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The Detachment that did two Conflicts in one
Deployment
By EN2 Ed Mann Chief Engineer and Asst. Boat Captain
PB-758 |
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MARG 1-84 (Marine Amphibious Readiness Group) operated from 12 Oct
1983 until May 1984. It was comprised of
Special Boat Squadron TWO, Detachment Charlie
supporting SEAL TEAM FOUR operating PB
758, PB 777 and a SEAFOX ( SWCL).
Welcome to SBU-24,
are you READY??? My attitude was "Leave your Rate at
the Gate." All that meant was that you have a skill
to bring to the table. Here you are a Combatant
Craft Crewman. I worked with and trained others to
become crewmen and eventually Boat Captains on 65'
MKIII Patrol Boats. Their success or failure was
based on paying attention to what I was going show
them. Most got it and some didn't. Those that didn’t
went away. If a PB needs an engine changed, that
assigned crew is going to change it. The crew is
going to clean weapons and the crew is going to
non-skid the deck. A crew lives together, fights
together, and may even die together, but they are
going to do it together.
When a PO1 deck
rating came from the Fleet to the Boat Unit and one
found himself working for and being taught how to
drive the Boat from a EN1, that could be a quite a
shock. An Engineman Boat Captain sounds cocky or
arrogant, but I viewed it as confidence. An EN Boat
Captain in those days was always being scrutinized
and under pressure. People were always looking for
the slightest flaw so they could say, "see,
Enginemen should stay in the engine room where they
belong." So being confident was a survival mechanism
to that pressure.
My Confidence came
from experience. It wasn't always there. You have to
go back to the beginning of my Tour at SBU-24. A
long trip from Hell that went to Grenada and then on
to Beirut, Lebanon.
MARG 1-84
operated from 12 Oct 1983 until May 1984. It was comprised of
Special Boat
Squadron TWO, Detachment Charlie supporting
SEAL TEAM
FOUR operating PB
758,
PB 777 and a
SEAFOX (
SWCL).
We only had the PB
MkIII’s for less than a year. SBU-24 had Mini ATCs
and MK I PBs before that. We were learning this
Coastal Riverine warfare on the fly. I was a second
Class, then a Chief Engineer on PB 758.
The PB Det workups
were making sure the DC (damage control) Kit was up
to snuff and went over each items use. Weapons that
we were weak on, the Mortar, 40mm, and 20mm, and
Board and Search stuff, using a PL as a Bad guy, we
trained on during some drill weekends.
In Oct we loaded
up on the USS SNELLING and MARG-1-84 got underway
for Beirut on a Peace Keeping Mission. Our mission
was to patrol anchorages and escort landing craft
from the anchorage to the beach. We were going to
relieve the MARG already there. They only had one of
SBU-20's SWCLs and was doing all of that by
themselves. The lesson learned was that not every
craft is suited for the mission, hence the PB Det.
was going.
GRENADA
Then everything
changed we started heading south, we were told were
going to a place called Grenada. Why? A Show of
Force. We were given a chart that was maybe a 3 ft
by 5 ft and Grenada took up about 6 inches of it!
Then the barracks in Beirut were blown up at the
same time and the word invasion was talked about all
in same day. I recall that was a stark reality. We
couldn't get any good info or intel. We lived on the
boat while aboard the ship, so we powered up the HF
radio and listened to the BBC. Nothing we heard was
good in either place. The air was getting a little
thick and then the word came down that we were going
to secure the island.
First they were
not going to use the PBs but the Seafox and the
SEALs went into isolation.
The night before the shit hit the fan the SEAFOX and
two Zodiacs launched into the dark. Our officer Lt Doggerty came up
on the radio and we monitored the frequency they
were on. We could see helos orbiting in the distance
with their lights on. Then the Fort Snelling went to
GQ and we manned the boats as that was our muster
station. We watched the show all day from the deck.
