACITY prior to "A"-school, I knew how much fun this cruise would not be,
but I looked forward to it from a masochistic point of view.
We departed for Pearl Harbor in October and the crossing from Long Beach was basically uneventful.
Actually, the entire crossing went smoothly with no major crises or breakdowns. This was not to be our continuing fortune.
After arriving in Subic Bay we had several days of liberty while we took on stores and made minor repairs, then it was off
to Nam for our first Market Time patrol. Amazingly, we saw little of the Viet Namese and had an uneventful patrol. We eventually
departed Nam for Sasebo with a stop at Kaoshiung along the way.
We pulled into Kaoshiung on Christmas Eve, 1966 and topped off our fuel and water tanks. On
the morning of Christmas day we got underway for Sasebo. I'll never forget that day. At noon we ran into the teeth of a classic
typhoon. It got so bad that some of the guys actually tied themselves into their bunks. No one was permitted on deck. If you
got hungry, there was horse-cock and crackers on the mess decks. When you climbed a ladder to the engine room or the pilot
house you had to hang on for your life because we were pitching so violently. I still remember standing watch in the engine
room, then going to the pilot house to take a turn on the console and helm. About half of the crew couldn't even stand up,
they were that sick.
We finally cleared the storm and made it to Sasebo where we had an opportunity to " interface"
with the local ladies who enjoyed a sailors company.
After a too-brief visit, we left to return to Nam for another patrol. This particular tour saw
all hell break loose as we lost two main engines our 100 kw generator and our morale. It was on this patrol that we rescued
a Viet Namese fisherman. We were going alongside one of the supply ships to take on stores, I happened to be in the pilot
house on the helm at the time when the supply ship sounded man overboard. As we were coming alongside from astern, our CO
gave the order to come about and we did a 360. It was then that on of our lookouts spotted the man in the water hanging onto
a piece of lumber. We slowed to a crawl and the CO ordered a swimmer into the water to recover him. Only then did we find
out this man was a fisherman whose boat was sunk in a storm, taking the life of his brother and son.
Shortly after this we learned we were not returning to Subic for repairs, but were remaining
on station for another patrol. It was about here when we pulled into Vung Tao for a days' liberty. Nice town, bad attitude.
Several of us got into a bar fight and our EM-2 got arrested for inciting a riot. They held him for ransom until a legal officer
and military attache got him released. Lucky stiff, they flew him back to Subic to wait for our return. We on the other hand,
lost another main engine and we were starting to get desperate.
We pulled a brief stop in Cam Rahn to take on fuel. As we were the biggest thing to dock there,
we drew more than our share of attention by the Viet Cong as they attacked the base while we were getting underway.
Our return to Subic was uneventful but worrisome as we only had one main engine, our evaporators
were on the fritz again, our 185kw main generator was acting up and everyone was anxious for a little liberty. It was touch
and go but we made it . When the enginemen tried to shut down the only main engine left, it would not stop running. Something
amazing for a Packard diesel.
We managed to get enough parts to make repairs to two main engines and it was back to Nam for
another patrol. It was on this tour we got to witness a display of firepower as we and a DE were called in to support a rocket
launching platform, a covnerted LST I believe was the White River. What a devasting display. They fired all day on a prominent
point. When they were finished, there was no jungle, only brown dirt. We completed our patrol and returned to Subic, said
goodby to the LBFM's and headed home. Eventually we arrived in Long Beach, 11 months after we left. Everyone was looking forward
to en extended stay in the shipyard for repairs end retro-fit, only to find out we were going over again in 6 months.
What a tour. Something I'll never forget, no matter how senile I get.
Paul A. Ulishney EM-2
USS Force MSO 445
WestPac 1966-67
From: Navy Minesweeper History
Archive - Chain Locker
After we returned from our 66-67 deployment everyone aboard was looking forward to leave and
liberty to spend time with our family and friends. As I was single and had no family in California, I stayed aboard to make
sure the rest of our guys got a chance to go home for to-brief visits. When it finally came to me to take a few days off,
that was all I was allowed as we were in Fellows & Stewart for major repairs.
Beacuse of the condition of the ship and the myriad repairs needed, our XO decided all liberty
was to be cancelled and we were to be placed on Port & Starboard duty until repairs were completed. This led to near mutiny
and was only settled after a mass meeting on the fantail with the Officers and a representative from mine headquarters. Minepac
was pushing for a redeployment prior to Christmas but we knew that wouldn't happen because John Meyers' Ouija board said so.
We finally left the shipyard in January and had sea trials immediately. We soon learned March
was to be our month of departure, come hell or high water.
I believe we got underway on March 3rd. for Hawaii, bloated bladder and all. Prior to clearing
the breakwater we suffered our first casualty. We lost the lube oil pressure on the 185KW and before we could react, it was
over. Wiped out the main bearings and we had to go to the 100KW and the 60KW in paralell. Eventually we got secured from sea
& anchor detail and settled into a more normal routine for the crossing. It was about here where our XO decided we were
going to save the taxpayers some money and conserve fuel by not wasting electricity. To that effect, all unnecessary lights
and fans were turned off. The air conditioners were also shut down and many other little things were done to conserve. We
were out about 6 or 7 days when one of our enginemen suffered a debilitating injury. He was in the forward eng. room and was
checking the 100KW . As we had the lighting reduced to conserve, and things being what they were in an MSO engineroom, his
hand slipped and his fingers got pulled into the blower. Four fingers on his right hand were ripped off at the second knuckle.
I remember transferring him to a DE in the middle of the night, they in turn heloed him to a bird farm from which he was flown
to Pearl. That was the last we saw of him. And the beat went on.
