From Johnny Brown
When I first reported aboard in April 1964 we made a cruise to the Mainland and to Seattle  for some surveying . In January 1965 we went to Balboa, Panama , then to Buenaventura, Columbia. On the trip back to Pearl Harbor we stopped in Acapulco, Mexico in June of 1965

During that cruise I served in number two fire room, upon reaching Pearl Harbor I was transferred to the soundboat shop. On our next cruise, we went to Viet Nam, that was in November 1965. I was assigned to soundboat 2 as the engineer. One of the best jobs in my life. I wish I could relive those days. We we returned to Pearl Harbor in June 1966. Other short cruises included all around the Hawaiian Islands and the Marshall Islands.  The  A.G.S. always stood up to its name..... Always going somewhere.  I loved every mile of it.

If anyone else remembers me and our cruises, E-Mail me at GrumpyMack 697@msn .com



From John Bernard
I was aboard Maury when we went to the Black Sea in 1959. We were in the Black Sea approximately 7 days. We spent three days in Odessa, USSR. We were treated to parties at the  Seamans Palace, Buffet lunches, and Variety shows. This was an experience that  will not soon be forgotten by everyone aboard  at that time.



From Terry Gann
My memory aboard Maury was my first Sea Detail. I was standing the throttle watch and we were prepairing to get underway for Viet Nam. I was manning the 1JV sound powered phone circuit and recieved a call from the Bridge to "Stand by to answer" all manuevering bells. Instead of answering Bridge, Main Cotrol wait one, I acknowledged them and said "Main Control Aye" we imediately got a bell. And the people in the engine rooms went nuts because they weren't ready. I can remember the look on the Engineering Officer, Lcdr Ken Tates face and the remark he made which I won't repeat. That little goof up cost me a night of extra duty cleaning the forward fan
room. Didn't take long to realize that I wouldn't make that mistake again



From Richard Fournier (Frenchie)
I served aboard Maury from October 1960 to October 1961 as a Boatswainsmate striker. My duties included being assigned to First Division under Chief White. I was assigned to the Boatswains Locker and during our 1960-1961 cruise was assigned to "Adrift 6" as "wheelsman". That was the best duty assignment I had during my stay in the Navy.



From Allen Lipscher
I was the Officer of the Deck and at the time a LT, when we passed through the "Storm" on our way back to Pearl Harbor from Yokosuka, Japan in 1967. I must have stood the OOD watch for about 8 hours or so. I watched the "eye" cross over the ship and watched the Air Search Radar blow off the mast. I was up there on the bridge when Captain Aubert busted his ribs on the chart table and had to be relieved. The XO as I recall was Roger Craig, a Tar Officer with no sea experience. I'll tell the whole story when I make the next re-union.



From Carlo Imelio
Although a homesick 18-year-old when I first boarded the Maury just before dawn, I came to love the"Old Bucket Of Bolts", as some of the crew referred to her. Our job was classified at the time and very secretive, we were to set up beach stations in the North and South Atlantic, ostensibly for the down-range flight of  Astonaut Alan Shepard. All we knew was that we steamed and steamed and steamed. We had two tragedies aboard, although it was peace time: First we lost a crewman over the side while taking on fuel from the USS Truckee AO-147. Our chopper circled for a long time before giving up the search. Later our helocopter crashed landed on an island in the south Atlantic where we were setting up a tower/station. I believe there was five crewman who were killed. We immediatly headed back Stateside to Charleston, S.C., to return their remains. It was a scene I will never forget, that of watching the remains being returned to their loved ones on the dock. We never left the bodies during the voyage, with 24 hour watches over the area in which they were being held.  Those tragedies aside, there were only rumors that we would be involved in the Suez Crisis, which I believe was in 1956. We never did go there.  I loved my early job as a DC stricker in the Damage Control shop, but was transferred to the Dispersing Office, when it was learned that I could type. My DK-1 was, Al Baldwin, who made Chief during my hitch, and there was a DK-3 and me in the office. I won't boar you any longer with old tailes, other than to say that my 18 months or so aboard the Maury were greatly beneficial, exciting and adventuresome. And I expect that I am not alone.



