From: Rgru5@aol.com
Date: Sun, 3 Aug 1997 17:50:43 -0400 (EDT)
Subject: USS Stormes DD-780

I reported aboard the Stormes in 1960 as an SA(sonar) right out of sonar school, while she was in Portsmouth, VA shipyards undergoing FRAM. While aboard I experienced the pleasure of retrieving ENOS, the first monkey in space;the flag raising ceremony at Trinidad,and the Cuban blockade. We also picked up an old ww2 mine at sea and delivered it to norfolk. That was very exciting.

I left the Stormes in 1963 as SO3.

I now reside in Chesterfield county,Virginia

I would like to get a complete history of the stormes if it is available anywhere.

Rodger(grubby) Grubbs
former sonarman third class

From: Rgru5@aol.com
Date: Mon, 25 Aug 1997 19:22:08 -0400 (EDT)
Subject: Fwd: Greetings, Shipmate!

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Forwarded message:
Subj: Greetings, Shipmate!
Date: 97-08-22 13:00:59 EDT
From: Ckoeppen@aol.com
To: Rgru5

Dear Shipmate:

Here is an update for your info on U.S.S Stormes DD780.

I served on the Stormes from 1965 - 1967. While aboard, made a tour to 'Nam with battle group Desron 32. While aboard, received Order of Magellan, Order of the Golden Dragon, and became a shellback all in one tour.

The Stormes received The Bronze Star for its action in the Vietnam Conflict.

I left the Stormes as a BT 3, serving in the forward boiler room under CPO Kockendahl. Do you remember him?

I hope this gives you more information about the Stormes DD780.

Best Regards,

Phil White
Birmingham, Alabama

Reply-To: bobart5@erols.com
Subject: USS STORMES DD780

I REPORTED ABOARD STORMES IN 1960 AS A BTC AND DEPARTED IN 1960 AS AN ENS. I CAN ONLY VERIFY SONARMAN GRUBBS INFORMATION WITH ONE EXCEPTION. THE OLD MINE WAS ACTUALLY A MINE BOUY THAT HAD BROKEN LOOSE FROM CHARLSTON, SC. APPARENTLY SONARMAN GRUBBS AND I WERE SHIPMATES BUTS IT'S BEEN A SPELL. I RETIRED IN 1972 FROM THE USS J.F. KENNEDY AFTER TWENTY FIVE YEARS AND NOW PRETEND TO BE A CATTLE FARMER IN CULPEPER, VA. I REALLY ENJOY THIS WEB, LOOKING BACK OVER THE MY OLD SHIP BRINGS BACK SOME GREAT MEMORIES. KEEP UP THE GOOD WORK.

STUART N. CALDWELL, LCDR, USN, RET.

Subject: USS Stormes DD-780
Date: Sun, 5 Sep 1999 11:28:19 EDT
From: H.D. (Little Mac) McDaniel at Hsrmac@aol.com

Shipmates of the Stormes -

I served on the Stormes as a Radioman (RM2) from 1959-1962. Our Commanders during that period were CDR. Charles Robinson and Arthur D. Sullivan. I also had the distinction of serving under my "brother" RM1 H.W. McDaniel (Mac) for a short period. Our Communications officer was Lt. Smith.

I also served for a short period of time as Ship's postmaster. I would like to get in touch with any "swabbies" who served on her during that period. Particularly, Robert M. Hurst (RM) and Mick Robb (ET). We had the ususal "shakedown" cruise to GITMO and participated in the "tall ships" parade in New York. Operation Springboard in the Caribbean, a supply ship convey to Greenland and finally a cruise in the Mediterranean where in Naples, Italy, the ships crew adopted an Italian child. Great experience. I am now a History Teacher and Coach in Tuscaloosa, Alabama.

H.D. (Little Mac) McDaniel

Submitted by Jan Sanford for Kenneth C.Sanford, BKR2, Plank Owner of the USS STORMES.