We started having problems with the 100KW and lost a main engine before we got to Pearl. When
we finally did arrive, we were behind schedule and it was decided the division would go ahead. The parts we were waiting for
never arrived and we got underway. We lost another main engine about here and the decision was made for us to head directly
to Sasebo as they had better facilities for repairs. About three days out of Pearl our 100KW died and we were reduced to the
60KW. And the beat went on. We lost another main engine and our progress was now one of a painful nature. Eventually a fleet
tug was dispatched and towed us into Sasebo for repairs and prayers.
None of us complained to much about being stuck in Sasebo, for a while. Then our paychecks were
gone and we were stuck aboard, broke and love-sick. During all this, I made EM-2 and re-enlisted for two more. June came and
we finally got underway for Nam. No major storms and we cleared Taiwan uneventfully, however we had a major casualty and almost
lost the ship when an eductor split in the forward engine room and flooded the bilge. When we realized what was happening
we killed the generators and went "dead plant". This was about 8:00 am. A storm was behind us and was gaining fast. None of
the portable pumps worked and believe it or not we actually had a bucket brigade going until we could get the water below
the deckplates. Eventually, we managed to get a generator back on line and we rigged up a submersible pump to get the water
out faster. For this, our XO decided I ruined government property and wanted to "punish" me. Once again our Engineer came
to the rescue and he had many times previously. We got caught in the storm but eventually got underway but our destination
was now Subic Bay because we were again back to two main engines.
We limped into Subic where we spent the rest of the deployment trying to make a silk purse out
of that sows' ear. It wasn't until late August or early September when we were reasonably ready to attempt the return crossing.
By now it was to late for any actions in Nam, but we had fought our own private war and had emerged battered but victorious.
Our lead EM and gotten an emergency call and had to fly home because of a domestic problem.
He eventually returned to the ship in Guam. We left Subic in late September for Guam. This crossing was uneventful. I got
off the ship and flew home to attend a social function at the request of my congressman. My wedding.
The Force never returned to Long Beach from this cruise. She was put in the shipyards in Hawaii
for a major "FRAM" where she got new engines, structural modifications and refitting. When I reported to MinePac after my
return, I was put in a car, taken to the airport and flown to Hawaii. I had to call my new wife from Hawaii to let her know
what happened to me. At least we had managed to find an apartment. Beacuse of the extensive work required, the crew was reduced
to "skeleton" status. Our Engineer cut three of us TDY orders to return to Long Beach when the XO had to go to San Diego.
Once again, I say thank you to Lt. Sexton for rescuing us.
Oh yeah, John D's, Ouija board. It had said I was going to LATEX for shore duty. As it turned
out I did. I ended up in LA. Long Beach at Minepac headquarters for 5 months until my orders came in. Power Production School
in Wichita Falls, Texas. LA -TEX.
A cruise to remember, or forget. Depending on your point of view.
Paul A. Ulishney
USS FORCE MSO-445
WestPac 1968
From: Navy Minesweeper History Archive
- Chain Locker
The beginning of 1968 found FORCE as part of a slightly reorganized division. Mine Division 72 consisted
of USS FIRM (MSO-444), USS FORCE (MSO-445), USS EMBATTLE (MSO-434) and USS LOYALTY (MSO-457), MINDIV 72 was commanded by Robert
A. H. MURLINE, CDR, USN in FIRM as his flagship.During her two-week stay in Guam, FIRM
was ordered to sortie twice for typhoon evasion, but no serious damage resulted either time. On 21 October, FIRM, flagship
of Mine Division 72, played host to a change of command as Gilbert E. SCHMIDT, CDR. USN, relieved Robert A. H. MURLINE, CDR,
USN as Commander Mine Division 72.
On November 1st, Mine Division 72 got underway from Guam for Pearl Harbor, Hawaii, in
company with USS STONE COUNTY (LST-1141) as a replenishment unit. At approximately 0400, 9 November. FIRM experienced
a casualty to her starboard reduction gear, necessitating securing the starboard shaft. The loss of propulsion caused an overall
revision of transit plans in order to maintain previously reported minimum speed-of-advance (SOA) requirements.
Consequently, for a period of five days, FIRM was alternately towed by LOYALTY and FORCE to keep up speed. After this
period, an attempt was made by FIRM to maintain the required speed using one shaft. The attempt was successful and she proceeded
under her own power for the remainder of the transit.In November FORCE commenced
major overhaul in Hawaii as a unit of Mine Division 71.
On 6 February 1973, one day after Commander Task Force 78 met in the city to coordinate actions
with his North Vietnamese opposite, Colonel Hoang Huu Thai, Operation End Sweep got underway. Ocean minesweepers Engage (MSO-433),
Force (MSO-445), Fortify (MSO-446), and Impervious (MSO-449) swept areas off the coast near Haiphong while being escorted
by guided missile frigate Worden (DLG 18) and destroyer Epperson (DD 719). By the end of the month, amphibious ships New Orleans
(LPH 11), Dubuque (LPD 8), Ogdon (LPD 5), Cleveland (LPD 7), and Inchon (LPH 12) had joined the force off North Vietnam. These
ships carried 31 CH-53 Sea Stallion helicopters from the Navy's Helicopter Mine Countermeasures Squadron 12 and from Marine
helicopter squadrons HMM-165 and HMH-463. These aircraft towed minesweeping sleds and other devices to carry out aerial mine
countermeasures along the inland waterways and the shallow port areas. A total of 10 ocean minesweepers, 9 amphibious ships,
6 fleet tugs, 3 salvage ships, and 19 destroyer types served with Task Force 78 during the six months of Operation End Sweep.
|