From Gary Stock

I reported aboard Maury as an RDSN in November 1959 at the Brooklyn Navy Yard and served three years aboard. The Maury had just returned from a surveying trip to the Black sea and a visit to Odessa, USSR(the first US Navy ship to visit since 1944). Then some duty in the North Atlantic. Left New York in mid Feb, transitted the Panama Canal, and arrived in San Diego in early March. Left San Diego under a cloud (the base commander said we looked like a  "Turkish Mechant Ship" and made a report to COMSERVPAC). Our rust etc. was understandable because of our service in the North Atlantic - didn't seem fair to compare us to the ships in the San Diego area. We steamed out at 15 knots for a couple of days and then proceeded, in mid ocean, to paint everything - sides included - that didn't move including the rust. COMSERVPAC came aboard after we arrived in Pearl. I  am sure he had a few words for Captain Luther. Left Pearl in late March, stopped in Guam on April 5th (where someone at the Officers Club made a disparaging remark about Maury and her Mustang Officers which led to a confrontation with subsequent damage) and we were asked to leave Guam. Arrived in Bangkok the 3rd week in April . The time spent in our Pacific transit and in the Gulf of Siam was very difficult on the initial cruise because the ship had no air conditioning. Temperatures ranged daily in the high 90's and low 100's . Many slept on deck at night. Salt pills were required daily. Felt sorry for the guys in the engine rooms where temeratures were 120 and above. Had regular "repel boarders" drills because we were worried about pirates in the Gulf. Pulled out fire hoses, side arms, BARs and the 75MM recoiless rifle which was mounted on the roof of the radar transmitter room at the forward mast. Did some preliminary survey work - set up several LORAC stations on the beach to test out the surveying system. Encountered many problems with fish traps and fishermen when we surveyed at night. During the first three cruises we only hit this one fishing boat. Unfortunately the fisherman was killed. We paid the widow 33,500 Baht ($1600) as compensation. At that time, a college educated  school teacher in Thailand made $50/month. Got our mail through the US Embassy on a weekly basis when our helicopter flew into Bangkok. Returned  to Pearl Harbor in late June for extensive time in the yards - the Navy spent over a million dollars on our upgrade including a ship - wide installation of air conditioning.

We started the second cruise on November 1, 1960 under Captain Marshall(excellent officer). Stopped in Guam to drop off a crew member who had been operated on for appendicitis aboard ship. Then to Subic and on the Bangkok on the 26th. We seemed to enjoy the renovations (for example, the Navy spent $75,000 on upgrading the mess decks). Started our survey on Dec 4th off Ko Si Chang Island about 40 miles south of Bangkok. Erected our three beach stations  (Beerfoam I,II, and III). Running east west lines from one side of the Gulf to the other, 275 yards apart. No mail until Hong Kong over Christmas. Some trouble occured in Loas just before we left for Hong Kong. Our helicopter left on a "mysterious " trip during the first cruise - was gone for three days. Saw the corpsman who left with the helicopter  carrying a Thompson Submachine gun. I subsequently learned that they flew medical supplies into Laos and brought out some personnel. We were one of only a few Navy ships in Hong Kong because most of the 7th fleet was at sea because of a typhoon. It was nice not having to share Hong Kong with a bunch of other sailors. Mary Soo Side Cleaners did their thing while we were trading their services for our refuse. Left on the 2nd of January and stopped at Subic to pick up supplies and personnel for the USS Paul Revere an (APA) which was stationed off the tip of Vietnam with task group (carrier, LSD, ammunition ship, oiler and 4 destroyers) awaiting further trouble in Loas. Arrived in Sattahip on the 10th to begin survey operations again. Surveyed until trip to Subic for yard work and re-supply on the 13th of February. Back to the Gulf on the 17th - into Bangkok on the third of March. Surveyed out of Sattahip until the 29th of April. Subic on May 8th (over 50 ships in port because of Loas - had to anchor out since there was no pier space available). Left for Pearl on the 15th and pulled in on the 31st.

The third cruise started on October 2nd after a refit and extensive underway training. Captain McNulty was now in command(he liked to yell a lot on the Bridge). Sorry to see Captain Marshall leave - I was his driver while in port and got to know him and his wife quite well (I believe his next assignment was at the Naval War College). Arrived in Yokosuka on October 14th for a one week stay. Arrived in Bangkok on the 31st. Completed setting up the beach camps on the 14th - the last Ko Chang Island on the Thai Cambodian  border. Lots of rain which increases the occurance of cobra sightings at the beach camps. One of my friends killed a cobra that was 8 feet long - shot it 7 times and finished off with a rock. He sent the head back to the ship. Returned to Bangkok on the 23rd of December. Left Bangkok after New Years for survey operations returning on the 24th for a visit from Crown Prince of Thailand on the 26th. Survey operations after the visit during which a small Thai Navy Ship came alongside with a Thai sailor with a broken back. Our helicopter flew the sailor to Sattahip(240 miles roundtrip). Went to Manilia for a visit on the 9th of Feb then to Subic a few days later. Returned to Ko Chang Island on March 2nd. Getting ready to travel to Singapore after which we will cross the equator. The ETs bugged the Chief's quarters where all the planning by the Shellbacks took place. On March 26th, some Pollywogs (our ship's doctor, some corpsmen and a couple other officers) kidnapped the chief corpsman and the chaplain, both important Shellbacks, and locked them in the isolation ward all night. The Captain and XO were shellbacks and punished the doctor and the corpsmen by having them do cocroach inspection on their hands and knees in the boiler room while wearing their dress uniforms. Two of the officers had to go up into the crows nest with a broom and sweep the horizon. Left the Gulf on the 3rd of April for Singapore. Left on the 9th. Recieved my summons to appear before the High Court of the Raging Main, was charged with being a scope dope and being a Bangkok liberty hound(very serious**). On the 10th of April, reville at 0530 for all Pollywogs. Uniform of the day was Scivey shirts and shorts and shower shoes or boon dockers.

