First Trip to "The Med" by Mullinnix
7 August 1959 to 26 Feb 1960
Unknown Date & Location
Between 1959 and 1961, MULLINNIX visited many European cities and countries including Naples, Barcelona, Cannes, Athens, La Spezia, Istanbul, Malta, Taormina, Palermo, Gaeta, St. Jean, and Samsun and Bregli in the Black Sea. While in Cannes, vaudeville was relived on the torpedo deck one afternoon when George Jessel boarded the ship and presented a 45-minute show of music and comedy to the assembled ship's company.
1959 Med Clips
(Courtesy Jack O'Connell & Jim Young)
View of "Le Palais du Prince" in Monaco
Post marked from USS Mullinnix DD-944 on 10 December, 1959
This is where Princess Grace calls home when she isn't touring the world. She was in England when many of the crew went to see her palace pictured here. The palace caters to tourist and felt a bit 'phony'. The crew also made a trip to Monte Carlo to check out the roulette tables. This would be the last stop for Mullinnix on the French Riviera on this cruise. As in other ports this time of year, things were a bit slow...
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Excerpt from "The Last Gun Ship - History of USS Mullinnix DD-944"
A Historical Novel By Frank A. Wood
With her ASW readiness at its highest and under the command of her new CO, Commander John C. Hill II, she set sail on her first Mediterranean deployment to join the 6th Fleet on 7 August 1959. Underway in accordance with CT 24.4.2 movement 4-59, she joined up with the task unit at 1017. She crossed the Atlantic with DESRON 32 minus USS Strong and USS Lowry. Joining her were USS Nantahala AO-60, USS Canisteo AO-99, USS Suribachi AE-21, USS Hale DD-642, USS Benham DD-796, USS Fiske DDR-842, and USS Hawkins DDR-873. This task force rendezvous with USS Essex CVA-9 on 12 August.
This was indeed a strike force - energetic darting destroyers, plodding fleet auxiliaries, sleek submarines, big-gun ships, and straight steaming carriers. Proud names of Navy ships: Roosevelt, Saratoga, Essex - memorials to great battles won and past presidents. The lean angular names of Navy 'tin-cans': Benham, Fiske, Mullinnix, Bigelow, - never-forgotten memories of heroes who served before us. The heavy hitting cruisers memorializing our great cities - Des Moines, Boston. To this, our allies in Europe would be introduced, the biggest, badest, meanest strike force afloat in the world.
For east coast ships, it simply didn't get any better than a Med cruise. Sure, its ten days to cross the Atlantic with all her foul temperament, but the shear thrill of it made it worth it. The sounds of the Navy - the piercing trill of the boatswains pipe, the syncopated clangor of the ship's bell on the quarterdeck, the harsh squawk of the 1MC and the salty language and vulgar laughter of sailors as they work. This is what it was all about. This is why men signed up. This was the Navy.
On 18 August, she proceeded to anchorage Alpha Two Golfo de Palmas, Sardinia. Golfo de Palmas is in the south-west portion of Sardinia. The island of S. Antioco, joined by a narrow isthmus and a group of bridges to the mainland, forms a good natural harbor to the south of the isthmus. Other ships present included USS Boston CAG-1 (ComCruDiv 2 embarked), USS F. D. Roosevelt CVA-42 (ComCarDiv 2 embarked), sister ship USS Bigelow DD-942 (COMDESRON 6 embarked), USS J. C. Owens DD-776 (COMDESDIV 322 embarked), USS Zellars DD-777 (COMDESDIV 162 embarked), USS Charles S. Sperry DD-697, USS Massey DD-778, USS Meredith DD-890, along with USS Lowry and USS Fox.
Upon arriving in the Mediterranean, Mullinnix (and Bigelow) were the newest United States destroyer in the Mediterranean, in addition to being the flagship for Commander, Destroyer Squadron (DESRON) 32. As such, she was visited by many dignitaries including West German Minister Strauss. Minister Strauss had the opportunity to experience highline transfers close up and personal as he arrived from the heavy cruiser USS Des Moines CA-134 at 1355 on 22 August. He departed Mullinnix the same way he arrived, highlining to the USS Roosevelt.
On a picturesque morning sunrise came early at 0543. The crew, hypnotized by a beam of morning sunlight coming through the portholes, was called to set the special sea detail at 0710. They had several days of hard work in front of them before they would experience liberty. Days were filled with tactical drills with other ships, refueling, ECM exercises, man overbroad drills, general quarters that included firing of all 5-inch mounts using VTNF projectiles. Nights were filled with additional NATO exercises and major fleet operations.