The SEAFOX and SEALs came back about mid-morning. I
believe it was about that time we got word we would
launch that night and that we would be quarantining
the Island. No one goes in or out! We would be
looking for Cubans trying to get off the island or
reinforcements trying to get on. We were also
briefed on the possibility of two Cuban Patrol Boats
in St. Georges Harbor. We launched from the Snelling
in the dark. Quite a feat removing heavy cables and
shackles from a 65 ft boat, rigging it for hoisting,
craining it over the side, perform an ammo load out,
and get underway all without any light. Times two
for the other PB.
We were patrolling
off the island pretty close in for the most part. We
did embark half of the SEAL Platoon for a while. We
drove the boat almost up to the shore line and the
SEALs did a hydrographic survey with a lead line,
and they did it in broad daylight. I guess we lived
up to the SBU-24s motto, “We Go In Close". There
were boats with reporters that we chased away. Then
we got vectored by a helo who was chasing a small
boat. We intercepted it and took two guys off as
prisoners. They had $8000 on them, so we anchored
their boat and delivered them to the USS Caron.
Later we picked them up and took them back to their
boat, released them and told them don't come back.
The SEALs later left our boat as they had something
in the works. We continued our patrols of the west
side of the Island looking for people trying to
leave or get onto Grenada.
The last tasking
we had was to go to Carriacou as it was reported
Cubans may have left before the show started and
gone there. We put the SEALs in to look for them.
Bear in mind we had that LOUSY Chart. We saw a guy
in a small boat just after dawn and as we headed for
him he took off. We gave chase and I was on the bow
and saw the water turn from deep blue to Light blue
with dark Spots. By the time I got Tom's attention
we ran across one and instantly it was bad.
Grounding, the curse of the Combatant Craft, but no
flooding, just a very bad vibration in the
centerline and starboard engines. In the end we shut
those two engines down and ran about 8 knots on the
port engine only. It was a very long and somber ride
back to the USS SNELLING. Our war was over.
Lessons learned:
There wasn’t much
time to prepare for anything. It was go do this and
we went and did it. Our Boss for most of the
Captains and
I was the USS Caron and for SEAL Support stuff it
was LT Mike Walsh.
Communications!!!! Being able to talk to all the players when you are working with
the Blue water Fleet, you have got to know how to
play by their rules. A 5 inch shell doesn't care
that your part of Naval Special Warfare. Case in
point: It was night time and we are less than 300
yards off shore. We saw the silhouette of a
Destroyer. It narrows and grows taller. Well that’s
not good! When you operate near other boats with
LN-66 radar
you get the telltale bunny tracks. You should see
what it looks like when you get locked up on
someone’s Fire Control Radar. Now we are calling on
the radio and not getting any response and then
signaling with the big bright spotlight, Dit Dah Dit
Dah, over and over again. Finally we got a response
on the radio and plead our case and the Tin Can
turned away. We can see the Bow Mount turn back
straight. It wasn't our night to die I guess, but
this happened twice. On our way to Carricou we got
flares dropped on us by A-7s and they lit us up like
broad daylight. Clandestine my ass! Again we were
pleading on the radio not to get whacked. Three
times we were almost killed by your own side. When
we were released from Grenada and proceeding to
Beirut we worked on flashing light signaling and
better methods to communicate Group messaging via
VHF and flashing light.
We stopped in
Rota, Spain and picked up some yard birds that rode
with us to Beirut to make repairs on the boat while
underway so that PB758 was ready when we arrived on
Station.
Beirut:
Beirut was a large
city. The morning we saw it we were surprised how
large it was with high rise buildings, and it had a
cloud of smoke hanging over it. Then when you looked
through binoculars you saw that the buildings were
full of bullet holes and whole floors were burned
out or had gaping holes in them. Closer to the
airport everything was just plain rubble and yet
full of activity. Vehicles were moving on the coast
road and commercial aircraft were taking off from
the airport.
We were still
onboard the SNELLING when the infamous collision
happened. We were doing a un-rep from the port side
of an AFS with an LST on the starboard side. I don't
believe it was a suicide thing at all, but there was
a Tramp Coastal Freighter headed into Beirut harbor.