We lost three crew members during my service on the Maury. One drowned at a beach party, one fell through an open hatch, and one radioman was electrocuted when he walked through two transmitters while doing our nightly scheds- the airconditioning was not working at the time and he was sweaty and electricity arched across his chest.

Here are some facts about the Maury as of 19 Jan 61:Personel - Officers - 32: enlisted - 361: Civilains - 6. Miles steamed on an average survey, 40,000. Fuel used on an average survey , 2.5 million gallons. Fresh water consumed each day - 20,000 gallons. Fuel consumed each hour - 500 gallons. Number of haircuts given biweekly by the ships barber - 110. Number of letters mailed daily - 175. Amount of soap sold in the ships store weekly - 500. Average monthly payroll - $45,000. Bread baked daily -75- loaves. Milk (canned sterilized)consumed daily - 65 gallons. Eggs consumed weekly - 210 dozen. Butter consumed weekly - 240 lbs. Beef consumed weekly - 800lbs. Ice cream consumed weekly(made in the ships soda fountain) - 150 gallons.



From LT. Morton A. Goldberg

I was ordered to the USS Maury in June 1962, originally for 2 years. Extended for a year. so ended up staying with her until July 1965.  The way things worked out, I actually served under 5 skippers: McNulty, Brittin, Cook, Neff, and Reilly.

My first assignment was EMO -- Electronics Material Officer. Since I had a civilian experience as a broadcast engineer, that was a natural fit for me, so there I stayed until I became Operations Officer as a LT after Marshall Greer left. I kept that billet until the time I left in 1965, shortly after Capt. Reilly took command.



Another Version of the Typhoon of 1967
From Q.D. Stephen-Hassard

Our "Near Death" experience we had two days out of Yokosuka on our return to Pearl Habor after 9 months in Viet  Nam(Sept 1967). My recollection of the  "STORM"  is still very vivid in my mind. We were at general quarters and the ship was rolling in the excess of 45 degrees. We had  has several engine failures due to severe rolls causing air to be taken into our sea suction/cooling water which shut down the condensers and the main engines. Talk about dire straights. I was the OOD and had thought I'd be relieved by LT Graham, the deck dept. head at 1600. I had the 1200-1600 watch and Graham was my scheduled relief, but he was too busy securing our gear and I don't know what else. I was OOD some 10 hours straight, then relieved by LTJG Steve New for two hours before I had to take the mid-watch. The SN on the port bridge wing was SN Bishoff and he yelled at about, I'd say, 1600-1700hrs when the wind began to exceeed 100 knots that the (new) radar antenna had been carried away. It weighed about 150lbs and flew like a leaf. Up to about 1530 it had looked like I might get relieved before the storm hit, but the barometer on the bridge had gone off its strip chart (it was a recording barometer and the arm fell off when it reached the bottom of the chart) and we began to roll heavily. Before the radar got carried away, I could see about two thirds of the tyhoon's eye in the scope, then we lost it. Capt. Aubert headed the MAURY straight into the storm and he knew two days before, as we left Yokosuka where the storm was and that our heading/track would take us directly into it. Aubert was repeatedly was told by LT Al Herrlinger's recommendations to deviated south to avoid it, which were repeatedly denied by Capt. Aubert. The typhoon was a classic western Pacific tyhoon which followed the text book track up the east coast of Japan, so avoiding it would have been easy. As the situation worsened, Capt. Aubert  came to the bridge and the helmsman was repeating the words that the "helm wasn't answering" at which point Capt. Aubert demanded a cup of coffee. I called his steward and to the absolute amazement of me and the bridge watch the steward soon appeared with a steaming cup of coffee (how he did it I'll never know, the way we were heaving about and the fact that we were on emergency power made coffee brewing at best difficult). Aubert took the cup of coffee and yelled at the helm to take a heading at which point I told the bridge, per Navy  protocol "the captain has the bridge!" to which, to my shock, Aubert responded, "I DONOT!" At which point he put down his cup down on the bridge plotting table and it promptly tipped over on the deck!"  making a large spill. Suddenly Aubert whirled around to give another command and he lost his footing, mercifully and cold cocked himself, breaking his ribs in the process. He was carried off the bridge to his cabin and he left us alone. Dr. Barnhouse, the MAURY physican confirmed the broken ribs. I believe Al Lipscher was on watch as OPS boss in CIC, but he was probably out on the bridge to see what was going on and gawk with the rest of us at the 50 foot waves. Talk about the perfect storm, this would definitely be a tale for the Weather Channel Storm Stories. Reyn DuBois told me atory from the engine room where he was on watch. He says they could tell the ship had, more than once, rolled past its point to capsize, but for what ever reason it did not. There are two reasons at least why it didn't capsize and these are that we were fully laden with fuel and two of  our 32 ton sound boats had been left in Yokosuka for repair and possible use by our sister ship USS TANNER(AGS-15). The almighty probably had a hand in our salvation, too. I do not recall being frightened, nor were the others, we just did what we had been trained to do and then did what we could to meet the treacherous circumstances. Mercifully the storm passed quickly and by 220hrs it was pretty much history, at least the seas seemd calmer and we'd gotten headway again. I still see those mountainous seas and realize what a close call it really was. Aubert sent a flash message before he was hurt, asking for assistance, but I reacall all of us including Lipscher, who would have to send it out, that thinking, "who in the hell would come near us" (and that AFT, fleet tug, Aubert was trying to reach more than likely would have just tried to save itself, while laughing at us). Our rolls were such that I recall hanging onto the overhead and thinking that If I let go I'd fall through the bridge wing door into the foaming sea; we could read 45 degrees plus on the bridge inclinometer. We all had life jackets on, but I wonder now if they'd have done any good beyond giving the Navy a few bodies to recover. I should mention that LTJG Kirk Heilman was asked to to go on deck to pull the quick realeases to jettison the gasoline we carried on deck for the P1800 pumps and beach camp use. Kirk crawled out with alife line and got rid of the 55 gallon drums, I think per the Captains request. The gas wasn't much os a hazard in my opinion and what Kirk did was extremely dangerous in light of the boisterous seas and huge waves sweeping  the deck. We lost all of our antennas and the ship was really scrubbed clean from the beating. Captain Aubert should have been court marshalled.



