The number one ASW ship in the Fleet and the ship's first Battle E

Dick Pittenger was one of the key driving forces on the staff of Cruiser/Destroyer Atlantic Fleet (CRUDESLANT) for introducing the new ASW technology to the fleet. He was an integral part of the 1975 ASW tests and became Commanding Officer of the Connole during her Mediterranean cruise. This deployment was a great success. The ship returned to US waters and then made a very successful second Mediterranean deployment in late 1977. As a result of these cruises, the Connole team was awarded the Atlantic Fleet ASW trophy, LAMPS Safety Award and the squadron Battle "E".

Dick Pittenger's personal story follows:

"Connole was the centerpiece of the surface Navy's resurgence in ASW during the early mid 70's. This happened more by serendipity than design. The right people, the right ship and the right opportunities came together to make it happen.

Connole was the first FF1052 class ship on the east coast to receive the new Sonar Dome Rubber Window (SDRW). This S DRW was a revolutionary breakthrough in hull mounted sonars overcoming a myriad of past sonar dome problems and opening the door to vastly improved sonar performance. At the same time, Connole was modified to receive LAMPS I. At that time 71-72 Surface ASW was at its nadir having lost its edge to the passive ASW systems, then operated mostly by the Surveillance, SSN, and VP communities. We, on the staff of CRUDESLANT led by the visionary, RADM T. R. Weschler, were looking for ways to showcase and dramatize surface ship ASW potentials. Connole figured prominently in our plans:

First: Officers under Toby Fields' command (notably the Ops Officer LT Bill Currer and the ASW Officer ENS Steve Hollis) approached CRUDESLANT proposing to replace the entire SQS-26Cx hull array with an advanced new design that would enhance its passive capability. This was "arranged" (elements were bought with TACD&E money; the ship was dry-docked to fix a propeller problem and while in dock, the ship's company and dry-dock crew changed out the elements (an incredible feat!) and interface units were designed, built, installed using CRUDESLANT funds.

Second: we had to install a variable depth sonar (VDS). Connole, being one of the early 1052's, did not have a VDS. The reason we wanted VDS on the ship was that the SQR-18 TACTAS, which was then only in its very earliest stages of prototype development, required a VDS from which to stream. Funding for VDS installation at Norfolk Naval Shipyard following regular overhaul was "arranged" through the active cooperation of the type commander (CRUDESLANT) OPNAV (Capt Al Higgenbatham OP951D and Capt Bill Pattee OP981F) and NAVSEA Capt Bill Williamson.

Next: A test ship was needed to be the LAMPS MKIII test platform. Connole was nominated. By then CDR John Dalyimple had relieved Toby Field as Captain. These tests were nothing short of spectacular. The hull array was worked to perfection by the excellent Connole crew setting new records for long-range (to 41 NM) active and passive performance providing accurate "triggers" for LAMPS long-range prosecutions. This was a major turning point in surface ASW.

Finally: COMNAVSURFLANT proposed formation of an "ASW Squadron" with Connole and the newest FF-1052 Moinester (FF1097) as the nucleus. These ships would receive the prototype SQR-18 TACTAS, both had LAMPS I and SDRW'S. Added to that would be the ASW TDS equipped ships Voge and Koelsch also with LAMPS land the MeCloy (FF1038) with SQR-15ATASS.

This concept received the full support of fleet commanders (with some selling). It was underpinned with a great deal of support from the Des Dev Group (Surface Warfare Development Group SWDG) and it proceeded to rewrite the hook on surface ASW. The magnitude of this successful effort is impossible to overstate. Successes of Connole and the ASW Squadron were used in budget justifications and program plans for a decade. The whole attitude of the surface community unity about itself (in the field of ASW) and by others was changed. They showed that given the right equipment, training, intelligence support and opportunities, they could more than hold their own in ASW - they could win!

Anecdotes and Highlights 1976 - 1978

• Two cruises to the Mediterranean ('76 and '77) without a "green flare" - encountered attack on the carrier.
• Moinester and Connole were jointly nominated for the ASW trophy in '76 but because we had both had minor problems with another inspection (PMS), we were disqualified so SURFLANT did not award the trophy that year. Connole won it in '77 and Moinester in '78.

• Pittenger relieved Dalynnple as C.O. and Dalyrmple relieved Pittenger as SURFLANT Force ASW Officer, keeping it in the family so to speak.

• CDR Heig Alemian, C.O. of Moinester was killed in a tragic auto accident in Naples and was relieved by Glen Whistler RADM, Ret). Glen had previous towed array experience on a TASS ship and brought considerable ASW expertise and acumen to the squadron.

• Connole had an unalerted active detection and 13 hour prosecution of a Soviet E-II sub. We were almost pulled off the prosecution (to go to the lifeguard station on the carrier) but fortunately the Chief of Staff of the carrier group was in a helo that we vectored on top at the moment the submarine put up a periscope. He ordered us to stay in contact which, of course, we did with glee.

• In those days, I was then a smoker and loved to smoke really nasty cheroots. Per force I spent a lot of time in the CIC and especially looking over the tactical plot until I was told (diplomatically) that I could either quit smoking cigars and blowing the smoke on the plotting table or I could learn to plot. I quit smoking ... for awhile.

• Connole won the LAMPS Safety Award in '77 without really trying. We flew over 750 hours at least a third a night. We were extremely good and safe. The crew paid an enormous cost to achieve that level of performance because flight quarters for launch, recovery and refueling took a great deal of their time.