It was early in the morning and some poor slob was
half asleep on the helm and discovered he was on a
collision course, but then wasn't sure what to do
next. By the time he woke up his Captain, BAM. End
of story. Emergency break away was a little too
late, really hindsight on my part. The freighter
sank in about 20 minutes. A small boat from another
ship picked up the survivors.
The PB’s mission
in Beirut was to patrol the anchorages and escort
LCUs in and out. We had two patrol stations. One was
the Northern off Beirut point. There we monitored
shipping going in and out of Beirut harbor. We had a
sheet of paper that we used to describe the type
vessel and the kind of cargo handling gear it was
carrying, what flag it flew and its name. We would
call on
channel
16 and inquire about their cargo, last port and
destination. That's if they would answer.
The Christian
Phalange Militia had an Israel Made Dabur class
Patrol Boat that would come out of Jounieh at night
and go south. That station would warn all units they
were coming to make sure there were no issues and to
monitor his exit out of the AO. It would return
before dawn and go back to Jounieh. Again our Boss
was a surface ship, several Destroyers and then the
USS New Jersey
when it arrived. They were the best to work for and
also the USS Caron again. The Southern Station was
off Green Beach. There you escorted the Landing
Craft in. There were also the air lanes for the
helos in that sector. We checked fishing boats to
make sure there were no surprises in place to get
the Landing Craft. We also had intel that a Soviet
SDV was made available to the bad guys, although we
never saw it.
It was at night
the show started, tracers going everywhere in the
mountains and sometimes the city. If fire came down
near the airport we would advise our Controller.
Later in December and January our ships could do
fire missions based on info we provided for NGFS
truing. We would give landmarks on what we saw. The
New Jersey did not like to fire over us. They would
always direct us seaward. Mostly 5" would be fired.
Twice I saw the 16" guns fired, but only one gun,
never any broadsides. I would have loved to have
seen that. Then the Israeli Navy would come in at
night and go to the Christian sector north of Beirut
and go back south by sun up. We would report those
events up the chain of command and de-conflict
issues.
The Israelis would
never speak to us or answer back any hails, and they
always traveled blacked out. The Christian Phalange
never communicated in anyway ever. The only visitors
may have been the Lebanese Navy. They had a WWII
looking LST and a boat that looked like a yacht and
three 1930's vintage wooden patrol boats. Other than
the LST they hardly ever got underway.
When we did tie up
it was at the Naval Base. The Phalange boat was in
the marina next door. The way the war appeared to us
was the 3 different sects of Muslims would all shoot
at the Christian Militia, and if the Christians
didn't play they would shoot at each other. A guy
would work in his shop during the day and go man up
an artillery piece at night and shoot at whomever
and then stop around 2 or 3 am and all would go to
bed. They only shot at us Americans if we got in
their way or to make a statement. 90% of the
population had nothing to do with this, only 10%
were the shitheads.
There were two
areas north of the Beirut Airport that was called
Khomaniville and Hooterville. They were the trouble
spots, and that’s where most of the fishing boats
came from. The place was mostly rubble. Iran, Syria
and Israel were the string pullers. The
Coalition was
the US, France and Italy, and of course the Russians
were around also. After the Bombing of the Barracks,
ships only came near the shore in Daylight. They
would go out 50 miles at night, the Gators that is,
and the Destroyers and Battleship between 5 to 8
miles. We in the PBs were only 1 to 3 miles but
during the day we were in closer. Gators would only
come in to deliver cargo by landing craft, and that
was during daylight hours only.
Life aboard a
Patrol Boat. We learned to operate for very long periods of time. We split the
crew in half and I got promoted to Assistant Boat
Captain. The split crews would operate 8 hours on
and 8 hours off. The ON watch would operate the boat
and man up whatever weapon were needed. The OFF duty
crew at GQ would man the remaining weapons. The OFF
duty Boat Captain would run the deck outside the
pilot house and the ON Duty Boat Captain drove and
was in command in the pilot house. Sound powered
phone bells were the means of alarm. They rang you
went to GQ.