Article from the STARS AND STRIPES
November 2, 1959
By THURSTON MACAULEY, Staff Writer

Submitted By Chuck Schoen
USS MAURY AGS16  1958/1959

THE USS MAURY MAKES HISTORY IN THE BLACK SEA AND VISITS ODESSA, RUSSIA

    AUTHOR JOSEPH CONRAD once wrote, "The sea never changes and its works, for all the talk of men, are wrapped in mystery". The U.S. Navy does not quite agree. The Navy holds that the sea is ever changing, not only its reefs and depths but also it physical boundries, the coastlines. In an age of modern warfare, knowledge of those changes can mean a great strategical advantage. That is why the Navy is continually exploring what lies beneath the surface of the world's waters. In an effort to solve the centuries old ocean mysteries and to keep pace with these changes, the Navy maintains special crews who might well be called detectives of the deep. These are the hydographers and oceanographers. One such crew is assigned to the USS Maury. Originally named the USS Renate, the Maury was converted to a hydrgraphic survey ship at Norfolk and was commissioned in 1946. It was outfitted with modern drafting room, a print shop, photo lab and a helicopter flight deck. The Maury first joined the Pacific Fleet to survey Truk Atoll. In 1948 it began the first of several deployments to the Persian Gulf area and since 1952 it had been conducting special projects, usually operating about eight months of the year from its home port of New York. The Maury just recently completed its most recent survey work in the eastern Mediterranean and Black Sea.  Commanding officer of the Maury is Capt. Roger W. Luther, of Boston.  The ship's hydrogapher is Lt. Comdr. Russell H. Sullivan, of Washington, D.C..  He is assisted by four officers, 20 enlisted men and eight scientists.  Sullivan explained that waters around the U.S. and U.S. possessions are surveyed by Coast and Geodetic Survey while the Navy has responsibility of the rest of the world.  "Our Navy surveys are done at the request or with the approval of foreign governments," Sullivan said.  "In the Black Sea, we did limited oceanography, such as water temperatures, taking samples of plankton--floating animal life in the water--and studying light penetration.  In our continuous soundings, the greatest depth we recorded there was 1,180 fathoms, (7,080 feet)," he said. The Maury's photogrammatists use the ship's helicopter for aerial photography in charting coasts, rocks and reefs.  The ship carries an LCM boat to land trucks and smaller vehicles for shore parties.  Upwards of 15,000 soundings are made on the Maury to complete an average survey chart.  During its recent operations in the Black Sea the Maury paid a call to the Russian port of Odessa.  "It was the first time since World War II that an American naval ship stopped at a Russian port, and the first in history at Odessa", Luther said.  "For the men of the Maury it was the highlight of their seven-month cruise."  "It was a truly wonderful visit," Luther said.  "The Russians showed us great hospitality.  It was an outstanding contribution to understanding and peaceful relations between our two peoples."  Our officers and men were entertained ashore by men of the Russian Navy.  In return we gave a dinner on the ship for the Russians and two parties for Russian children."  "We also had a number of Russian officers and Hydrographers aboard Ship," oceanographer Sullivan said.  "They showed great interest in our equipment and asked many questions."  More than 1,500 Russians visited the Maury during its three-day stay in Odessa.  Before going aboard they received a brochure, in Russian, giving them a brief history and description of the ship.  The American sailors were enthusiastic about the visit.  "The Russians were all outstandingly friendly to us," said Gerald Decker, aerographer's mate 2/C, from Philadelphia.  "Besides two parties given for us at the Russian seamen's club, we walked freely around Odessa and met a lot of people."  "Whereever we went people came up to greet us.  In nearly every group there was at least someone who spoke English so we didn't need interpreters."  "The prices were pretty steep there," said Dario Piccolomini, boatswain's mate 1C, Leominster, Mass.  "For instance, in a restaurant I was charged $1.75 for a little piece of hamburger-type meat with an egg on it."  One sailor from the Maury made history of his own by becoming the first American sailor known to re-up in the Soviet Union.  R. W. Seaburg, machinist mate 2/C, signed up for another six-year hitch while the ship was in Odessa.