USS Roosevelt lost a plane and pilot at 0200 on 23 August. A search was conducted by eight tin cans, including Mullinnix, with no results. Later, she took on stores from USS Alstede AF-48 and USS Altair AKS-32, and refueled from USS Nantahala. The sky darkened to blue-black ink. Thunder shook the bulkheads and sheets of rain and hailstones the size of mothballs pelted Mullinnix. By 2000 the wind had risen to 58 knots. The seas were mountainous. Mullinnix seemed to slide down the side of one wave with no thought of ever rising up the slope of the next. It wasn’t just a normal roll rather a corkscrew motion which made it very difficult to walk. Many of the crew looked rather green and their skin was clammy. The water was smoky green, dented with rain and blown with white caps. A waterspout, its belly swollen with light, wobbled on the southern horizon, sucking thousands of gallons and hundreds of fish out of the waves in to the clouds. By 2400, the storm having past, all was back to normal.
The nuclear powered submarine USS Skipjack SSN-585 commenced making runs between Mullinnix and USS Des Moines to demonstrate her nuclear powered capabilities. This was followed by ASW attack team exercises, the first for the crew that involved a nuclear submarine.
On 24 August, Mullinnix steamed into Marseilles, France for much deserved liberty. The crew was balls to the wall for the barn and everyone was preparing to hit the beach as soon as they doubled-up and threw the brow over.
At sea, one is suspended outside real time with many responsibilities and duties. Even a formidable man-of-war is a very small vessel that is your workplace and work, your house and your home, your local hang out and your leisure time, in short your world - a militaristic version of The Twilight Zone.
This cruise was to be filled with NATO exercises and they started again on 31 August with Mullinnix departing Marseilles. While the USS Laffey was pulling away from the pier she nearly rammed Mullinnix with her stern. With Laffey, Mullinnix was to rendezvous with units of Task Group 60.1.2 in accordance with CTF 60 OpOrder 63-59. Days of endless navigational and formation exercises were intermingled with refueling, plane guard duty with USS Essex performed flight exercises, highline transfers, anti-submarine exercises with USS Halfbeak SS-352 and P2V aircraft from VP24 Det Bravo, night flight exercises, and helicopter details. If the crew wasn't on watch they were typically on station for any number of exercises. Very little down time but excellent preparation for events that everyone hoped and prayed would never come.
The 5 September morning mist had burned away. The sun was still low, the water dark and opaque. In the company of USS Laffey, USS Boston, and USS Halfbeak, Mullinnix entered Porto Vecchio, Genoa, Italy at 0826 and moored to Ponte Andrea Doria Pier. The harbor smelled of fresh fish and mild acidity. Knowing where they were and with a small dose of imagination the crew could swear it smelled of pasta and wine.
By 0905 on a clear 9 September morning, Mullinnix had passed Molo Giano Light in route to battle exercises of the coast of Italy. Mullinnix' role was that of part of the enemy force with USS Boston playing the part of the main target ship. She performed simulated attacks on the USS Sea Poacher as well before terminating her ASW exercises.
The ship's next port of call was just down the coast a relative short distance from Genoa. With the aid of civilian pilot Captain M. Belluomine, Mullinnix entered the harbor of Leghorn, Italy on the morning of 10 September, maneuvering to Mediterranean-moor stern to, berth Quebec (1), Andana Deglianelli-Poroto Mediceo.
She refueled from USS Mississinewa A0-144 on 16 September then spent the balance of the day conducting gunnery exercises. The following day was filled with AA firing drills while at general quarters stations with live fire at drones from USS Boston, expending 10 rounds of 5-inch and 32 rounds of 3-inch ammunition.
The small, radio-controlled drone aircraft were launched using a JATO unit from the Boston’s fantail. For AA gunnery practice, Mullinnix typically shot a "VT Non-Frag" ammo which exploded with a puff of smoke when a "hit" was made. The drones were designed to shut down and deploy a parachute at the end of practice, then fished out of the water, cleaned up, and flown again.
She then maneuvered on the port beam of USS Boston to observe VT (proximity fused) test firing followed by joint ADEX exercises with Boston. VT rounds did not have to actually hit an aircraft. The VT fuses would trigger when the round was "close enough", sending high velocity shards in all directions.
On 18 September, Commander Destroyer Squadron 32, Captain S.C. Small, departed the ship via helicopter to the USS Saratoga CVA-60 for meetings and conferences on the NATO exercises.
