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USS Stark (FFG-31)
History
United States
NameStark
NamesakeAdmiral Harold Raynsford Stark
Awarded23 January 1978
BuilderTodd Pacific Shipyards, Seattle, Washington
Laid down24 August 1979
Launched30 May 1980
Commissioned23 October 1982
Decommissioned7 May 1999
Stricken7 May 1999
Home portNaval Station Mayport (former)
Identification
MottoStrength for Freedom
FateScrapped 2006
Badge
General characteristics [1]
Class & typeOliver Hazard Perry-class frigate
Displacement4,100 long tons (4,200 t), full load
Length445 feet (136 m), overall
Beam45 feet (14 m)
Draft22 feet (6.7 m)
Propulsion
Speedover 29 knots (54 km/h)
Range5,000 nautical miles at 18 knots (9,300 km at 33 km/h)
Complement15 officers and 190 enlisted, plus SH-60 LAMPS detachment of roughly six officer pilots and 15 enlisted maintainers
Sensors &
processing systems
Electronic warfare
& decoys		AN/SLQ-32
Armament
Aircraft carried1 × SH-2F LAMPS I
NotesShort deck variant, no towed array

USS Stark (FFG-31) was the 23rd ship of the Oliver Hazard Perry class of guided-missile frigates and was named after Admiral Harold Raynsford Stark (1880–1972). Ordered from Todd Pacific Shipyards in Seattle, Washington, on 23 January 1978, Stark was laid down on 24 August 1979, launched on 30 May 1980, and commissioned on 23 October 1982. In 1987, an Iraqi jet fired two missiles at Stark, killing 37 U.S. sailors on board. Decommissioned on 7 May 1999, Stark was scrapped in 2006.[2]

Missile attack

[edit]
Main article: USS Stark incident

USS Stark was deployed to the Middle East Force in 1984 and 1987. Captain Glenn R. Brindel was the commanding officer during the 1987 deployment. The ship was struck on 17 May 1987 by two Exocet anti-ship missiles during the Iran–Iraq War fired from an Iraqi aircraft officially identified as a Dassault Mirage F1 fighter,[3] The Reagan administration attributed the blame to Iran for its alleged belligerence in the underlying conflict.[4] The plane had taken off from Shaibah, Iraq at 20:00 and had flown south into the Persian Gulf. The pilot fired the first Exocet missile from a range of 22.5 nautical miles (41.7 km), and the second from 15.5 nautical miles (28.7 km), just about the time Stark issued a standard warning by radio.[5] The frigate did not detect the missiles with radar; warning was given by the lookout only moments before the missiles struck.[3] The first penetrated the port-side hull and failed to detonate, but left flaming rocket fuel in its path. The second entered at almost the same point, and, leaving a 3-by-4-meter (10 by 13 ft) gash, exploded in crew quarters. The missiles killed 37 sailors and injured 21.[3]

Stark listing following two hits by Exocet missiles.

No weapons were fired in defense of Stark. The autonomous Phalanx CIWS remained in standby mode,[6] Mark 36 SRBOC countermeasures were not armed until seconds before the missile hit. The attacking Exocet missiles and Mirage aircraft were in a blindspot of the STIR fire control director (Separate tracking and illumination Radar, part of the Mk 92 Guided Missile Fire Control System), and the Oto Melara Mk 75 76 mm/62 caliber naval gun, but in the clear for the MK 92 CAS (Combined Antenna System, primary search and tracking radar of the Mk 92 Guided Missile Fire Control System) and the Mk 13 Mod 4 single-arm launcher. The ship failed to maneuver to bring its Mk 75 to bear before the first missile hit.[3]

On fire and listing, the frigate was brought under control by its crew during the night. The ship made its way to Bahrain where, after temporary repairs by the destroyer tender USS Acadia to make her seaworthy,[7] she returned to her home port of Naval Station Mayport, under her own power. The ship was eventually repaired at Ingalls Shipbuilding in Mississippi for $142 million.[8]

A view of external damage to the port side.

