1967 Command Narrative

WADDELL's second deployment commenced on 27 December 1966 with the return to Long Beach taking place on 29 May 1967. Following her return from the second Western Pacific deployment, WADDELL entered an extensive six month overhaul for numerous alterations and modifications.

On 6 June 1967, Commander Lyle O. Armel II, USN, assumed command of WADDELL, thus becoming the ship’s third commanding officer since commissioning.

31 December 1967
Executive Officer By direction of the Commanding Officer

Narratives by Department


SPS-40 Upon entering Pearl Harbor Naval Shipyard in February 1967, it was discovered that instead of using standard flange fittings, TODD Shipyard had installed non-standard pipe joint fittings during construction in all areas except the radar room itself. Pearl Harbor fabricated new coax line to replace the damaged coax. All non-standard pipe joint fittings were replaced during ROH at LBNSY after return to CONUS in August of 1967.

URN-20 Shortly after return to CONUS, in May 1967, WADDELL entered LBNSY for ROH. Before entering the yards, F.C. 1 was installed on the TACAN; it was not checked out prior to entering the year, and the ITT Rep who had supervised and assisted in the installation had to leave before the job could be completed. When an attempt was made to bring the equipment toward the end of the availability, wiring problems and bad components were discovered; Ships force personnel were unable to bring the unit up to operational state. An ITT factory rep in the area offered advice, but had to depart before giving substantial help. Liason with ITT through the Naval Shipyard indicated he would be back to provide assistance, but his return was not effected.

SPA-34 Repeater he SPA-34 repeaters provided another alignment and maintenance problem throughout the ship's history. This equipment requires continual re-alignment to maintain a satisfactory presentation. The SPA-34 "joysticks" are perhaps the single most significant weakness of this repeater. The "joystick" used in this equipment is delicate, easily damaged, difficult to repair, expensive and scarce

The shipyard overhaul at LBNSY, Aug 67 - Feb 68, was quite extensive. Major equipment not/overhauled by LBNSY was the TACAN and the SPS-40 radar, although SHIPALTS affecting the water cooling system, and air conditioning system were installed. Major equipment overhauled by the shipyard included all ECM and IFF equipment, all SPA0-34 repeaters, the URD-4D and all antennas. A wide variety of new equipment was installed, including the SPA-43 INTAC system, a second bridge repeater (SPA-4F), the SLQ-12A system with deckhouse, SLA-10A, and WLA-1.


In January in transit to Subic, the ship made a fuel stop at Midway. In late February the ship completed repairs and deployed again for WESTPAC. Communications difficulties occurred at the midway point in attempting to shift to the GOLF broadcast. It was determined that the WRR-3 receivers were not stable for MUX capability, and the ship shifted to the FSK broadcast. The ship arrived at Subic in March.

On March 19 WADDELL received orders to relieve the MANLEY. Particular difficulties were encountered while underway to relieve the USS MANLEY on BEACON HILL in that the ship screened all possible message and broadcast traffic in an effort to obtain information on BEACON HILL operations. During the following weeks WADDELL shifted rapidly from BEACON HILL operations to H & I operations in the coastal areas off South Viet Nam. Extreme conditions were experienced during this time due to the fact WADDELL was Flagship for CDS-16, then CDS-19 while screening traffic for BEACON HILL, Gunfire operations, and Sea Dragon and keeping complete files for all these operations. Message traffic from March 9 to completion of Sea Dragon operations in late April 1967 reached 200-250 per day with a peak of 300-350 per day, including messages pulled for information on other areas of operation. WADDELL returned to Long Beach in May.

The Grounding at Midway

I was the Asst CIC Officer in CIC when we grounded. It was found during the inquiry that the channel buoys had excessive lengths of chain so that when the wind was from an unusual direction, the buoy moved well outside the channel boundary. In addition, I believe the harbor pilot was determined to have been inebriated while guiding our entrance into the harbor. Quite an experience. Captain Walker and Reed Pendleton, the OOD, both survived the inquiry. Getting towed back to Pearl at 2 knots was agonizing.  [click here to view Photos]

           Bill Gaik


Operations Schedule

2-4 In port Pearl Harbor
5-7 Enroute Midway
8 Grounding at Midway
8-14 in port Midway
15-22 Enroute Pearl
23-31 Repair Availability Pearl Harbor Naval Shipyard
1-26 Repair Availability Pearl Harbor Naval Shipyard
27-28 Enroute Guam
1-9 Enroute Guam
9 In port Guam (fuel)
9-12 Enroute Subic Bay
13-17 In port Subic Bay
18-20 Enroute I Corps
20-21 I Corps (gunline)
21-28 Beacon Hill
29-31 Sea Dragon
1-6 Sea Dragon
7-8 Enroute Subic Bay
8-11 In port Subic Bay
12-13 Enroute Task Force 77
13-24 Sea Dragon
24-27 I Corps
28-29 Enroute Subic Bay
29-31 In port Subic Bay
2-4 Enroute Hong Kong
5-9 In port Hong Kong
10-13 Enroute Yokosuka, Japan
14-19 In port Yokosuka, Japan
19-29 Enroute Long Beach
29-31 In port Long Beach
June In port Long Beach
1-10 In port Long Beach
11-14 ISE Southern California Operations Areas
15-31 In port Long Beach
1-3 In port Long Beach
4-31 Overhaul Long Beach Naval Shipyard
September Overhaul Long Beach Naval Shipyard
October Overhaul Long Beach Naval Shipyard
November Overhaul Long Beach Naval Shipyard
December Overhaul Long Beach Naval Shipyard