With the sighting of Andigithira Island followed by Pori Island and Kithira Island the crew knew they were getting close to Greece. By 1810 the ship had sighted VR Andimilos Island. The special sea and anchor detailed was set the following morning at 0700. She moored starboard side of USS Cotton DD-669 in a nest of two destroyers and one destroyer tender in Saint Georges Bay, Piraeus, Greece. Taking advantage of the clear blue waters of the Mediterranean divers from the USS Sierra AD-18 conducted a routine examination of the ship's hull and propellers.
Article to the right appeared in Stars and Stripes, 26 Sept 1959.
Wednesday, 23 September started as most days on the Mullinnix with mustering of the crew at quarters at 0750 with no absentees, daily inspection of magazine and smokeless powder samples with conditions normal. After an uneventful morning the noon day meal was served. At 1317 120 rounds of 3-inch 50 ammunition and 28 hedgehogs were taken on board. At 1400 disaster struck.
While working on the atmospheric exhaust line steam value in the forward fireroom at frame 5-63-O-E, three shipmates received severe burns by a release of steam. Firemen Charles McNeil, William Whidden, and William Toms were given emergency treatment by the hospital corpsman onboard. All three were taken by stretchers to the USS Sierra AD-18. The medical officer aboard Sierra reported that the three suffered from first and second degree burns on their face and upper bodies covering approximately 40%, 18% and 15% of their bodies respectively.
After completing repairs to the surface search radar antenna, True, Budro and their mates said goodbye to Piraeus on 1 October for fleet operations area as a unit of Task Unit 60.8.2 in compliance with CTF 60 (COMCARDIV 6) OpOrder 65-59. After receiving 96,956 gallons of fuel from USS Mississinewa she spent the remainder of the day conducting air defense exercises.
With the heavy cruiser USS Des Moines CA-134 as the guide and Mullinnix at a station astern one-thousand yards, she commenced AA firing exercises, first to starboard, then to port, expending 16 rounds of 3-inch/50 non frag and 19 rounds of 5-inch/54 VT frag. At 1228 the ship lost electrical load on #3 s/s generator. The MMs split the electrical load on #1 and #3 s/s generators to allow for repairs. At 1648 the convoying changed course to investigate a surface contact. Mullinnix increased speed to 25 knots. Within 32 minutes the contact was identified as the merchant vessel Kamishen out of Odessa, Russia.
The crew, once again, experienced night plane guard duty for USS Essex before sunrise on 4 October. 5 October began with the helo-transfer of Lieutenants G.D. Walker and G.L. Lockhardt to the USS Essex. After their return, the crew conducted a light line transfer with the USS D. H. Fox DD-779. While on plane guard detail the Essex commenced to recover an aircraft at 1832. 7 October found Mullinnix and several members of the task force, USS Saratoga CVA-60, USS Manley DD-940, USS McCard DD-822, and USS H. J. Ellison DD-864, in route to Rhodes, Greece. Mullinnix anchored in berth B Akra Ammon Bay, Rhodes at 0829.
The afternoon of 13 October, after leaving Rhodes, Mullinnix participated in loft bombing exercises with aircraft from USS Saratoga CVA-60. Loft bombing is a method of bombing where the attacking aircraft pulls upwards and releases its bomb load, giving the bomb additional forward velocity. Although this might seem the direct opposite to dive bombing, where the plane pitches downwards to aim at its target, loft bombing is often performed with a short dive before the bomber raises its nose and releases its bomb. This can help give both the bomb and aircraft extra momentum, thereby helping the aircraft regain altitude after the release. It is often performed at low altitudes, with the aircraft pulling up at the last moment at an angle that helps the bomb cover some horizontal distance in spite of its low release. Release usually occurs between about 35 and 75 degrees above the horizontal, causing the bomb to literally be tossed forward, much like an underarm throw of a softball.
Loft bombing is often used by pilots wishing to evade detection and/or who are dropping particularly powerful loads, such as nuclear weapons, on their targets. In the former case, remaining at a low altitude for as long as possible allows the bomber to avoid radar and visual tracking, and in the latter case, gaining altitude post release can help the bomber to avoid the subsequent blast from the device.
Due to the intense pilot workload involved with flying and entering the window of opportunity, some aircraft are equipped with a "Loft Bomb Computer" (in US nuclear delivery, it is part of the Low Altitude Bombing System) that enables the pilot to release the bomb at the most efficient angle. The Loft Bomb Computer takes airspeed inputs from the aircraft's Pitot system, altitude inputs from the Static system, attitude inputs from the gyroscopic system, as well as inputs from weapons selectors signifying the type of bomb.