From Ensign Ron Hill

I went aboard the Maury as an Ensign(Disbursing Officer, S-1 Ass't. Div. Officer) in April 1969 just two days before deploying to Korea from Pearl Harbor for her last mission. I recieved my orders to another ship the night before we pulled back into Pearl Harbor in November. Although I served aboard 4 more deploying units to WESPAC during my career, the "Maury Maru" always holds a special place for me--I kinda teared up as she left for Mare Island! For those that served on the last deployment, you may be eligible for the new Korean Defense Service Medal that has just been announced by DOD (details forthcoming from SecNav).



   From Gerald A. Dalferro

Some time in during the last cruise to South Korea(1969), we were confronted by the North Korean Navy. This was less than a year sftrer they captured the Pueblo. We had a North Korean Destroyer off our stern with their 5" guns manned and pointing at us. We were lucky enough to have an Aircraft Carrier close at hand and they sent over a couple of fighter jets and that sent them packing. I have spoke to a High Level Communications Officer 30 years later and he said "that this Nation was ready to go to war on that one". Do any of you know anything about this situation?



From Jim Mason

"The waters around Vietnam were relatively uncharted and survey vessels were dispatched to conduct hydrographic operations. During these operations in May 1967, a sound boat from the USS Maury was hit by enemy fire and was sinking. The USCGC Point Kennedy WPB 82320 went along side to give damage control assistance and simultaneously suppressed enemy fire while extracting both craft from this precarious position."  Captain Aubert and the CO of the Kennedy had some heated discussions. A crewman from the Kennedy went into the water with a mattress and saved the sound boat from sinking. Captain Aubert told them even though they didn't do a good job of protecting the boat that we were still going to provide them with ice cream. The CO of the Kennedy told Captain Aubert what he could do with his ice Cream. It got so bad that Comnavforce Vietnam had to intervene. The only person injured on the sound boat was sitting on the can when the shell hit and got a splinter in his butt.....



From the  PATHFINDER Newspaper  Vol.IV  No. 1
USS MAURY  (AGS16)    May 1967
Contributed by Ltjg Dick Stephan-Hassard

SOUNDBOAT   HIT  BY  VC  !!