The text is from the original 1945 Cruise Book.

In Memoriam to those that gave their lives.

Edited by W.H. NEWSOME, LT. U.S.N.R.
 

U. S. S. STORMES - DD780

27 January 1945

In accordance with the orders from the Chief of Naval Operations, Captain H. N. WALLIN, U. S. Navy, Supervisor of Shipbuilding at Todd Pacific Shipbuilding Corporation, read his orders, and placed the U.S.S. STORMES in commission as a Destroyer of the U.S.Fleet at 1000. Immediately following this Commander W. N. WYLIE, U.S.Navy, of the Naval Accademy class of 1930 and former Commanding Officer of the U.S.S. Scorpion, read his orders and accepted the ship from Captain WALLIN and assumed command. The original officers and crew included Lieutenant R. S. CRENSHAW, Jr., U.S.Navy, former Executive Officer of the U.S.S. Maury as Executive Officer; Lieutenant R. P. SPENCER, U.S.Naval Reserve, former Communication Officer of the U.S.S. Coghlan, as CommunicationŒOfficer; Lieutenant P. D. FISLER, U.S.Navy, formerly of the U.S.S. Benham and U.S.S. Isherwood, as Gunnery Officer; Lieutenant Stephen BAYES, U.S.Naval Reserve, formerly Engineering Officer of the U.S.S. Earle; and the following officers: Lt. (jg) R. W. WALKER; Lt. (jg) J. F. BELL; Lt. (jg) J. W. BALLANTINE; Lt. (jg) J. R. STREIDL; Lt. (jg) W. H. NEWSOME; Ensign D. L. McGAHUEY; Ensign C. VROEGINDEWEY; Ensign V. E. KELL; Ensign C. J. WILSON; Ensign J. E. EGGLESTON; Ensign R. J. DANIELSON; Ensign J. T. BUKANT; Ensign W. W. LAUER; Ensign A. L. OLIVERO; Lt. (jg) R. M. ANDERSON (MC); and Ensign R. W. BONNEWELL (SC) and 343 men.

During the Commissioning Ceremony, the original colors and Commission Pennant were presented from the Todd Pacific Shipbuilding Corporation by Mrs. LUTTRELL. Immediately after the formal Commissioning Ceremonies, visitors were allowed on board and refreshments were served in all messes.

By the first of February the ship was complete in all but very minor details when commissioned, and the period until 2 February was spent in storing, provisioning and outfitting the ship with very little hindrance from the building yard. At 0842 on 2 February the STORMES first got underway as a ship in full commission to carry out tests and trials in the Seattle area of Puget Sound. That afternoon the ship moored to deperming buoy and was depermed and received the original allowance of training ammunition.

The following twelve days while cruising the Seattle area of Puget Sound the ship went through all the rigors of a newly commissioned vessel, such as compass compensations, calibration of degaussing gear, radar calibrations, structual firing, and daily general drills.

On 14 February, following our final inspection by COTCPac SubCommand, Seattle, CTG 14.9.2, we got underway at 1318 and proceeded out the straits enroute to San Diego. Upon clearing Cape Flattery at 2200, we encountered a heavy northwesterly sea and experienced heavy weather for the most of the trip south. General Quarters was held daily and by this time the crew was becoming familiar with their duties and battle stations and although hampered by considerable seasickness by the inexperienced personnel, the interest of all hands was excellent.

At 1317, 18 February, arrived San Diego and moored at Buoy 8 and 8A and reported for duty to Commander, San Diego Shakedown Group.

On 19 February, shakedown period started and at 1000, Captain R. W. SIMPSON, Chief of Staff, and inspecting officers inspected the ship with respect to personnel, material, and administration. On the following day got underway and proceeded to Anti-Submarine Training Area SS2 to commence anti-submarine instructions. At the completion of the anti-submarine period, the ship had completed all of the elementary and some of the advance anti-submarine instruction and was scored at about 50% hits on the attacks made on the friendly submarine.