14 October was focused on personnel changes. James Borchardt was transferred to the USS Saratoga via highline transfer midships in route to his discharge. The following personnel reported on board: ENS D. M. Whitt; FT2 J. C. Price; FTG3 C. B. Eshom, and FTGSN D. C. Lowe. The following morning Mullinnix anchored outside of South Port Harbor, Mitilini, Greece. Mitilini is located on Lesvos, Greece's third largest island, has a long history and varied, fascinating scenery.
Mullinnix departed Mitilini the morning of 20 October under clouds crackling with thunder that gave no rain. The crew felt that Mullinnix was moving, but at that moment it was as if the clouds were in motion and Mullinnix was still and waiting. A number of the crew took the motor whale boat to the USS Laffey to function as engineering drill observers. The party included ENS Max Downham, ENS Gary Smith, ENS Charles Garverick, SFP2 Taylor, DC1 Williams, EM3 Ross, BT2 Jacobs, MM1 Tansey and MM2 Alterio.
The engineering spaces of these older cans left something to be desired. Their smell was like a mix of salt and rot. The rust had freshly painted surfaces on the run. Williams, Jacobs, and Tansey knew what they were in for as all had served on older cans before being assigned to Mullinnix. The biggest trouble they saw wasn't the Laffey, rather pulling duty with three ensigns. Ensigns - all were college jocks, most were arrogant, no work ethic nor people skills, and all lacked simple humility.
Ensigns Downham, Smith, and Garverick had troubles on their minds as well. Tin cans had always been insular places, protective of their traditions, virtually incestuous in their shipmate relationships and attitudes toward other sailors. Ensigns weren’t consider sailors - a tradition ensigns simply weren't apart of and never would be.
However, they were the leaders of this little expectation. The problem they faced was with leading sailors. They never were quite sure if the enlisted men were following or chasing them.
Mullinnix, as with the other ships, continued to do her share to bring the good will of the American people to Europe. While conducting operations in the Aegean Sea, she received a message that a local man, E. E. Staypol, was seriously ill on Irakia Island and desperately needed transportation to a hospital in Athens. In a matter of minutes, the private affliction of one man became the concern of the entire ship's company. As the Muxmen fired up the boilers, the temperature rose and the steam drove the dual shafts faster and faster, forcing the steel of the bow to knife through the water that lay between them and the stricken man. When Mullinnix arrived at the tiny fishing village of Ayios Kirikos, Commodore Kelly himself went ashore to supervise the removal of the man from the island to the ship.
Once aboard, the EOT rang full speed. As the ship sped towards Athens, Chief Hospital Corpsman Sumners administered treatment to ease the man's suffering from his post-operative complications. Steaming all night at 25 knots on 1A and 2B boilers, Mullinnix entered the harbor of Athens at 0508. With the aid of civilian pilot Captain Ben, Mullinnix moored port side to Custom House pier in Kentrikos harbor, Piraeus. The rising sun made the water look like hammered copper. After delivering their patient to an awaiting ambulance, Mullinnix' crew was underway at 0617, speeding back to fleet operations.
With the water shimmering in the moonlight like a fantastic mirror, Harvey cursing the nighttime orb with passion, and his buddy Moon laughing uncontrollably, Mullinnix steamed in the company of USS Boston CAG-1, USS Stormes DD-780, and USS Cone DD-866, conducting a search for a missing aviator in the early morning hours of 22 October. All ships steamed in non-stop 'man-over-board' condition. How were they going to find one man in a body of water this size? And at night? They kept searching with the hope, slim at best, that they'd find him.
How that must feel - ditching your plane into the drink? You sleep aboard a giant with five-thousand other sailors. Then daily, take off in a bullet-shaped piece of aviation metal that by all rights shouldn't be able to take off, the deck dropping away like a rock and you heading into the brilliant sunny cloudless sky. What a life. It doesn't get any better than this. Then one of dozens of alarms goes off, then another, then you realize, your fucked - in spades! Hoping those crazies on the destroyers can do their job, finding you before it's too late.
No man liked giving up a search for a missing pilot. Yes, he was an air-dale, but he was a man first - a fellow sailor. None the less, low on fuel, Mux secured from the search at 0110 to steam towards a rare nighttime fueling detail with USS Boston.
Refueling - two ships, sometime three, running in parallel. Lines shot to the other ship, pulling fueling lines across the gap and connected to the values on the receiving ship. Fueling details are rot with danger, from minor injuries to the potential of major fires aboard ship. This time fortunately, it was only minor. FN L. L. Loe was hit on the head with a bolo while manning his fueling station.