It is unknown whether Iraqi leaders authorized the attack. Initial claims by the Iraqi government that Stark was inside the Iran–Iraq War zone were shown to be false. The motives and orders of the pilot remain unanswered. American officials have claimed he was executed, but an ex-Iraqi Air Force commander later said that the pilot who attacked Stark was not punished, and remained alive.[9] According to Jean-Louis Bernard, author of Heroes of Bagdad, the pilot, Abdul Rhaman, not only was not punished, but received the Medal of Bravery at the end of "a joint Iraqi-American commission of inquiry."[10][page needed] His subsequent defection is not mentioned in this book. Jean-Louis Bernard also confirms the use of a Falcon 50 during this action.[clarification needed] Citing lapses in training requirements and lax procedures, the U.S. Navy's board of inquiry relieved Captain Brindel of command and recommended him for court-martial, along with tactical action officer Lieutenant Basil E. Moncrief. Instead, Brindel and Moncrief received non-judicial punishment from Admiral Frank B. Kelso II and letters of reprimand. Brindel opted for early retirement while Moncrief resigned his commission after only eight years of service.[11] The executive officer, Lieutenant Commander Raymond Gajan Jr., was detached for cause and received a letter of admonition.[12]

1990s

[edit]

Stark was part of the Standing Naval Forces Atlantic Fleet in 1990 before returning to the Middle East Force in 1991. Stark was attached to UNITAS in 1993 and took part in Operation Uphold Democracy and Operation Able Vigil in 1994. In 1995, Stark returned to the Middle East Force before serving with the Standing Naval Forces, Atlantic (STANAVFORLANT) in 1997 and in 1998.

Stark was decommissioned on 7 May 1999. A scrapping contract was awarded to Metro Machine Corp. of Philadelphia, Pennsylvania, on 7 October 2005. The ship was reported scrapped on 21 June 2006.[13] Her stern plate was saved and donated to Naval Station Mayport.[14]

References

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Further reading

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USS Stark

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from Grokipedia
The USS Stark (FFG-31) was a guided-missile of the class in the United States , named for Admiral Harold R. Stark and commissioned on 23 October 1982 after being laid down in 1979 and launched in 1980. She served primarily in fleet escort and anti-submarine roles, deploying multiple times to the , including operations in the amid the Iran-Iraq War's Tanker War phase, before being decommissioned on 7 May 1999. On 17 May 1987, while patrolling approximately 200 nautical miles off in the , Stark was struck by two anti-ship missiles launched from an Mirage F1 fighter jet, with one missile penetrating the hull and detonating internally while the other failed to explode. The attack killed 37 sailors and wounded 21 others in a fire that raged for nearly 24 hours before being extinguished, representing the U.S. Navy's largest single-ship peacetime loss of life since . Despite radar detection of the approaching aircraft at over 200 miles and repeated warnings issued, Stark's captain did not authorize defensive firing of Standard missiles or activation of the close-in weapon system until after the impacts, citing that required visual identification of hostile intent and an assessment that the Iraqi jet appeared non-threatening. The incident prompted immediate U.S. naval investigations, including a court of inquiry that relieved the of duty for inadequate preparedness and delayed response, though it cleared him of negligence in protocols; acknowledged the strike as an error and paid reparations, but questions persisted over the frigate's systems reliability and the effectiveness of passive defenses in a high-threat environment. Repaired at significant cost and returning to service in 1988, Stark continued deployments until decommissioning, her survival highlighting vulnerabilities in surface design against sea-skimming missiles and influencing subsequent upgrades to U.S. fleet air defense tactics and equipment.

Ship design and construction

Oliver Hazard Perry-class frigate

The Oliver Hazard Perry-class guided-missile frigates were developed in the 1970s as cost-effective multimission warships primarily optimized for , with secondary roles in anti-air and anti-surface operations to support blue-water escort duties. This design emphasized modular construction and reduced manning to address fiscal constraints during the post-Vietnam era, resulting in 51 ships built for the U.S. Navy between 1976 and 1989. USS Stark (FFG-31), a long-hull variant, exemplified the class's focus on versatility over specialized high-end capabilities like those of Aegis-equipped destroyers. Principal dimensions included a of 453 feet (138 ) for long-hull ships such as Stark, a beam of 45 feet (14 ), and a draft of 24 feet (7.3 ), with a full-load displacement of approximately 4,100 tons. consisted of two gas turbines delivering 40,000 shaft horsepower to two shafts, achieving sustained speeds of 29 knots and a range of about 4,500 nautical miles at 20 knots. These specifications enabled effective operations in open-ocean environments but prioritized endurance and economy over extreme speed or heavy armor. Armament featured a single Mk 13 launcher with a 40-round magazine for RGM-84 Harpoon anti-ship missiles and (SM-1MR) surface-to-air missiles, supplemented by an dual-purpose gun, two Mk 32 triple tubes firing Mk 46 lightweight torpedoes, and one 20 mm (CIWS) mount. The configuration reflected empirical trade-offs for balanced threat response, with the SM-1MR providing medium-range air defense but limited for engaging fast, low-altitude targets. Defensive sensors included the SPS-49(V)8 two-dimensional air-search radar for detection out to 250 nautical miles, the SLQ-32(V) electronic warfare system for threat warning and jamming, and the STIR fire-control radar for and targeting. However, the class's reliance on horizon-limited radars and non-Aegis introduced vulnerabilities to sea-skimming anti-ship missiles, as demonstrated in pre-incident evaluations where low-flying threats evaded effective early acquisition due to clutter and losses over water. The offered last-ditch protection against inbound ordnance, operating in automatic mode to engage with high-rate 20 mm fire, though its short range necessitated integration with broader layered defenses absent in the Perry design.

