Blower was transferred to Turkey in 1950 under the Mutual Defense Assistance Program, where she was recommissioned in the Turkish Naval Forces as the second TCG Dumlupınar.

She arrived at Fremantle on 19 March 1945 and began a refit alongside the submarine tender USS Euryale (AS-22), during which she received new LORAN (long-range navigation) and radio direction-finding equipment and an overhaul of both of her radars and all four of her diesel engines.

After a brief stop to refuel at Exmouth Gulf on the coast of Western Australia, she proceeded through Lombok Strait on 21 April 1945 and took up a patrol station in the Java Sea.

Unfortunately for Blower, the water near Solombol Island was clear and only 150 feet (46 m) deep, allowing the floatplanes to bomb and otherwise harass her for almost two hours as she twisted and turned along the sea bed.

Concluding they were what the Americans called "sea trucks," a type of slow Japanese cargo ferry, Blower closed to engage them on the surface.

At 03:22, however, one target turned and increased speed to 19 knots (35 km/h; 22 mph), indicating that she was a warship rather than a "sea truck" and prompting Blower to start bearing away.

Blower then maneuvered to try and launch a submerged attack, but the Japanese warship moved in a fast search pattern until heading off to the northwest toward Perch′s position at 05:30.

Turning northwest on 6 May 1945, Blower proceeded to Cape Varella off the Malay Peninsula, arranging for a rendezvous with the submarine USS Baya (SS-318) at 12:30 on 9 May, just after exchanging calls with Perch.

Targets were no more apparent in her new patrol area than off Borneo, however, and Blower turned to providing lifeguard duties for United States Army Air Forces B-29 Superfortress four-engine bomber strikes on Nha Trang and Saigon in French Indochina on 12 and 21 May 1945.

Perhaps the most exciting moment took place on 19 May, when Blower′s crew exchanged recognition signals by flashing light with a B-24 Liberator four-engine search plane which passed 50 feet (15 m) overhead, an event commemorated by the war diary entry "They are damn big and look bigger when they are headed in on you."

Blower headed for the Philippine Islands on 23 May 1945, completing her patrol when she moored alongside the submarine tender USS Anthedon (AS-24) in Subic Bay on the coast of Luzon on 24 May 1945.

Taking the area south of the island, Blower sighted an empty lifeboat on the morning of 1 July, sparking an impromptu target practice with the aft 40-millimeter gun.

The crew fired eleven rounds, getting one hit at a range of 1,000 to 1,500 yards (910 to 1,370 m), a result memorialized in the war diary as "The practice was justified by the caliber of the shooting.

Just in case, the two submarines approached the coast of Japanese-occupied British Malaya and, as Blower′s war diarist reported laconically, "had a good look at all possible anchorages and inasmuch as no ships were sighted zoomie [slang for "aviator"] position must have been correct."

Standing eastward the following day to join a coordinated attack group led by the commanding officer of the submarine USS Charr (SS-328), Blower began patrolling near the Natuna Islands.

To make matters worse, Blower had at least one encounter with two unidentified Allied submarines, avoiding a friendly-fire incident when she flashed a recognition signal to them.

Fifteen minutes later, lookouts spotted an Imperial Japanese Navy Mitsubishi G4M bomber (Allied reporting name "Betty") that dropped two bombs near Blower.

She made a cruise to Yokosuka, Japan, that began on 14 October 1946, and participated in fleet operations near Guam and Saipan before returning to San Diego on 3 January 1947.

Upon completion of the shipyard work, she proceeded to Naval Submarine Base New London in Groton, Connecticut, where she arrived on 27 September 1950 and immediately began training her prospective Turkish crew.

Late on the evening on 3 April 1953, Dumlupınar and the Turkish submarine TCG Birinci İnönü (S330) (also sometimes written "TCG İnönü I") started their voyage home to the Turkish Armed Forces Naval Yards in Gölcük, Turkey, after completing their participation in a regular North Atlantic Treaty Organization (NATO) training exercise in the Mediterranean.

Lieutenant Hüseyin İnkaya was on deck duty when something unseen suddenly and violently struck Dumlupınar off Nara Burnu (English "Cape Nara"), the narrowest (1.2 kilometres (0.65 nmi; 0.75 mi) and deepest (113 metres (371 ft) point of the Dardanelles, as well as the point where the currents are the strongest at up to 5 knots (9.3 km/h; 5.8 mph), versus 1 to 2 knots (1.9 to 3.7 km/h; 1.2 to 2.3 mph) elsewhere in the strait.

Shortly after the collision, a small motorboat that had heard the impact alerted a Turkish Government customs ship anchored nearby in the harbor at Eceabat to the incident.

When the customs ship reached the site of the accident, her crew saw that Naboland had lowered her lifeboats and deployed life jackets to find and rescue survivors from Dumlupınar and was firing flares to alert rescuers and guide them to the scene.

While rescuers waited for Kurtaran to arrive, the sun began to rise, the heavy mist started to clear, and the customs ship spotted the emergency communications buoy the trapped sailors had released.

Selim Yoludüz, a second engineer aboard the customs ship, reached for the telephone located inside the communications buoy and read the inscription on it, which said, "The submarine TCG Dumlupınar, commissioned in the Turkish Navy, has sunk here.

Kurtaran arrived at the scene at approximately 11:00 on 4 April 1953, about nine hours after the collision, with Admiral Sadık Altıncan and Governor Safaeddin Karnakçı aboard.

Throughout the ensuing rescue operation, Özben kept in regular contact with Yoludüz, as well as the admiral commanding the Çanakkale Sea Forces, Zeki Adar, and the second captain of the submarine Birinci İnönü, Suat Tezcan.

Despite numerous attempts by engineers, divers, and United States Navy and Turkish Naval Forces vessels, rescue efforts did not succeed due to the strong currents at the scene and the depth of Dumlupınar, and the morale of the trapped crewmen began to decline.

On 7 April 1953, three days after the accident, it was declared that the rising carbon dioxide levels inside Dumlupınar would by then have killed any surviving crewmen, and the rescue operation was abandoned.