First thing out of Loe's mouth, "What the fuck - over?"
A fellow fireman laughed, "Hey Loe, duck next time!"
Rubbing his head, "I feel like my name has been slapped out of the phone book." HMC Summers treated the slight injury and returned Loe to duty. During the same fueling operation, ENS T. E. Fleming was transferred to Boston for medical treatment, the kind that only a larger ship could provide. A short time later, seaman J. Borchart returned after having received medical treatment on board USS Saratoga. What was up with all the medical related stuff?
After a hi-line transfer of mail from USS Laffey, Mullinnix spent the early afternoon engaged in AA firing exercises. Everything about a ship is to keep the gun mounts out of the water - and supplied with lubricants, ammunition, electrical power, human support, direction, hydraulics, and timing. Simply put, a destroyer is the Navy's version of a mechanize battalion with one huge advantage. It can cover seventy five percent of the earth's surface and attack millions of miles of shoreline.
At 1509, LTJG Brewton, GMG1 Mahaffey, FTG2 Price, and FTGSN Lowe transferred to the Laffey to observe her firing exercises. Mahaffey and Price were praying that they would fare better than the horror stories Williams, Jacobs, and Tansey told upon their return from Laffey.
The special sea detail was set at 0540 on the morning of 23 October. The early morning air was dry but crisp. Most of the crew had on their dungaree jackets. The wind whistled up the cuffs of their bell bottoms and suck their body warmth away like a witches' thorax on a cold winter's night. The sky was a striped fiery orange, and the clouds between were pink. First, Mullinnix set a replenishment course 090, speed 10 knots, to commence her approach to USS Denebola AF-56. Shortly after, at 0750, the 1MC trilled again, violent as the trajectory of a bullet, and the ship was alongside USS Altair AKS-32 to take on stores.
In 1959, USS Altair had received a helicopter-landing platform to enable her to carry out early vertical replenishment operations. She also received a complete material handling system, which included new elevators, forklifts, trucks, conveyor belts, and the first electronic accounting system to be placed aboard a ship. This greatly facilitated her task of keeping track of the more than 25,000 items in her general stores inventory.
By 0850, Mullinnix was taking on fuel from USS Canisteo AO-99. As she came along side, the white orb of sun suddenly disappeared behind the massive oiler’s superstructure. Following refueling, the ship proceeded to station SAU I in formation 6V1 to continue operational exercises with the fleet.
During fleet operations, the force steams in a variety of deceptive formations to ensure any detection system does not see the classic "bullseye" formation made famous in countless public affairs shots and never used in operations. At 0922, Mux commenced broad weaving and turn count masking - a practice where a multi-engine ship operates her main engines at different random RPMs to confuse an adversary as to its actual speed by controlling acoustic emissions.
Other deceptions and tactics included the use of sprint and drift tactics to vary the composite radiated noise signal level generated within a group of ships, blending into sea lanes, deceptive lighting at night (blacked out warship) to imply merchant or cruise liners instead of warships, use of surface search radars similar to ones used by commercial ships, and minimizing any kind of transmissions.
While commencing a zigzag plan and conducting ASW exercises, Mullinnix proceeded to investigate a MAD contact - a contact through Magnetic-Anomaly-Detection. It was later identified as a local fishing trawler.
On the afternoon of 26 October, the sun broke through the clouds creating a gray sky that bled yellow shafts of light through the patchy cloud cover. The air smelled like ship’s brass on a hot day. Material condition Zebra was set and with the crew at general quarters, the ship commenced surface firing exercises to port on a skid bearing 120 at 6000 yards. By 1048, she was stationed to commence long range surface firing exercises to starboard. The crew secured from GQ at 1115, after firing 38 rounds of 5"/54 AA common and 12 rounds B1 & P.
Later that afternoon, Mullinnix stationed her ASW attach team, maneuvering to conduct a spiral search plan with fellow Forrest Sherman can USS Decatur DD-936 and the older USS McCard DD-822.
Mullinnix, like many ships, suffered her share of scrapes and bruises. Nothing can compare to her sister ship Decatur. Earlier, on 29 August, she suffered an engine room fire while docked in Naples, Italy. The fire was extinguished after two hours during which the ammunition stores were flooded as a precautionary measure. On 27 September, 1963, her sister-ship USS Barry DD-933 will accidentally discharge a torpedo into her deck house while moored alongside in Newport, Rhode Island. Fortunately, there were no injuries or significant damage. The following year on the 6th of May, she would collide with USS Lake Champlain CVS-39 in the Atlantic 150 miles east of Cape Henry, Virginia. Decatur would sustain heavy damage to its superstructure (both masts lost, the bridge & both stacks crushed), again there no personnel injuries.