We had no base per
say. We could get permission to go to Jounieh and we
would go there for maintenance or if the weather got
too bad. The longest we ever stayed there was 3
days. We operated around the clock. Usually once a
week we would have a
Logrep
(logistics representative). The
battleship New Jersey would task a ship for that
purpose. Sometimes it was the Snelling and other
times a DD or FF. We had a form that had line A, B,
C, etc. and we would transmit that by group to group
message or flashing light. Towards the end, I don't
remember the order but one line was fuel status and
we gave a percentage. Fuel oil was line 2 or 3 which
indicated the number of Jerry cans to fill. Of
course there was a line for food, such as 1 case of
steak or burger patties and loafs of bread, that
kind of thing. Spare parts had to come from the USS
Snelling so requests were usually sent 24 hours
before the event. Spares could be heloed over to
whomever asked for the Logrep.
Hygene: Not much you could do here. We switched to a toilet that could
hold or be pumped over board. No place to pump it
except overboard. We bathed by bucket, at first in
cold water then we got pots and heated water on the
stove. Our bathhouse was the engine room behind the
centerline engine as the Intercooler made a perfect
soap holder and the exhaust pipes a towel holder.
Just don't stick your ass in the alternator belt.
Nothing like a naked guy wearing mickey mouse ears
(sound protection) while washing his ass.
If time and
weather allowed we could go on board one of the
ships for showers and get laundry done. We made
friends with the ACU-2 LCU guys and later when an
LCU would go into Jounieh we would get better meals
and showers from them. We would go watch a movie in
their crew berthing area. There were some guys from
the Lebanese navy that would always come over and
inquire as to what we needed. They would bring us
Pepsi sodas and Leo bars (Belgian KitKat bars). The
best guy was named Gabriel he spoke good English. If
we needed something welded he would arrange it for
us. American Coffee and Playboy magazines would get
you lots of stuff in trade. Sailors will be sailors.
Our generators
were only shut down to check and change oil. They
exceeded the hours well beyond what they were
support to run. Our generator lost compression so
Gabriel brought a guy down who had some French
brazing rods that was square. We popped the
compression rings off and wrapped brazing rods
around the piston and dressed it up, put the pistons
back in and that fucker ran!! I believe we came back
home with them still in the Onan. We had a bad
problem with burning valves on the 8V71TI and taking
the heads off while underway was not something you
wanted to do. We
transited into a system of pop off the bad
head, set it alongside and get a new one handed
down. Then the bad head goes up and get repaired.
The Intercooler was another good example of hand the
dirty one up and hand down a clean one and away you
go. If a PB went to Jouneih then the other PB split
the difference on stations. Basically double duty.
It was very rare that both boats were off station at
same time.
Hot racking: You slept in your own sleeping bag so that was not a problem. In
port we dropped the table down and slept there also.
We added a cross bunk in Berthing Compartment.
Weapons: I don't remember the lube we used but they required constant
attention, The lube kept the rust down but smoked
bad when fired. The Ready Service ammo was kept on
deck, lashed to the mounts with 1/4 inch cotton
line. But heavy seas would snap it like a thread, so
we moved them into the
sponson in
heavy weather.
The new Det that
replaced us brought all kinds of parts and new
engines. We had one maintenance availability in
Haifa. It was when the Marines pulled out and went
back to their ship. That was a week I think, so we
sailed down and back to the AO. Each PB got a new
engine.
We tried to stay
out of small arms range, but they would send big
shells our way quite often. There were mortar rounds
near Green Beach and 155 from over the mountains.
Once we escorted a US Merchant ship full of ammo for
the Lebanese army into Beirut Harbor in broad
daylight. We got "pot shots" most of the day. The
SEALS secured the pier area and we acted as a
waterborne deterrence.
As a rule if you
went off shore and the gun line ships were firing it
would go crazy. If you were close to shore then a
lot of other weapons may start firing in all
directions and somebody could get killed, so we came
back with less ammo than we left with.
We also did a
humanitarian evacuation of Non Combatants from
Jouneih. Marines came in with CH-53s and LCUs. We
received fire most of that day as well, mostly 155
from over the mountains, but I don't think they
wanted to hit us. It was there way of saying Goodbye
to the non-believer Infidels. That happened after
the pullout from the airport.