On Sunday, 25 February, proceeded to sea and ran the measured mile off the La Jolla Coast and it was found that the standard RPM's versus speed of this vessel was very nearly accurate and no major changes were made.

March 1945

March found us in the thick of shakedown pains--we had thought our ships compliment a bit heavy for the limited quarters available, but when we added the various additions of the shakedown scientists, all hands dreamed of the day when we could sail again in our previous state. However, we shot down our sleeves, identified and sunk the false submarine, set condition able in record time and passed all the damage control problems, except the one muffed by the unholy repair three outfit. Liberty was tantalizingly good but short. The art of mooring fore and aft was finally mastered and the second division learned to put the plugs in the small boat before lowering away.

All points considered, the San Diego shakedown period proved excellent training for the crew and we all felt proud of our ship as we became acquainted with her abilities.

1 April 1945

Moored at buoys 8 and 8A, San Diego having completed shakedown and had our final battle and military inspection the day before. The day being Easter Sunday, the Captain invited two Chaplains out for the morning and religious services were held in the mess hall. After the services, at 1112, the ship was gotten underway to proceed to Puget Sound Navy Yard, Bremerton, Washington. At 0530 on 5 April the ship entered the Straits of Juan de Fuca, and proceeded up the channel. The following day with assistance from a tug and pilot we entered floating drydock No. 7, Puget Sound Navy Yard.

7-22 April 1945

Work on the STORMES was begun on the morning of the seventh. The yard effected many small repairs, modifications and alterations, some of the most notable follow.

Two expansion joints at frames 96 and 122 were installed in the deck house to reduce possibility of buckling decks and bulkheads when the ship logged and sagged in heavy weather.

A new ventilation duct and fan was installed to more thoroughly ventilate the I.C. and Plotting Room.

Measure 22 was effected on the ship's camouflage, consisting of painting the hull, above half the freeboard, a dark blue and the remaining top side surfaces a light blueish-gray.

The yard manufactured a new summary plotting device from plans furnished by the ship. This device has created much interest from CIC inspecting personnel and personnel of other ships. It consists of two beams of light, the axis of one being centered on the SG radar, P.P.I., the axis of the second centered on a summary plot board mounted adjacent to the SG. Through parallel motion arms, the beam of light spotted on the P.P.I. also spots the second beam on the summary plotting board in the same corresponding position. The board keeper merely marks the spot with a pencil and the search sweep is not stopped in the process.

A new VF R.P.P.I. was installed on CIC which we believe will increase the overall CIC General Quarters and condition watch efficiency greatly. Along this line, ship's force has concentrated external communication controls, jackboxes, and microphones on the starboard side forward of the SC radar. The advantage of this had already been evidenced during the shakedown. In addition to the above improvements many additional radio and radar units were installed during the post shakedown availability. Two new officers reported aboard, Lt. G. SHARP relieving Lt. S. BAYES, Engineering officer; Ensign GROSS relieving Ensign BUCKANT, in the communications department. After dock trials to test the repaired thrust bearing, the ship got underway at 1337 for Pearl Harbor, T. H. At 2130 entered open sea and set course for Pearl Harbor. Entered Pearl Harbor about 0730, 30 April and proceeded direct to Berth B-20, NYPH for repairs to No. 2 5" gun.