Commissioning and naming

The guided-missile frigate USS Stark (FFG-31) was built by Todd Pacific Shipyards Corporation in Seattle, Washington, as part of the Oliver Hazard Perry-class program to bolster U.S. Navy surface escort capabilities during a period of expanding global commitments. Her keel was laid down on 24 August 1979, and she was launched on 30 May 1980, sponsored by Mrs. Mary S. Semans, granddaughter of the ship's namesake. Stark was named in honor of Admiral Harold Raynsford Stark (1880–1972), a career naval officer who commanded U.S. naval forces in Europe during World War II and emphasized forward-deployed readiness in response to emerging threats, aligning with the frigate's eventual role in high-threat maritime theaters. Following delivery to the Navy on 14 October 1982, she proceeded to her home port at Naval Station Mayport, Florida, for final fitting out and was commissioned into service on 23 October 1982 under the command of Commander Terrence W. Costello III. Post-commissioning, Stark conducted initial sensors and weapons certifications alongside crew training evolutions in October and November 1982 to validate operational proficiency. Crew certification trials began on 19 November 1982, encompassing at-sea handling, damage control, and fire-fighting exercises to prepare the approximately 200-person complement for fleet integration. Her maiden transoceanic voyage from to Mayport spanned 23 November to 17 December 1982, covering over 5,600 nautical miles, after which she undertook a from 26 March to 14 April 1983 off Naval Station , , to refine systems and tactics prior to full Atlantic Fleet assignment. These early efforts positioned Stark for routine escort duties amid heightened U.S. focus on security following the 1979 , though her initial operations remained Atlantic-oriented.

Pre-incident service

Initial deployments and exercises

Following its commissioning on 23 October 1982 under Commander Terrence W. Costello III, USS Stark (FFG-31) transited from its builder in Seattle, Washington, to its new homeport at , , via a maiden voyage from 23 November to 17 December 1982, covering over 5,600 nautical miles through the and into the Atlantic Fleet. This initial assignment established the frigate's role in routine Atlantic operations, emphasizing (ASW) training and fleet integration. The ship's shakedown cruise occurred from 26 March to 14 April 1983 in waters off , , focusing on sensors, weapons certifications, and crew proficiency evolutions to validate systems like the SM-1 missile launcher and close-in weapon system (CIWS). Post-shakedown maintenance followed from 8 July to 10 October 1983 at in , addressing minor adjustments before operational certification. In late 1983, Stark conducted from 18 November to 2 December, refueling at Roosevelt Roads, , and achieving fleet certification early during exercises from 6 January to 4 February 1984 off , which included a port visit to . These Caribbean-focused drills honed ASW and escort capabilities, with the ship logging 14,870 nautical miles steamed that year and advancing 135 crew members in qualifications. In spring 1984, Stark participated in NATO-linked exercises, including the Composite Unit Training Exercise and Ocean Venture '84 from 4 April to 2 May in Puerto Rican waters, where it successfully launched two SM-1 Standard missiles against target drones and engaged threats with CIWS, demonstrating effective air defense integration. ASW proficiency was further validated in February 1984 at the Atlantic Undersea Test and Evaluation Center (AUTEC) range, yielding three simulated torpedo kills. The following year, during Solid Shield 1-85 from 3 to 16 May 1985, Stark screened an , underscoring its versatility in escort duties. A minor collision with USS Vreeland (FF-1068) on 12 June 1985 at Mayport caused superficial damage, quickly repaired without operational disruption. Later in 1985, Stark undertook a cruise from 13 June to 26 August, visiting ports including , , and , where it hosted over 105,000 visitors to promote naval recruitment and public awareness. Routine upkeep continued with a selected restricted from 23 November 1985 to 11 February 1986 at Mayport, ensuring material readiness for subsequent fleet tasks. Throughout this period, the frigate's service reflected standard Perry-class performance in peacetime exercises, with no major incidents beyond the 1985 collision, affirming its baseline competence in Atlantic and theaters.