With the sky forked with lightning, the air pungent with the promise of rain, Mullinnix, in the company of USS Laffey, anchored at St. Raphael, France at 0816 on 28 October. Liberty call was announced for the ship's crew. The weather continued to deteriorate throughout the day. Thick clouds turned the water a dark gray with only a few white flecks of foam here and there. Gulls flew low, wings kissing the water, their distorted shadows in a race they would never win. With the wind at 30 knots, the sea rolling, featureless, sheet metal gray, the Captain suspended all boating at 1850.
Orders were given to the engineering department to be on 10 minute standby for getting under way. Word was relayed to the shore patrol parties to order everyone back to their respective ships.
Mullinnix pulled up anchor from St. Raphael for good on 5 November, returning to fleet operations. Once they past Port Lion De Mar light it was back to the grind starting with refueling from USS Canisteo AO-99. 6 November lay witness to gunnery exercises and ABC (atomic, biological, chemical) defense drills - practicing procedures for atomic, germ, and gas attack.
Steaming in the company of USS Boston CAG-1, USS Stormes DD-780, and USS Fox DDR-829 in accordance with COMCARDIV SIC OP-ORDER 66-59 in a 3C3 formation in route to Pollensa Bay, Mallorca Islands, Spain, the ships practiced a series of formations with USS Essex CVA-9, USS Laffey DD-724, and USS W.R. Rush DDR-714.
Arriving in Pollensa Bay, she dropped the starboard anchor at 0854 in ten fathoms of water with a fine sand bottom. Ships present included Boston, Essex, Stormes, Laffey, W.R. Rush, and USS M.C. Fox DD-829 who patrolled the entrance to the bay through the night. The Fox was relieved for bay entrance patrol duty on 8 November by Stormes. Later in the day, the ships were joined by USS Cone DD-866 and USS Johnston DD-821.
Mullinnix was underway on 10 November to conduct engineering and damage control drills in accordance with COMCRUDIV 4 Op-order 66-59 and refueling from USS Nantahala AO-60, returning to anchor in Pollensa Bay that evening.
As if it were routine, Mullinnix was at it again on a cloudy morning of 11 November minus the XO. LCDR J. H. Ratliff was transferred, with orders, to report to the SIXTHFLT Operations Officer in Alusna, Rome for temporary duty. In his absence, LCDR H. J. Waddel Jr, a senior member appointed by COMDESRON 32, held the special court-martial of BT1 H. J. Ludowitz. During this military court, Mullinnix conducted ASW patrol off Pollensa Bay between Cabo de Formentor and Cabo del Pinar in accordance with COMDESRON 32 dispatch 071510Z as ASW barrier ship to the entrance of the bay, returning to anchor the following day.
Once they were at sea on 14 November, the crew manned GQ stations, refueled, conducted maneuvers at various course and speeds – they began to see a pattern. Whether they liked it or not, they were going to be completely prepared for any situation their ship my find herself in - anything.
The following day, steaming independently, Mullinnix sailed towards Cartagena, Spain at 10 knots on boilers 1A and 2B, with s/s generators 1 and 3 on the line. Once the anchor was dropped in the outer harbor, with material condition YOKE and condition of readiness 5 was set throughout the ship, fourteen Spanish and American Armed Forces personnel came aboard for passage to Almeria, Spain. The officers included RADM. Calvar, RADM. Guistian, Brig. Gen. De Juan, Col. Ristori, Col. Mas, LCDR Vallespin, Maj. Carreras, Capt. Amergual, Lt. Ciere, Lt. Passamer, Lt. Morena of the Spanish Armed Forces. Capt. Carlson, USN and Lt Col. Neville, USMC were also present.
At 1542, she was anchored in Golfo De Almeria, Almeria, Spain, in twenty fathoms of water, sand bottom, with sixty fathoms of chain to the port anchor. Ships present include Boston, USS Fidelity MSO-443, USS Exultant MSO-441, USS Fearless MSO-442, USS Avenge MSO-423, and USS Casa Grande LSD-13. At 1555, RADM Calvar, RADM Guitian, Brig. Gen. De Juan, Col. Ristori, Col. Mas, LCDR Vallespin, Major Carreras, Captain Furtia, Captain Amergual, LT Ciere, LT Pasamar, LT Morena, Captain Carlson, USN, LTCOL Neville, USMC, transferred to Boston.