HIT BY HOSTILE FIRE USS MAURY  (AGS-16)  AT SEA,  13 MAY 1967.  A 52  -  FOOT  32 TON SOUND BOAT FROM THE HYDROGRAPHIC SURVEY SHIP,  USS MAURY  AGS-16.  WAS TAKEN UNDER HOSTILE FIRE NEAR THE CO CHIEN RIVER ON 13 MAY WHILE CONDUCTING CLOSE -  INSHORE SURVEYING.  STRUCK BELOW THE WATERLINE BY THE FIRST OF SEVERAL  57MM RECOILESS RIFLESHOTS. tHE SOUNDBOAT CREW IMMEDIATELY RETURNED FIRE WITH  50 CAL/MM.  AS DID THE FIRE - SUPPORT ESCORT WPB  KENNEDY WITH BOTH 50 CAL/MM AND 81  MM HIGH EXPLOSIVES.  SOUNDBOAT  OFFICER IN CHARGE LTJG PHIL LAMBERSON OF WARREN , OREGON ORDERED  HIS SOUNDBOAT  TO CLEAR THE AREA TO SEAWARD AND THE CREWMAEN BEGAN IMEDIATE DAMAGE CONTROL EFFEORTS TO PLUG THE STARBOARD BULKHEAD OF THE FORWARD BERTHING COMPARTMENT WHICH WAS FLOODING RAPIDLY FROM A 15  BY  20 INCH HOLE AT THE WATER LINE AND SEVERAL  3 INCH FRAGMENT HOLES BELOW THE WATER LINE.  DESPITE THEIR EFFORTS  TO STOP THE FLOODING,  WATER POURED INTO THE SOUNDBOAT AT A RATE OF 400 - 500 GALS PER MINUTE.  fASTER THATN THE BOAT PUMPS COULD PUMP THE WATER OUT.  AT THIS TIME THE COAST GUARD CUTTER POINT KENNEEDY HAD SURPRESSED THE SHORE FIRE AND TOOK THE SOUNDBOAT ALONG SIDE TO BEGIN ASSISTING THE SOUNDBOAT CREW WITH TWO SUBMERSIBLE PUMPS.  ADDITIONAL SHORING MATERIAL,  AND A SALVAGE PUMP.  mEAN WHILE USS MAURY,  UNDER THE COMMAND OF CAPTAIN G. A. AUBERT, PROCEDED AT MAXIMUM SPEED TOWARD THE SINKING SOUNDBOAT FROM HER POSITION SOME TWENTY - FIVE MILES TO THE NORTH.  THE  RIVER MOUTH LST. HARNETT COUNTY,  DISPATCHED STILL ANOTHER PUMP AND ,  WHICH TOGETHER WITH THE EFFORTS OF THE SOUNDBOAT CREW AND COAST GUARDSMEN,
STOPPED THE FLOODING WITH ONLY A FOOT OF THE SOUNDBOAT BOW ABOVE THE WATER.  SHORTLY THEREAFTER, USS MAURY ARRIVED ON - SCENE AND DEWATERING WAS COMPLETED WHILE THE SOUNDBOAT WAS SUPPORTED BY MAURY'S LARGE AFTER BOOM.  THERE WERE NO PERSONNEL CASUALTIES AND  LT. JAMES V. DUNN,  MAURY'S HYDROGRAPHIC OFFICER WHO WAS ALSO ABOARD THE SOUNDBOAT, CREDITED THE PROMPT CREW ACTION AND THE ASSISTANCE EFFORTS OF THE POINT KENNEDY WITH SAVING OF AN - OTHERWISE SUNKEN SOUNDBOAT.  ATHOUGH SOUNDBOATS FROM FROM HYDROGRAPHIC SURVEY SHIPS HAVE CONDUCTED CLOSE - INSHORE SURVEY RUNS OFF HOSTILE SHORES.  THIS IS THE  FIRST TIME A MAJOR CASUALTY HAS BEEN SUSTAINED ON HEAVY FIRE HAS BEEN RECIEVED.....



From ENS. Glen A. Bengson

I came aboard the Maury in April of 1968, fresh from OCS, and communications school at New Port. Served as Communications Officer, worked on the ship's newspaper. I arrived at Subic to meet the ship. The Navy, bless them, had sent all my extra belongings to a  warehouse in Pearl, where it sat until sat until we returned in October, so I had to get new gear. I boarded the Maury with my Ensign Bars in the wrong position, a predicament quickly noted by my fellow officers, we truly had a great crew. I remember that for my second cruise, April 1969, that the electricity had gone off during the night, unbeknownst to us, and I was barely able to get to the ship that morning for departure. A very eventful cruise that was, too. A bad accident in Korea with a vehicle. Followed by a Russian missile ship we were at GQ for a day. A picnic on the beach interrupted by terrible weather and waves and another ship mate injured in a fall. The smell of squid hanging like laundry in the Korean coastal villages. The South Korean single prop plane firing rockets, which acted like crazy  Fourth of July fireworks (thank God), at the soundboats. And on both my cruises returning to Pearl through the edges of  typhoons. "The Perfect Storm" gave a good feel for that experience. So it was good to see so many at the re-union.



From ET3 Mike Thomas

I was an ET3 on the old girl during her last cruise, a Korean survey. I was assigned to sound boat #1. Ens. Bill Hiable was the boat officer. BM Stubbs was the coxswain. Capt. Fidler was the skipper at the time.We had some terrific adventures while running survey lines in that sound boat.  I remember we endured a major Typhoon on the crossing to Japan and a diasterous beach paty in Korea. Some sailor was injured badly during the party because someone else jumped off a rock onto him. Then a storm blew up and those of us on the beach had to make our way to the nearest port overland. Our sound boat was attacked by a Korean aircraft, because we were mistaken for a North Korean infiltrating the South.  I always felt that Maury was sort of the last of the "Old Navy". She was an underarmed ship, tasked with an independant steaming role, usually in hazardous waters.
I left the Navy in 1974, as an ET1, after six years of service. I got a degree in English Literature from the University of Hawaii. Oddly enough I ended up becoming a cop, and I retired in 2000 after 24 years of Police work. I am now living in Reno, Neveda. I am currently the President of the Museum Association, at the National Automobile Museum, in Reno.