Build-up to Persian Gulf operations

The Tanker War escalated in May 1984 when Iraq launched air strikes against Iran's main oil export terminal at Kharg Island, reducing Iranian oil shipments and prompting Iran to retaliate by targeting merchant vessels associated with Iraq and its Gulf Arab supporters, including Kuwaiti and Saudi tankers transiting the Persian Gulf. Between 1984 and mid-1987, belligerents conducted over 400 attacks on shipping, with Iraq responsible for approximately 60% of incidents cumulatively, though Iran intensified efforts against neutral flags in 1986–1987, sinking or damaging dozens of vessels and employing mines, small boats, and shore-launched missiles to disrupt traffic through the Strait of Hormuz, which carried roughly 20% of the world's seaborne oil exports at the time. These disruptions threatened global energy supplies and economic stability, leading Kuwait—facing repeated hits on its fleet, including seven vessels by early 1987—to seek external protection in late 1986, initially approaching the before turning to the for naval escorts to safeguard its oil exports, which constituted a significant portion of Gulf throughput. The U.S. responded by bolstering the longstanding Force (MEF), a rotating naval contingent based in since 1949, with additional surface combatants for and deterrence patrols ahead of formal reflagging operations; this buildup reflected pragmatic imperatives to secure vital sea lanes against Iranian interdiction tactics, which had rendered rates prohibitive and idled much of the neutral tanker fleet. In April 1987, USS Stark (FFG-31) departed Mayport, Florida, for its second MEF rotation, transiting the Mediterranean and before arriving in the to relieve predecessor ships and commence independent steaming patrols approximately 20 nautical miles off the Saudi coast, positioned to monitor Iranian naval activity and provide early warning for commercial traffic. Operating under Commander, Force, Stark's mission emphasized presence to deter attacks without provocative actions, governed by that prohibited engagement of unidentified aircraft until visual confirmation of hostile intent—such as overflight or weapons lock-on—within 13 nautical miles, a constraint derived from U.S. policy to avoid broader escalation while prioritizing defense of non-belligerent shipping amid tacit alignment with Iraq's campaign against Iranian oil infrastructure.

The 1987 missile attack

Context of Operation Earnest Will

The Tanker War, a phase of the broader Iran-Iraq War from 1980 to 1988, intensified in 1984 with Iraq targeting Iranian oil exports and infrastructure to counter Tehran's economic advantages, resulting in hundreds of attacks on merchant shipping. By the end of 1987, Iraq had conducted 283 strikes on vessels, primarily using air-launched anti-ship missiles from French-supplied Super Étendard aircraft, while Iran executed 168 attacks, often with small boats and mines; these combined efforts damaged 451 ships and killed over 400 merchant seamen. Iraq's campaign proved particularly effective, sinking multiple tankers and disrupting Iranian oil platform operations, as demonstrated by the February 1985 sinking of the Liberian tanker Neptunia, the first vessel lost to such a missile strike. Operation Earnest Will, formally launched on July 24, 1987, involved U.S. Navy escorts for 11 Kuwaiti-owned tankers reflagged under the American ensign to safeguard their passage through the amid Iranian threats, reflecting Kuwait's neutral stance but vulnerability as a major oil exporter financing both sides covertly. The USS Stark (FFG-31), however, was conducting a precursor patrol on May 17, 1987, in at coordinates 26°47′N 51°55′E in the central , positioned approximately 200 nautical miles from the Iranian coast to monitor tanker traffic and potential threats during the escalating conflict. This deployment preceded the operation's official start but aligned with the U.S. Central Command's expanding presence to deter disruptions to global oil flows, which constituted over 20% of world supply through the . U.S. policy maintained official neutrality in the Iran-Iraq War, emphasizing protection of international navigation freedoms, yet involved practical support for Iraq—including intelligence sharing, dual-use technology exports, and diplomatic normalization after 1982—to prevent an Iranian victory perceived as a regional threat following the 1979 hostage crisis and revolutionary exports. Critics, including some analysts, argued this constituted an implicit anti-Iran tilt, prioritizing containment of Tehran's influence over strict impartiality, as evidenced by the removal of Iraq from the U.S. state sponsors of terrorism list in 1982 and approvals for chemical precursor sales. Iraq's repeated Exocet successes against Iranian targets underscored the operational risks in the Gulf, where misidentification of vessels amid radar clutter set the stage for inadvertent strikes on non-belligerents.