1 May 1945

After a short availability at Pearl Harbor, the STORMES, escorting the LOUISVILLE, set a westerly course, destination Guam Island, Marianas to report to the FIFTH Fleet for duty. During this cruise from Pearl to Guam, the LOUISVILLE and STORMES held daily burst practice to further indoctrinate their new crews. Crossed the 180th Meridian. Fueled from the LOUISVILLE in the afternoon of 12 May. Since sea conditions permitted, the cruiser launched a patrol plane. 1800 changed to 12 zone time. Entered Apra Harbor, Guam at 1046, 18 May 1945. That evening the passengers were detached and stores and ammunition were received aboard. Underway again after refueling as screen for U.S.S. LOUISVILLE, enroute to Okinawa Shima, Ryuku Islands on 19 May 1945. On 23 May 1945 land was sighted about noon, Okinawa. On our arrival at Okinawa, Hagushi anchorage, we reported to Commander Task Group for screening duty. At dusk we got underway and patrolled in a close in AA screen with several destroyers. After dark we returned to anchorage. During this time the Island and ships were undergoing air attack. However, smoke coverage was provided and proved very effective. The following morning after furling, we were assigned duty as picket ship on R.P.15.

We departed Hagushi Anchorage early that afternoon in company with two destroyers to our assigned stations. On arrival at R.P.15 we relieved the destroyers now on duty and were assigned a group of four LCS in addition to the two destroyers in our company. All picket ships were under tactical command of the STORMES. The LCS group was assigned a patrol line of 135@T-315@T which they patrolled in column at speed of about ten knots; executing a 180@ turn movement every twenty minutes without signal. Order of DD's: 780, 527, 741. The above movements maintained the patrol lines within the allotted five mile circle and provided mutual support. Fighter direction and C.A.P. control was delegated to AMMEN while STORMES assumed duties of radar reporting via the warning net. Interchange of radar information between ships was conducted via the TBS and tactical directives were transmitted via MAN and MN circuits. At 1900 STORMES went to precautionary general quarters and at 1930 C.A.P. and fighters returned to base. At about 2000, enemy planes began to appear to the northward; the majority of which passed well clear, heading toward OKINAWA. A few single planes remained in near vicinity and sporadic attacks toward formation, but turned away at 5-7000 yards when taken under fire. While under attack the speed of the DD's was increased to 25 knots and various tactical maneuvers were executed to keep the guns bearing and the LCS group in support. The patrol line was shifted to 090@-270@ and then to 045@-225@, which was roughly normal to the direction from which the majority of planes were approaching.

A total of 9 planes were taken under fire by this and other vessels until 0330, when radar screen was clear. No planes were observed shot down. At 0530 fighter support reported on station and at 0800 bogies again made their appearance. The weather conditions had by this time steadily grown worse until visibility was about 6000 yards with intermittent rain squalls accompanied by a low overcast of about 2000 feet. At 0905 an enemy plane in close proximity to two friendly fighters appeared momentarily in the haze on STORMES starboard quarter and crossing astern: STORMES being the last ship in column. The ship was then turned left to bring guns to bear. The plane next appeared on the port beam, on or near a parallel course at a range of about 2000 yards, altitude 1500 feet; and apparently making a dive towards the stern of the vessel ahead (AMMEN). STORMES opened fire with 5" and automatic weapons. The plane then did a wing over and came down on its back in a near vertical dive on the STORMES' after torpedo mount. The impact was followed by a violent shaking of the ship and heavy fires billowed aft from the torpedo mount and 5" mount three. No further plane attacks were made and C.T.G. 51.5 was notified of the casualty. Control of the ship was retained and the fires were shortly brought under control while position in the patrol formation was exchanged with AMMEN. At 1200, U.S.S. SPROSTON joined under orders of C.T.G. 51.5 to escort STORMES to base. O.T.C. was delegated to DREXLER at 1220 and STORMES proceeded to base; arriving at Hagushi at 1515.

During the month of June and the first five days of July, the STORMES remained in Kerama Rhetto, Okinawa with numerous units of the Pacific THIRD and FIFTH Fleets waiting to go into drydock.

Evening air contacts were experienced frequently during the daylight hours and constantly at night. However, smoke coverage was very good and our port watch consisting of Officer of the Deck on the Bridge, Junior Officer of the Deck at the Quarterdeck, and C.I.C. continuously manned proved adequate. At night a special sentry and security squad with small arms were possted, primarily for protection against suicide boats and swimmers. Weekly inspections kept the ship in excellent condition, with the exception of compartments C204LM, C205LM, C12A, C11A, C306M, and C307M, which were severely damaged when the ship was hit. All hands enjoyed the frequent swim parties and smokers and the morale of the ship's personnel remained good.