The moon was down, the sky black with rain clouds as Mullinnix steamed under darkened ship conditions with USS Cone DD-866 on the mid watch of 16 November. When a ship is darkened, suitable and frequent inspections are necessary to insure that she is effectively darkened both as viewed from other ships and from aircraft. A ship that is not effectively darkened is promptly informed by adjacent vessels. Smoking and the use of flashlights may disclose the presence of a ship which is otherwise effectively darkened. Suitable measures are taken to prevent these practices on exposed decks or other places from which such lights might be seen by an enemy.
When a ship is darkened the ship's bell is not struck to indicate time; bugle calls, band music, and loud speakers are not sounded on the top side, and other noises which might disclose the ship's presence are eliminated. The whistle is used as though the ship were not darkened unless the officer in tactical command directs otherwise.
Having steamed by the mountains of the north-west coast, with only Puig Mayor remaining capped with snow, Mullinnix was moored port side to USS Sierra AD-18 along with USS Laffey DD-724, and USS Benham DD-796 at Puerto Pi West Breakwater, Palma, Mallorca Island, Spain on 19 November. Destroyer-tenders like the Sierra are ships designed to provide maintenance support to a flotilla of destroyers or other small warships. They are the machine shop, electrical contractor, supply depot, and all around mother ship for the smaller fighting ships of the fleet.
On 30 November Mullinnix rejoined the fleet, conducting fleet exercises with USS Boston, USS Saratoga CVA-60. She conducted a highline transfer with USS Benham DD-796 on the afternoon of 1 December. By early 2 December she was steaming with USS Suribachi AE-21 and USS Wrangel AE-12 in route to Gulfo Di Olbia, Sardinia, in accordance with CTF 60 OpOrder 689-59. After a full day of exercises, the fleet anchored near Dotte Figarillo light in Golfo Degli Aranci, Sardinia. Many of the ships of the Sixth Fleet were anchored included the Saratoga, Essex, Boston, and Des Moines.
As part of the Saratoga's air wing, Attack Squadron 34, flying A-4D Skyhawks was the first squadron deployed to the Sixth Fleet equipped with Bullpup missiles. The Bullpup was the first mass-produced air-surface command guided missile. It was developed as a result of experiences in the Korean War where US airpower had great difficulty in destroying targets which required precise aiming and were often heavily defended, such as bridges. The Bullpup was roll-stabilized and visually guided by the pilot or weapons operator using a "tracer" on the back of the missile to track the weapon in flight while using a control joystick to steer it toward the target using radio signals. It was initially powered by a solid fuel rocket motor, and carried a 250-lb. warhead.
The moon was out in the early morning of 3 December, but the night sky was cloudy, creating rings of light around the moon. Mullinnix steamed with Boston and Essex in route to Golfe Juan, France, anchoring at 0819 for a very brief visit. By 1340 the ship was underway for Cannes, France, anchoring a short time later at 1423 at Golfe De La Napoule, Cannes with 60 fathoms of chain to the starboard anchor. Ships present were Boston, Essex, USS M.C. Fox DD-829, and USS Piper SS-409. By 1526, she was headed to San Raphael, France, arriving later that day.
From 3 through 6 December, Mullinnix, Essex, Boston, Vogelsang, Myles, and C. Fox aided relief efforts in the San Raphael area after a dam burst.
Their stay unexpected disrupted, Mullinnix was underway at 1543 on 4 December to investigate a submarine contact in accordance with orders of COMDESRON 32. A few minutes later the ship went to ASW General Quarters.
The captain ordered the OOD, "Sound general quarters, one ASW."
"Aye, aye, Captain," Ensign W.E. Pheris leaned into the pilothouse and called, "Right ten degrees rudder, Steady on course one-two-zero. Boatswain mate of the watch, sound general quarters one ASW."
The boatswain's pipe blew, the 1MC gonged; men dropped what they were doing. Tucking pant legs into socks, buttoning all sleeves, and tugging on life jackets, they ran to their general quarters stations.
Moments later, "All stations manned and ready, Captain." Announced Pheris.
"Thank you Mr. Pheris."
The captain ordered a narrow weaving pattern on various courses while conducting the search for the submarine contact. For over an hour the ship and her crew searched relentlessly as waves burst into ropes of foam on the bow, spraying a fine salt mist on MT51. The sky was slate-gray. The wind tightening the chests of the men manning the torpedo tubes and hedgehogs.