Sequence of the attack on May 17, 1987

On May 17, 1987, an F1EQ , piloted by Mohammad Rayyan, approached the USS Stark from approximately 200 nautical miles distant while the patrolled in off the Saudi Arabian coast in the . At 2005, Glenn R. was informed of the aircraft's presence by the (CIC), though no immediate defensive posture was assumed. The Stark's SPS-49 air search , which had been in standby mode during routine engineering drills, was activated at 2055 and switched to an 80-mile detection range, acquiring the aircraft at 2058 when it was 70 nautical miles away. The Mirage, flying at 5,000 feet and 550 , initially appeared on a non-threatening track with an estimated closest point of approach (CPA) of 4 nautical miles, leading to delayed classification as hostile despite intermittent interrogations via (IFF) systems that yielded ambiguous Mode I and Mode C replies. At 2102, the aircraft's Cyrano-IV locked onto the Stark, but this was not immediately relayed as a threat. The fighter then turned directly toward the ship at 2105 from 32.5 nautical miles, a course change missed by CIC operators. Captain Brindel, adhering to (ROE) that prohibited preemptive engagement without unambiguous hostile intent or visual confirmation, did not order arming of the Phalanx close-in weapon system (CIWS) or launch of countermeasures at this stage. At 2107, with the Mirage 22.5 nautical miles away, Rayyan fired the first AM-39 Exocet sea-skimming missile, which flew at 20-50 feet altitude to evade radar detection; a lookout spotted the launch but misidentified it as a surface contact. The Stark attempted radio contact with the aircraft on the international distress frequency at 2108, as the second Exocet was fired from 15.5 nautical miles; CIWS was shifted to standby mode, and chaff launchers were armed, but no shots were fired due to ROE constraints requiring positive identification. The first missile struck the portside hull at approximately 2112 without detonating its warhead, penetrating into the ship; the second impacted the superstructure 30 seconds later, exploding on contact. The Mirage continued outbound without further engagement.

Damage assessment and crew response

The two AM39 missiles struck the port side of USS Stark (FFG-31) on May 17, 1987, inflicting severe structural damage equivalent to a significant loss of displacement, with the impacts penetrating multiple compartments and creating a large breach in the hull approximately 10 feet above the near frame 110. The first missile's 165 kg warhead failed to detonate but ignited fires upon impact, while the second detonated, causing fragmentation and secondary explosions that ravaged berthing areas, fuel storage compartments, and spaces adjacent to ammunition magazines, posing an imminent risk of catastrophic chain reactions. This resulted in 37 sailors killed—primarily in , engineering spaces, and berthing—and 21 wounded, marking the deadliest attack on a U.S. surface ship since . Crew members initiated immediate damage control measures, including with available hoses and foam, activation of HALON suppression systems to protect magazines, and of bulkheads to counter flooding and structural compromise as the ship listed heavily to port. Despite severed communications, damage control teams improvised sound-powered phone lines in a "" configuration to coordinate efforts across stations, containing the blazes that had spread through fuel-laden areas within roughly 24 hours and preventing further explosions or . The ship's compartmentalized design, combined with rigorous pre-incident training, enabled survival despite the intensity of the fires and flooding; heroism in these actions was later recognized with medals for key personnel. Stabilized but non-operational, Stark was towed to Bahrain for temporary repairs, averting total loss.

Investigations and controversies

Official U.S. Navy inquiries

Following the missile attack on USS Stark on May 17, 1987, the U.S. Navy initiated a formal board of , with findings summarized in the Sharp Report, which emphasized procedural lapses in readiness and leadership. The ship was in Condition III (wartime cruising) but lacked full manning at key stations, with weapons systems and sensors not primed for immediate engagement, reflecting a peacetime mindset amid restrictive (ROE). operators in the (CIC) identified the approaching Iraqi aircraft and incoming missiles via the SPS-49 air search , but tactical action officer Basil E. Moncrief delayed issuing warnings and escalating alerts, contributing to chain-of-command bottlenecks that prevented defensive actions like maneuvering or firing the until after impacts. Captain was faulted for inadequate vigilance and failing to foster a combat-oriented posture, including not arming systems such as the Mk 36 Super Rapid Bloom Offboard Countermeasures (SRBOC) launchers in advance, which were ineffective once belatedly deployed against the low-altitude, sea-skimming missiles due to initial unreadiness and timing issues. The (CIWS) also underperformed, hampered by prior maintenance discrepancies and its standby (manual) mode rather than automatic engagement, underscoring broader configuration lapses in an untested environment. Although deemed ROE adequate to permit without absorbing the initial strike, Brindel's hesitation stemmed partly from ROE emphasis on and confirming hostile intent, a point later defended by some analysts as reflective of unprecedented peacetime constraints against ambiguous threats. In June 1987, Brindel and two senior officers were relieved for cause due to "lack of confidence" in their ability to command, but a subsequent non-judicial in July 1987 opted against , issuing letters of reprimand instead after the officers admitted accountability for readiness failures. William Crowe, Chairman of the , endorsed the investigation's procedural critiques in September 1987 while noting systemic training gaps, though he rejected narratives overly blaming external factors like ROE alone. The Navy's self-assessment prioritized internal accountability over equipment excuses, yet acknowledged that sea-skimming profiles against Perry-class frigates represented novel challenges not fully addressed in pre-incident drills, balancing critique with contextual defenses of operational novelty.