• The ASW LAMPS dets were fabulous. Our squadron commander Jim (Boom! Boom!) Cannon used to brag on us a great deal. His previous duty had been as Chief Engineer on our carrier Saratoga and the Commodore loved to give them a hard time. Once during a particularly intensive ASW prosecution during which Saratoga's S-3 squadron had not exactly covered itself with glory, the Commodore fired off a scathing message blasting their performance and saying that our LAMPS was worth more than all of the carriers' ASW aircraft put together. It took a long time for the dust to settle after that.

• The ASW routinely operated without radar's, radios, or running lights. We ran the length of the Med for weeks in this mode.

• In July of '76, Connole was in the Kithera anchorage just off the Greek Island of Kithera. We were there with the DDG Conyngham (DDG-l7) commanded by Robin Battaglini and during the spirit of the bicentennial was when we received a challenge from Robin for a gig race - the First Annual Kithera Bicentennial Gig Race he called it. Rules were twice around the ships, about 3 miles per lap, loser to buy the winner a bottle of Jack Daniels. The race was properly advertised and since it was Sunday, a barbecue was held topside with appropriate music and optional uniforms. This always got the interest of the Soviets who were there in numbers. In fact, now that I mention it, that is why we were there in the first place.) At the appointed hour, the boats were launched and much to the dismay of Conyngham, the "race" immediately turned into a rout - not only did Connole's gig lap the other, but having done so proceeded to run a circle around the slower craft. We would not have done so except for the loud boasting of the other side. It was all in fun and we treated their crew to a barbecue. At the next port a bottle of Jack Daniels was delivered with Robin's compliments which was turned over to the boat crew to dispatch ashore.

• On getting underway from that same anchorage, we had another bit of excitement. As the anchor was being housed, there was a loud pop and the weapons officer (LT Don Curran) looking dismayed reported that the anchor chain had parted. What was there to do? We were in 50 fathoms (300 feet) of water with no capability of recovering the anchor. We were literally surrounded by Soviet ships who really did not need to know of our plight. We had to leave immediately to go to our next assignment so we just housed the anchor chain, fell in at quarters and sailed out of Kithera anchorage as if nothing had happened. Later that day, we discovered that the ship yard had installed the anchor connecting shot backwards. At least two other FF1052's lost their anchors that year to the same cause. Our replacement anchor was delivered and installed (correctly this time) while we were still in the Med.

• Connole escorted the evacuees from Beirut to Athens in late June '76.

• Shortly after reporting aboard, "Lamb Chop", the junior supply officer, came to the bridge during a busy evolution to find out my hat size for a Connole baseball cap. "What do you want written on the back?" he asked, thinking I would answer "C.0." or "Captain". I thought for a minute and said, "First in ASW." That's what Connole is - the best, first, in ASW.

• Officers and crew members from Connole and ASW squadron continue to occupy important ASW positions to this day:

ENS (CDR) Steve Hollis (Connole ASW) is still innovating ASW systems and is now the Program Manager for the Navy's Low Frequency Active Surveillance Program.

LT Steve Curley (Connole ASW) and LT Kurt Weaver (LAMPS p1 Jot) were very active in development of LAMPS MKIII. (Kurt was one of Sikorski's test pilots.)

LT (CDR) Bill Thatcher (Connole Ops) was an important member of NAVSEA and SPAWAR advanced ASW systems development.

LCDR (Capt) Jim Binford (Connole XO) was 0P353 Surface ASW Programs and later C.Q. of the ASW schools in Norfolk and San Diego.

LT (CDR) Joe Goodman - (Moinester Ops, then DESRON 10 Ops) relieved Dalyrmple as SURFLANT ASW (keeping it in the family).

LCRD (RADM) Dyer (MeCloy) later commanded the Moosbrugger making even larger surface ASW waves with second generation sensors and LAMPS MKIII. The Moose replaced Connole as the watch word in ASW.

LT (CDR) Jerry Mello (Connole Cheng) went on to serve at OP951D Surface ASW programs.

LT (CDR) John Seelly (Connole Weapons) commanded Miller in Newport and was instrumental in testing new equipment and establishing better training for ASW crews.

STGI (STCM) Martin established the ASW supervisors' course.

STG2 (STCS) Huber went to COMOPTEVFOR where he provided enlightened oversight of surface ASW systems development. Petty Officer Huber received a special award from the Secretary of the Navy acknowledging his role in the idea of depressor towed arrays. Mrs. Huber was Connole's Ombudsman.

CDR (RADM) Glen Whistler (Moinester) later commanded the Surface School in Newport and with his assistant Don Dyer (MeCloy) made major changes to the ASW curriculum there (along with other improvements).

CDR Jim Moses, who helped craft the ASW squadron and then actively worked on it during and after its existence, co-authored with me two lessons-learned documents that were used to teach tactics. Re serves in the OPNAV ASW analysis shop and for several years as head of the surface ASW sensors branch of OPNAV.

So the legacy of Connole and the other ASW squadron ships from those important years has been very large indeed. Not only was hardware (towed arrays, LAMPS III, etc.) justified and doctrine rewritten (based on extensive real-world and expertise experiences), but a generation of knowledgeable ASW experts were spawned who for the next decade and a half are still having major impacts on the course of ASW events in the Navy. This is technology transfer at its best - through knowledgeable, highly motivated people. Fortunately, the Cold War has ended, but the need to keep up our expertise in order that the deterrent mission of the Navy may be accomplished continues and the wake of Connole and the ASW squadron is still there to be followed.