This was it. This was real. They were excited and scared at the same time, the excitement showing in one eye, terror in the other. There is something obscene in the face's ability to pair these two attitudes, as though the mind is shared equally between a moron and a reptile. After what felt like hours and hours of their nerves on high-alert, Mullinnix was detached and proceeded to Golfe de Napoule, Cannes, France to debark personnel from Essex and Boston. She was underway at 1922 arriving in Golfe Juan, France at 2021.
Early on the morning of 7 December, 18 short years after the attack on Pearl Harbor, Mullinnix steamed out of the harbor at 0724 for operations in accordance with COMSIXTHFLT OpOrder 60-59. The crew was exercised at general quarters for ASW exercises to investigate a sonar contact, steamed and maneuvered with the Essex, refueled from the USS Mississenewa AO-144, mail transfer from USS Stormes DD-780, and performed ASW operations in area TURK with USS Piper SS-409 and USS Vogelgesang DD-862.
The following day she rendezvous with Task Group 63.1 consisting of USS Betelguese AF-260, USS Altair AKS-32, and USS Hyades AF-28. While taking on supplies from Altair, Seaman R. A. Cable was injured when a tripod snapped on aft station and the supporting stanchion struck him in the groin. Cable was a piece of work. Trouble followed him like stink on shit. His mother used to say, "Ralph, 'Trouble' is your middle name." He believed her until he saw his birth certificate, which said 'Albert'. He was fond of saying, "I'll take 'Trouble' over 'Albert' any day."
Besides the helmsman, who steers the ship, there is the lee helmsman who operates the engine order control, telling the engine room what speed to make. There are also lookouts, and the Boatswains Mate of the Watch (BMOW) who supervises the helmsman, lee helmsman, and lookouts. The Quartermaster of the Watch assists the OOD in navigation, reports all changes in weather, temperature and barometer readings, and keeps the ship's log. This entire organizational structure is dependent on the ability to steer the ship.
On Friday, 11 December, 8 minutes after securing from refueling from the Mississenewa, the bridge lost steering control. The captain immediately ordered ship's speed to be reduced to 10 knots while aft steering assumed steering control. Steering was shifted back to the bridge after it was discovered the casualty occurred when the load was lost on #3 and #4 ship’s service generators.
Exercises continued into Saturday with man over board drills, Z-2-T practice with USS Vogelgesang DD-862 with the Mullinnix acting as the target. She then transferred mail to Stormes followed by transferring ENS Fleming, RD1 Newman, and TM3 Double to Vogelgesang. The ship then conducted Z-4-AD gunnery tracking exercises. After the three shipmates were returned safely to the ship, Mullinnix completed a mail transfer via helicopter.
On Sunday, 13 December the ship anchored in Phaleron Bay, Athens, Greece. The ship was set in condition of readiness six and material condition YOKE. Boiler 1A was on line for auxiliary purposes.
15 December was a historic day for the Mullinnix and its crew. The following was recorded in the ships log on the 12-1600 watch by LT G.D. Walker:
"Ships present include USS Des Moines, USS Essex, RHMS NIKI 65, and
RHMS Velos 16. The President of the United States
(Dwight D. Eisenhower – the 34th President of the United States)
is embarked in USS Des Moines.
COMSIXTHFLT is embarked in USS ESSEX.
COMDESRON 32 is embarked this ship."
Mullinnix was honored by being selected to act as primary escort ship for President Eisenhower when he traveled from Athens to Tunis to Toulon aboard the USS Des Moines CA-134 for his eleven nation goodwill tour "QUEST FOR PEACE”. In Toulon, the President spoke directly to the crew by radio and congratulated them on doing a magnificent job.
Wednesday, 16 December was witness to the flight in 'special formation' as it proceeded to Tunis, Tunisia. At 1515, the crew manned the rail as HMS Tyger C320 rendered honors to the President embarked on Des Moines. Once the ships arrived in Golfe De Tunis, Mullinnix patrolled the area between anchorage of USS Des Moines and Cap Carthage.
On 22 December, a special court-martial, with LT G. D. Walker appointed, was, once again, convened for Seaman Andy Weckbacher. Indeed, Andy and the Navy weren't just on different pages. They were in different books - in different libraries. That boy could shovel it with the best of them.
The ship made it ways to Naples, Italy on 23 December, mooring in berth Quebec one Molo San Vincenzo breakwater with Vogelgesang, US Johnston DD-821 as well as Boston, Mississinewa, USS Yellowstone AD-27, Essex, USS Chewaucan AOG-50, Stormes, M.C. Fox and various vessels of foreign registry, plus assorted harbor craft. Naples would be the site of the first Christmas, unfortunately not the last, spent away from family and friends by the crew.
1959/60 - Med (Part 1 of 2) 
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