Criticisms of rules of engagement and equipment

The rules of engagement (ROE) governing USS Stark emphasized self-defense only upon confirmation of hostile intent, requiring commanding officer approval absent visual identification of weapons locked on or fired, a threshold critics deemed politically motivated to safeguard Iraq's role as a bulwark against Iran. This doctrinal emphasis on de-escalation over preemptive action fostered hesitation, as evidenced by the failure to escalate warnings or engage the approaching aircraft despite its low-altitude pass within 12 miles. Captain Glenn Brindel, Stark's former commander, publicly described the ROE as "deficient" and ambiguous, arguing they unduly constrained automated or rapid responses in favor of deliberate assessment, thereby heightening exposure to surprise missile launches. Equipment limitations compounded these restraints, with the maintained in standby mode—a setting chosen to mitigate risks of firing on non-hostile contacts but rendering it inoperable for automatic interception of the sea-skimming Exocets traveling at 15-30 meters altitude. The system's search radar acquired the missiles belatedly, near its engagement envelope's edge at approximately 330 degrees relative bearing, while safeties and calibration issues further impeded activation. Similarly, the air search radar and SLQ-32 electronic warfare suite overlooked the missiles' low radar cross-section (about 14 inches squared) and separation from the aircraft, with operator actions disabling audible alerts and software inadequacies failing to classify the threat amid surface clutter. The Oliver Hazard Perry-class's armament, including canister-launched missiles optimized for anti-surface strikes rather than air defense, underscored design trade-offs favoring cost-effective anti-submarine roles over multi-threat resilience; the single Mk 13 launcher for SM-1MR Standards provided only 40 rounds with protracted reload times ill-suited to sequential attacks. While these choices enabled affordable production of 51 frigates for escort duties, detractors cited empirical vulnerabilities—such as tests demonstrating evasion of 1980s-era radars through terrain masking and low observables—as evidence of insufficient prioritization for high-intensity air warfare. Official inquiries countered that human factors, including over-cautious mode settings and delayed threat recognition, outweighed hardware defects, positing that excessive reliance could invite false positives without operator judgment.

Iraqi accountability and U.S. foreign policy implications

Iraq formally apologized for the attack on May 18, 1987, with President Saddam Hussein attributing it to a misidentification by the Iraqi pilot, who reportedly mistook the USS Stark for an Iranian tanker due to radar malfunction during low-altitude flight. The Iraqi government emphasized the incident as unintentional, denying any deliberate targeting of U.S. forces, and offered compensation to victims' families, though the pilot faced no public disciplinary action and was reportedly commended for operational performance in the broader Iran-Iraq conflict. U.S. officials, while privately skeptical of the radar failure explanation given the Stark's clear IFF signals and visual profile, accepted the apology without demanding further Iraqi accountability, such as pilot surrender or formal adjudication. The U.S. decision to forgo retaliation reflected a strategic prioritization of containing Iranian expansionism over punitive measures against Iraq, which served as a counterweight to Ayatollah Khomeini's regime and its export of revolutionary Shiite ideology. At the time, the Reagan administration provided Iraq with intelligence on Iranian troop movements, dual-use technology transfers valued in billions, and economic credits exceeding $5 billion annually, viewing Saddam Hussein's regime as essential to preventing Iranian dominance in the Gulf oil routes. Retaliation risked fracturing this tacit alliance, potentially escalating U.S. involvement in the Iran-Iraq War or emboldening Iran, which had already mined Gulf waters and attacked neutral shipping; empirical assessments indicated Iraq's attacks, while indiscriminate—including over 100 strikes on non-belligerent vessels since 1984—aligned with shared U.S. interests in neutralizing Iranian naval threats. Critics, including some naval analysts, argued the U.S. restraint normalized Iraqi , pointing to patterns of misidentification claims in prior Gulf incidents as evidence of lax command rather than isolated , potentially undermining deterrence against future allied errors. However, from a causal realist perspective, the policy succeeded in averting wider escalation: U.S. reflagging operations continued uninterrupted, Iranian shipping attacks declined post-Stark amid heightened naval presence, and Iraq's containment of persisted until the 1988 ceasefire without drawing America into direct combat. This approach prioritized verifiable geopolitical outcomes—Gulf stability and Iranian isolation—over symbolic justice, though it drew accusations of whitewashing from outlets skeptical of the "accident" narrative amid Iraq's history of opportunistic strikes.