From SO-3 Mervin E. Deal
Maury Shipmate 1948 - 1949

I was stationed aboard the USS Maury during the 1948 - 49 trip to the Persian Gulf. During that time, I thought Kuwait was a part of Saudi Arabia.  Shortly after we arrived there, the Ship's Photographer was allowed to visit the "execution grounds". The ships newspaper then had pictures in it of hands and feet hanging on a post and one body with separated head.  At the time I was a sonarman and assigned to operate the fathometer on one of our soundboats. We left the ship on Monday mornings and returned Friday evenings - running our sounding lines and living on the boats.  One Friday evening - no ship. We could not contact Maury by voice radio, so I restowed the transmitter and reciever and plugged in the hand key. When I contacted the ship using Morse Code, they told me that they were on their way to Bahrain Island to meet a supply ship, and  arrived later than scheduled and for us on our four soundboats to stand fast and that they would return ASAP. I then returned our radio equipment and passed the word onto the other boats.  At another time on a Monday morning, shortly after we left the ship, we were hit with a severe sandstorm - we couldnot see and our magnetic compass was spinning like a top.  After a while we ran aground and set the storm out there.  When the storm cleared, we were quite a distance from shore but floating since the storm had come in. We managed to start one engine and get to a civilian ship at the pier, where we waited for the Maury to return.  When our boat was lifted out of the water, it was found that we had a piece of old cable wrapped around the prop shaft of our engine so tight it would not turn. This is the reason we couldn't start our other engine.



View from the Front:  Vietnam
By the Deep, Fire
November 1966
Navymen manning hydrographic soundboats are normally more concerned with measuring the depth of shallow offshore waters than firing a machine gun at an enemy dug in on the beach. But a soundboat crew from the USS Maury (AGS16) proved that they are at home in either instance.
Soundboat  7 was running sounding lines near Chu Lai, when she was taken under fire by automatic weapons from the beach, about 150 yards away.
Crew members on the sound boat were quick to return the fire with small arms. The coxswain swung the shallow-draft boat around to withdraw from the beach just as the second burst cut across the bow at deckhouse level. Several bullets struck the craft, one of which passed through a window and just missed a fathometer operator. Sound boat 7's crew silenced the enemy fire from her 50 caliber machine gun.
The officer in charge of the soundboat was credited with his crew's quick reaction in manning their stations and returning fire and for holding damage to a minumum and averting casulties.

Reprinted with permission from All Hands Magazine, Inc.
and the Game Wardens of Vietnam Association, Inc.
Official Home of Task Force 116



From LTJG Thomas Kiander
1966 - 1967   

I served aboard the USS Maury from 1966 to 1967. My rank was LTJG and I was assigned to the Deck Division. From timte to time as we operated in "Indian Country" I went aboard the sounding boats as second officer aboard. My most notible memory is when our boat with LTJG Don Puccini regular officer aboard were hit by hostile automatic gunfire. We returned fire and retreated from the area. Even more clear in my memory is SN Paul Brophy manning and returning fire from our 50 caliber machine gun. He should have been recognized for his actions that day.



From John F. Michler
1965 - 1967

I was 19 years young when I reported for duty aboard the USS Maury in 1965 and 21 years old when I returned to the world in 1967. I was assigned to 1st Division under Ltjg Tom Kiander. He was a great Officer and friend to this day. Roger P. Roberts is another Man I will never forget and would like to express my condolences to his family. Maury's Vietnam's survey 1965-66-67, I was assigned to the 1st Division deck force under the command of Navy Lt. James Maxwell. A carreer Naval Officer. Lt. Maxwell had no friends, if you said anything bad about the Navy he didn't like, he would put you on report for insubordination. He would make you life as miserable as possible. He was a real dictator and a real *@!*&.  I didnot know how to state this complaint fully as it would take too long to say everything, but there is one area I have failed to mention. I have AB Negative blood. Which is less than 3% of the population in short I became a very popular person. At the time I was in Vietnam there were many GI'S with AB Negitive blood but only nine were able to give blood, six were in the Navy stationed on ships or river craft and three more were in the AirForce. The rest were either drug addicts or had contracted various STD'S which prevented them from giving blood. I had no health problems that prevented me from donating blood.  I do not remember the exact dates I was put in harms way because of my blood type. But I do remember the places and there were many, Hue, Dam Am Hai, Cu Lai, Batangan, Nha Trang, Cam Ron Bay, Phan Rang, Saigon River, Mekong Delta, Bassac River and An Thoi just to name a few. At Ch Lai we were under fire conducting servey operations in support of a US Marines beach landing.  I will never forget the Typhoon we were in or what I would call the "Perfect Storm" O my God, talk about being in the eye of the storm, the ship just started coming apart, I was in sick bay some three weeks being treated for injuries.  Phan Rang, Vietnam:  I was sitting in the mess hall having lunch when our ship and squadron came under attack. Small arms fire, rockets, mortars and a scroll mine went off. I was blown up to the top of the hatch and hit my head and was injured and bleeding and fell down injuring my left ankle. That was January 20, 1966. I will never forget that date. I wanted my Purple Heart given to me immediatley. Lt. James Maxwell and the Navy Brass denied me. I was told that my injuries and actions were not consistent with the Navy/Marine Corps guidlines to be awarded the Purple Heart.