The withdrawal of
the Marines, I think, really shocked and depressed
us. Even though the city was shot up it was very
much alive with aircraft still taking off and
landing. The lights were on in the city at night.
There were Ferris Wheels all over and the Lebanese
loved those things. Then the PLs went in and then
the
Marines came out on the Tracks (Amtrack Amphibious
Troop Carriers. The PLs were the guide
boats and we were the escorts with Cobra Gunships
flying above us. No fan fair. They just up and left.
The guys that
replaced our Detachment flew in. They were having
parts shipped over as the original plan was for them
to have a new Mothership, and operate the same
boats. The SEAFOX was the only boat that would be
swapped out. With the pull out of the Marines in
Beirut there was talk of the boats going someplace
else or just stay in the Med, but in the end they
brought them home. The replacement guys came on
board one for one. As the Assistant Boat Captain I
came off first and Tom got stuck training the new
Boat Captain in the ways of Pirate living. I helped
set up a support apparatus that would provide a much
better means of services to the Boat Crew. It seems
they did pay attention to the reports we sent back.
Of the original Detachment we drew straws for a
choice of riding the USS Snelling home or flying
home. I got to fly home. I got off in Rota Spain
then home to Norfolk. We got the Duty Driver to pick
us up about 2030. No greeting, no nothing. Just
a fellow Engineman. John Morrow had the duty to
welcome us back. I went down to a PB and chatted and
spent the night aboard. After 7 months what’s one
more night. The next morning I mustered
in with the
ENs. The C.O. called me over to his office for a
long chat with him and the X.O. My parents came from
Richmond to pick me up and took me home on Leave. I
got back from leave just in time to greet the rest
of the det. when the Snelling came in.
Time marches on
and in 1986 SBU-24 was tasked to transit to Grenada
to do a MTT (Mobile
Training Team) with the Grenadian Coast Guard. I was
the Boat Captain of 738 then. I really didn't want
to go back to Grenada, but when the C.O. himself
comes down to the boat and sits down with me and
asks me to go, well I guess I'm going then. At the
time this would have been the longest transits of
East Coast PBs. Driving the boats down from Little
Creek via Moorehead City, May Port Fl., Clarence
Town, Bahamas, Porta Plata, Dominican Republic,
Roosey Roads, PR, Antigua, Martinique and finally
Grenada.
Once there we
begin our training ops. We were going to insert
SEALs at night for training. Two PBs with SEALs on
each. LCDR Manendez the XO on the other boat and I
had no Officer with me. I did have a PO1 SEAL named
Piana from Team-4 with me. We did our part and
inserted the SEALs and got cut loose so we could go
to St George and tie up in the marina.
We tied
up to the pier about mid-day. Piana and I go ashore
to verify all the details of our stay there. Walking
back down the pier to the boat, well guess who's
walking up the pier? Our Prisoner from 3 years
ago!!! He and I do not say a word just hard looks
and kept going. Back on the boat Piana asks if I was
okay. He said I was looking at that guy and was pale
as a ghost. I told him the story. I was the guy that
had an M-16 pointed at his head when we took them
prisoner and they were not exactly happy about it,
and in fact he was pretty pissed. I told him he
better calm down because he was making me nervous
and since I have a weapon pointed at his head it was
not in his best interest. Well Piana thought this
was Funny as Hell, but I didn't.
I wasn't going
ashore and took the first watch. Piana and the rest
are off on Liberty. I forget who relieved me and I
hit the rack. Around 0300 Piana comes in and wakes
me up saying it important and needs to speak to me
right now. My first thought is the crew got into a
liberty incident and the XO is going to skin me
alive. In UDT shorts I step out and sitting at the
fantail is Piana and THAT Guy. Piana says you guys
never been formally introduced. I guess Piana and
the guys wound up drinking buddies that night and he
brought him back to the boats. Over the nights talk
I found out the $8000 dollars was for smuggling
reporters into the island, but you know I still
can't remember that guy’s name, but I can remember
his face to this day. |