Repair and post-attack service

Damage repair process

Following the missile strikes on May 17, 1987, USS Stark arrived in on May 18 for initial damage assessment and stabilization. The destroyer tender USS Acadia conducted temporary repairs over the subsequent weeks, addressing critical structural vulnerabilities, restoring partial seaworthiness, and preventing further deterioration from fires and flooding. These efforts focused on patching the port-side hull breaches—measuring approximately 3 meters by 4.6 meters from the first and smaller from the second—while securing watertight integrity for transit. On July 5, 1987, Stark departed under her own power, transiting independently to her home port at , , covering roughly 8,000 nautical miles without escort or towing. Upon arrival, intermediate maintenance ensued before the vessel proceeded to in , for comprehensive reconstruction. Repairs there, spanning from late 1987 through mid-1988, entailed replacing the severely damaged midships section, including the pilothouse, , and adjacent compartments; restoring propulsion, electrical, and combat systems; and reinforcing hull plating against future impacts. The total cost reached $142 million, covering material replacement, labor, and system recalibration to original specifications. As part of the overhaul, the and associated electronics were rebuilt under a $14 million contract awarded to in September 1987, ensuring radar, fire control, and communication redundancies met operational standards. Post-repair sea trials and structural evaluations in 1988 confirmed the frigate's stability, with no residual compromises to speed, maneuverability, or seaworthiness detected. Stark rejoined the fleet by late August 1988, fully certified for duty after these validations.

Operations in the 1990s

Following completion of repairs in 1989, USS Stark (FFG-31) returned to active service and participated in Standing Naval Forces Atlantic exercises from January to July 1990, conducting operations in the North Atlantic that included multinational drills to enhance interoperability and demonstrate the ship's restored anti-submarine and surface warfare capabilities. These routine deployments involved port visits across Europe and focused on tactical maneuvers without reported incidents, underscoring the frigate's operational reliability post-attack. In August 1991, Stark deployed to the Middle East Force, operating in the Persian Gulf region through February 1992 amid the aftermath of Operation Desert Storm, where she provided escort and logistics support for coalition naval assets enforcing maritime security and sanctions against Iraq. The deployment aligned with early efforts to maintain no-fly zone compliance and regional stability, involving surveillance patrols and coordination with allied forces, though no major engagements occurred. Crew rotations during this period incorporated personnel with prior Gulf experience, contributing to sustained morale through shared operational successes despite lingering effects from the 1987 incident. By August 1993, Stark joined UNITAS exercises in the Atlantic, a series of multinational drills with South American navies, crossing the equator and earning shellback initiations for qualifying crew members, which further validated the ship's integration into standard fleet rotations. Subsequent Mediterranean and Atlantic tours in the mid-1990s emphasized training evolutions and presence missions, reflecting normalized operations with emphasis on equipment upgrades and crew proficiency rather than combat exposure.

Decommissioning and fate

Final decommissioning in 1999

The USS Stark was decommissioned on May 7, 1999, at , , concluding 17 years of active service since her commissioning in 1982. The ceremony marked the ship's formal retirement from the fleet, with Commander O. Wayne Young, her final , ordering the lowering of the commissioning pennant and ensign for the last time as the crew stood in formation. On the same date, Stark was stricken from the , ending her operational status. In preparation for decommissioning, Stark conducted her final ordnance offload at the Yorktown Naval Weapons Station on , 1999, divesting and weapons systems as part of standard pre-inactivation procedures. The ship's approximately 200-person was subsequently dispersed to other U.S. commands, with personnel reassigned based on service needs and qualifications. This process aligned with broader post-Cold War naval drawdowns, where aging Perry-class frigates like Stark faced obsolescence due to limited missile capacity from their single Mk 13 launcher and outdated Standard Missile-1 systems, which had lost viability for modern air defense roles without costly upgrades. The decommissioning reflected U.S. Navy force structure reductions driven by budget constraints following the Soviet Union's dissolution, prioritizing a shift toward littoral-capable, multi-mission surface combatants over legacy platforms optimized for Cold War-era convoy protection and . Assets such as Stark's non-critical equipment and spares were transferred to active fleet units or storage, supporting ongoing Perry-class operations until the class's full phase-out.