On the 5th of July preparations were made to get underway at first light, to be towed, for Buckner Bay, Okinawa Shima, the new fleet anchorage. Got underway at 0533 anchoring in Buckner Bay at 1835 after a slow but uneventful trip. There were enemy aircraft in the vicinity in the early evening, but no attacks were evidenced. On the 15th of July, the wind force increased to 25 knots and the barometer dropped considerably during the morning. Though the storm was not serious, the anchor chain was veered to 60 fathoms for safety. The wind and swell abated toward evening. On 17 July got underway at 1657 with the assistance of two tugs, proceeding to ARD 13 for drydocking. At 2035 the ship was on the blocks and the dock dry. After consultations with and directions from Com-SerDiv 104 Maintenance Officr, ARD 13 repair crews commenced emergency repairs to the battle damage.

The damage to be repaired briefly consisted of a large hole in the bottom of the after end of the keel, caused by bomb explosion which also bowed the shafts. Additional bend to the shafts was caused by the sag of the fantail due to weakened members of the structure. The following day a typhoon approaching 'from eastward caused the operational ships to sortie to ride the storm out at sea. At dusk two enemy suicide planes passed astern, one crashed into a nearby destroyer causing negligible damage, the other crashed into the bay. The strong wind visibly marred their aim. On the 20th of July the winds were still high and activity centered pricipally on strengthening the shores between the ship and the dock. The ships which retired to ride out the storm at sea returned as the winds and swells had subsided considerably.

During the next three weeks, although enemy air attacks were a constant menace, work on temporary repair of the battle damaged hull progressed quite rapidly. At 2115, August 10th, unofficial enemy surrender reports were received over our voice radios, many of the ships turned on their search lights, fired pyrotechnics and machine guns. We exercised the crew at General Quarters to preserve order and discipline. Two days later two enemy planes flew into the harbor with running lights on, crossed our bow and crashed into a transport nearby. After undocking on August 13, we refueled and shoved off for sea trials, found port shaft vibrated excessively at 200 RPM. The following day at 1530 we received a dispatch from CincPac to cease offensive operations with the enemy--JAPAN. Called crew to General Quarters four hours later with enemy air raid iminent. However, no ships in the immediate vicinity were hit.

We got underway for Saipan with Captain WYLIE acting as Convoy Commodore, at 1203, 17 August. Proceeding with various units of the NINTH Fleet as escort screen, numerous Navy Auxiliary Craft and twelve merchant ships. Steaming on port screw, starboard screw secured and locked. The convoy was divided 21 August into the Ulithi section and the Saipan section. The STORMES acting as O.T.C. and Convoy Commandore for the Saipan group. Anchored in Saipan at 1150, 24 August, transferred passengers, refueled and got underway again at 1700, proceeding singly enroute to Pearl Harbor, T.H. We stopped by Eniwetok Island to refuel and were joined by a Patrol Craft as escort to Pearl Harbor. Underway again at 1729, 30 August. The STORMES entered Pearl Harbor at 0630, 9 September where we received fuel and transferred passengers and prepared to get underway the following day for San Francisco, California.

Underway for San Francisco at 1721, 10 September with additional passengers and 50,000 pounds of United States mail aboard. The trip was uneventful with the exception of the last two and a half days when we encountered a sixty knot gale from the north and experienced heavy seas, much to the discomfort of all hands. However, with the sighting of the Farallone Islands the wind subsided and we proceeded into the sea channel for San Francisco Bay at 0940 and passed under the Golden Gate at 1156 on the 17th of September. We proceeded immediately to unload our ammunition and then steamed under the Oakland bridge to Hunters Point Navy Drydocks, pier four to report for availability in regards to the repair of the ship.