From Kenn Ritza

After four years of fleet duty, I used the SCORE program and cross-rated from a Fleet rating  DM2 to a Seabee rating of EA2, so I could get off the ships and become part of the ground action in Vietnam and still be a part of the Navy.  My first assignment after cross rating was to the USS Maury(August 1966 to January 1968) as part of " V" Division. In the fall of '66' we surveyed the coastal water of the Kwajalein Atoll at the request of the Vandenburg AFB. We had to find out where the ocean was deep enough to prevent the Russians from retrieving any test missiles sent down range from California.  After Captain Aubert put us through the "STORM", the MAury spent 1967 surveying the waters off Vietnam. In May of '67', I made EA1 and the XO at the time CDR Lang, made me Chief Master At Arms, because the ship was too short-handed of Chiefs to waste one as CMAA.  Shortly after we returned to Pearl, I left the ship to join NMBC3, a SeaBee Battalion in Vietnam at Hue. Later got another Vietnam deployment to Da Nang.  I finally retireed as an EACS. My carreer ended up with two years in the Army during the Korean War(1952-54) and Later, 18 years(1962-80) with the Navy-four years with the fleet and 14 with the Sea Bees



From Dick Payne

The USS Maury went through the eye of that hurricane, named Carol, off the shores of New England in Aug/Sept, 1955. That was quite exciting.  I was a 3rd/2nd class Hospital Corspman. I was in charge of safety/sanitation so I used to give many of the First Aid Classes and check various departments and compartments of the ship. After fifty years I do not remember the names of many of my fellow shipmates but do remember many good and interesting times.



From Donald  Monson, Captain, USN(RET)

On the 31st  of January , 1968 I assumed command of the Maury. The ship was still in the shipyard drydock, but was due out in two weeks. When the overhaul was completed, the dry dock was flooded and we prepared for our first post-overhaul sea trials.  With a harbor pilot aboard and tugs to help, we moved away from the pier. As soon as we were fair to the channel between Ford Island and the shipyard, the harbor pilot scrambled down the Jacobs ladder into the pilot boat. The lines to the two tugs were cast off and we were on our own.  At that moment, I experienced a feeling very much like I felt on my very first solo flight twenty-seven years earlier. As soon as the port lookout reported pilot boat clear, I cleared my throat to make sure my voice wouldn't squeak and called for all engines ahead one third. I think I carried it off okey. If the other members of the bridge team recognized any nervousness on my part, they were nice enough not to let on.
All my ship-handling experience up to that time had been on forty-thousand ton aircraft carriers. Maury's displacement was just under seven thousand tons. Yet, in a remarkably brief period. I began to realize that the handling characteristics were quite similar. I knew I was going to love this job.  As we proceeded outbound, on the starboard side of the channel, I recieved a call from Main Engine Control. Lt. Ken Tate, the Chief Engineer, was on the line. He said there was trouble with one of our two main engines and he would have to shut it down and lock one of our two main shafts. Not an immediate problem as long as the other engine kept running. We were committed to continue out the channel because turning around in that limited space was out of the question. I decided we would go about ten miles past the entrance buoy, while continuing to test the other elements of the ship's systems, then return to port.  We remained in the off-shore operating area for about two hours. I then sent a message to Port Control requesting permission to enter port, informing them that I would be operating on one screw and requested tugs to meet us early in the channel. Port Control acknowledged my request and cleared us into port.  Meanwhile, a heavy afternoon rain squall had moved between our position and the entrance channel. Visiblity soon decreased to zero in driving rain. Here I was on my first trip back into my homeport, operating on one engine, with no visability . I had to rely on the radar piloting team in the Combat Information Center to line us up in the channel. They did a perfect job. When the rain subsided, and visibility increased, we were in the center of the channel, lined up on the range. The tugs were waiting to escort us in, to keep us where we had some water under our keel in case we lost the other engine.  All in all, it was an exciting but rewarding day. I gained some much needed confidence in my ability to handel a ship I had never been on before, not even as a passenger. More importantly, I had acquired a great deal of respect for, and confidence in the bridge team and Lt. Tate's engineering gang. In the months ahead, my initial confidence in Maury's crew, both officers and men proved to be well founded.



From William Beaulieu  RD3

I was on Soundboat #1 when the Maury hit a Pinicle in the Persian Gulf on 17 January 1952.  We were recalled to the Maury and was fitted with a Radar Reflector and plotted the area for two days.  I could look down and see the top of the Pinicle which was about 13 - 15 feet below sea level.  The ironic thing about this event is that the Maury caught a lot of  "Hell" from home base, State Side. They said "you're supposed to find them,  not run over them."  When Maury returned to drydock,  in the Brooklyn Naval Yard in May, I went down in the drydock under the Maury and found the sonar head had a little damage and the hull had visable scrappings...



From Tom(Doc) Williams  HM2






SFM3 Jim McConnell, 1960 - 1963




PC3 Kenneth Sample  1962-1963

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