Scrapping in 2006

Following her decommissioning and striking from the on May 7, 1999, USS Stark was transferred to the and laid up at the . On October 7, 2005, the U.S. Navy awarded a scrapping to Metro Machine Corporation, based in , . The vessel underwent dismantling at the facility, with scrapping reported complete by June 21, 2006, per the . This domestic process ensured compliance with U.S. environmental regulations for hazardous material handling, such as and removal, while enabling steel recovery for —estimated at thousands of tons for Perry-class frigates of similar displacement—thus offsetting disposal costs against material salvage value. No viable options for foreign transfer or conversion emerged, given the ship's 27-year , prior structural compromises from 1987 missile impacts (despite repairs), and the Navy's phaseout of the Oliver Hazard Perry class amid evolving fleet priorities. Sinking as a live-fire target was evaluated but discarded, as scrapping proved more economical by avoiding towing expenses and range preparation.

Legacy and impact

The USS Stark incident prompted revisions to U.S. Navy , enabling warships to engage nearby unidentified or potentially hostile aircraft more proactively in high-threat areas such as the , rather than relying solely on visual identification or warnings. This shift addressed the Stark's failure to fire despite detecting the incoming missiles, where crew hesitation stemmed from ambiguous threat classification under prior , contributing to the loss of 37 sailors on May 17, 1987. Critics of the pre-incident laxity argued that such passivity reflected peacetime mindsets ill-suited to contested zones, while proponents of the adaptations noted empirical gains in readiness without necessitating full fleet overhauls. Enhancements to close-in weapon systems, particularly the , emphasized automation in high-risk operations; the Stark's system was in manual standby mode, preventing automatic engagement of the missiles that penetrated its defenses. Post-incident training reduced reliance on visual cues, incorporating radar-guided simulations that improved response times, as demonstrated in subsequent operations where CIWS activations downed threats more rapidly. These changes influenced Arleigh Burke-class destroyer designs, integrating blast-resistant bulkheads and enhanced compartmentalization—drawing from Stark's vulnerability to missile-induced fires—to bolster survivability against anti-ship weapons. Doctrinal updates prioritized damage control readiness, with revised procedures for containing missile-fuel conflagrations and vertical fire spread, informed by the Stark's 24-hour battle to avert sinking despite extensive flooding and explosions. The Navy allocated $64 million for equipment upgrades, including additional oxygen breathing apparatus, fire-retardant gear, and thermal imaging, alongside mandatory crew qualifications in firefighting and investigations. While these adaptations mitigated risks evidenced in later engagements, such as quicker threat neutralization during Operation Earnest Will, they introduced potential for over-escalation in ambiguous scenarios—though data from the incident underscored that under-engagement carried higher causal costs in lives and materiel. Overall, the reforms enhanced fleet-wide missile defense training and operational tempo without replacing legacy platforms like the Oliver Hazard Perry class.

Memorials and survivor accounts

The annual USS Stark remembrance ceremony, held at , , commemorates the 37 sailors killed in the May 17, 1987, attack, with events including wreath-laying, reading of names, and bell tolls for each fallen crew member. The 38th such ceremony occurred on May 16, 2025, attended by survivors, families, and active-duty personnel, emphasizing the crew's sacrifice during patrol in the . A dedicated memorial at the base, featuring a plaque listing the names of the deceased, serves as a focal point for these gatherings, where participants reflect on the incident's enduring impact. Survivor accounts highlight the crew's cohesion and heroism in the aftermath of the missile strikes, crediting rigorous damage control training for enabling them to combat 3,500°F fires, manage a 16° list, and evacuate casualties despite smoke, dehydration, and fatigue. Former crew members have recounted instances of rapid response in motor whaleboat operations and fire suppression, which prevented total loss of the vessel, underscoring the effectiveness of pre-attack preparedness in non-combat scenarios. However, testimonies and post-incident analyses, including those from survivors in formal inquiries, have raised questions about pre-attack leadership, noting a perceived erosion in anti-air warfare vigilance that contributed to delayed detection and non-engagement of defenses. The Navy's Sharp Inquiry attributed these lapses to a "cascade of failures" stemming from the commanding officer's insufficient emphasis on combat-oriented readiness, allowing systemic complacency in monitoring and rules-of-engagement drills. While Captain faced no , the investigation's findings—echoed in survivor-shared recollections of unalerted watchstanders—have fueled ongoing debates among veterans about accountability, contrasting official narratives of isolated errors with views of broader command shortcomings. Families of the 37 deceased, who continue to participate in Mayport events, express a mix of closure through remembrance and lingering unresolved questions on preventive measures, without evidence of recent policy shifts as of 2025. Groups like the USS Stark Fallen on Together We Served facilitate peer connections, preserving oral histories that balance praise for shipmates' resilience against critiques of operational lapses.

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