Life in the Service of My Country
The World War II Experiences of Dan Kaseberg

Thank you for your kind post. I believe you might want to add that this was prepared three years ago (1995) for my immediate family, in case they would someday enjoy it. I'm sure there are a few errors as it seems so long ago.

- Dan Kaseberg, March 27, 1998

"JOIN THE NAVY AND SEE THE WORLD", a slogan to grab your attention, especially if you are young, impressionable and attempting to make a decision about your future, and just out of School. For the eleven members of the Senior Class of WASCO High, Wasco, Oregon, graduation ceremonies were held May 16, 1940.

Classmate and fellow graduate Jack HINES, and I, heeded the slogan, and sought to "sign-up". It was necessary to be 18, Jack was, but I would not turn 18 until October 12, 1940. He agreed to wait and the first available date for the Navy Recruiter was October 16th.

In preparing for our enlistment, we found out there was a plan available to pick out the field we wished to enter. However, it was necessary to commit to a SIX year enlistment. We figured, why not, as our plans were to stay in at least 20 years and then retire with a nice pension. Jack did this.

Our field of choice; Aviation, an exciting and growing field. Jack was going to try to, and did, enter Aviation Mechanic School. My choice, go directly to a Squadron on one of our aircraft carriers. of course, "Boot Camp" came first.

On October 16, 1940, Jack and I reported to the Naval Recruiting Office in THE DALLES, Oregon for "Oath of Allegiance" and to sign our "Shipping Articles". Looking at those today is quite a surprise. It shows me at five foot five and three quarter inches tall and weighing in at an awesome 132 pounds.

My first train ride was a thrill, my travels had never been by rail before. Arriving in San Diego, Ca., we reported to the Naval Training Center for further assignment, to class number 84-40.

We graduated, receiving our new assignments. If I remember correctly, Jack received his request to attend an Aviation Mechanic's School. My request was also fulfilled and my orders read, "Report to the Commander SARATOGA AIR GROUP (CSAG) for further assignment". Each carrier had its own air group at that time. My new ship was the 888' long U.S.S. SARATOGA (CV-3) the sister ship of the U.S.S. LEXINGTON (CV-2), both magnificent vessels. Actually, you could say they were like a floating city. SARATOGA AIR GROUP THREE was at North Island in San Diego, just a short bus ride from the Training Center.

However , in typical government fashion, we bussed to Long Beach, Ca.. Some had ships in Long Beach - San Pedro area, some to the LEXINGTON and others. We were taken by motor whaleboat out to the LEX. Wow! what along, long way to the hangar deck, carrying my sea bag and hammock in an awkward bundle. It was almost as large as I was, and if you dropped it you would return down the ladder and retrieve it. One poor soul did.

This was my first trip on a ship. The Long Beach, San Pedro Harbor had many ships in there. We got under way that evening, and what a beautiful site, all the lights not only of Long Beach and San Pedro, but Los Angeles and other surrounding cities too.

On or about December 28, 1940, 1 reported to CSAG and was not assigned to a squadron until January 3, 1941, which was SCOUTING SQUADRON THREE, my duties, Yeoman Striker (trainee).

It was a real thrill being around all these aircraft, the pilots, mechanics, radiomen and the other squadrons of the Air Group.

One day it was decided a number of us should be transported to San Clemente Island, off the coast and near Santa Catalina Island, for the purpose fire arms and target shooting. We did have some time off but were not allowed to look around island; hush, hush! Things were going well, too well, so on an off time I thought it would be a great idea to take a small boat around the island to try and locate some Abalone. The shells are beautiful and we might also locate some glass fishing floats that drifted over from Japan. In order to do this, permission would have to be obtained from the Duty Officer, and what I had thought a perfectly reasonable request was turned down.

I returned to the barracks and decided to take a nap. A little while later someone was shaking me awake, stating the whole Pacific Fleet was looking for the "guy in the small craft".

It seems a heavy storm suddenly came up, with dire warnings for all small craft. The Duty Officer apparently forgot I did not go and reported me missing. Needless to say, in reporting this, there was an immediate and positive response by all. Ships and planes were into the big search.

This little incident made all the Los Angeles papers plus who knows how many more? In the 1980's, a customer and I, were talking and this came up. He stated he remembered it well. Thought maybe some one could have a little trouble because of what happened.

Somehow, I had the feeling it had something to do with my transfer to TORPEDO SQUADRON THREE on July 23, 1941, although my transfer was allegedly due to the VT-3 Yeoman about to retire.

In and about that same time frame, it was announced resignations would be accepted from officers and Enlisted personnel, to join a new group being formed to fight the Japanese in China.

Being in the service such a short time, I did not have any of the skills required to make this move and I missed out on what I thought would be a great adventure. The salaries they would pay in those days were fantastic, plus a $500 bonus for each Japanese plane shot down. After all the Great Depression years this seemed like someone was handing you a key to the mint.

This little group became what was known as "THE FLYING TIGERS' It appeared there was little, if any, big adventures in my future. "TEX" HILL from TORPEDO THREE did join and distinguished himself very well. I also have the feeling, the Duty Officer at San Clemente Island joined too.

During the summer months we participated in the making of the movie "DIVE BOMBER", starring Earl Flynn, Fred McMurray, Ralph Bellamy, Alan Jenkins, along with many less known movie actors. The autographs I obtained were sent home; never seen again. I could not understand the lack of interest in my signature..

One of my duties as Yeoman was to keep flight logs on each pilot; time out, time in and have them initial the entries. Many of them became well known after the War began. We also had records to keep of the NORDEN Bombsight a very secret item kept in a large Safe.

In the last half of 1941, we had "Exercises" along with the U.S.S. LEXINGTON, somewhere I believe, north of MIDWAY Island. It was almost lunch time on a beautiful clear day, the sun shining down and the tables were set. In those days we were served on porcelain plates; the water glasses were glass and the usual utensils. Glancing right and looking out was a startling sight. A destroyer appeared to be half way up a mountain of water, climbing steadily. The ship, approximately 350 feet in length was dwarfed by this huge roller. We were off the port bow of the LEXINGTON and it appeared she was caught between the bottom of these huge rollers. She was damaged severely enough to require her return to the States for repairs. The scuttlebut (rumor) was her flight deck was depressed about 18 inches. We did not hear the number injured on her but our sick bay was full to overflowing, mostly due to glasses and dishes being broken. This must have been a massive underseas earthquake (Tsuanami), to create such a disturbance. It would be interesting to search through the Ship Log's of the SARA and the LEX to see how this incident is entered.

Sometime, I believe in November, 1941, we ferried reinforcements to WAKE ISLAND, before returning to San Diego, Ca., for more supplies and aircraft. We were at that time under wartime conditions ! This meant No smoking or lights of any kind after dark; should we make contact with a Japanese ship or submarine, sink it. Things were grim. This is why I have not been able to understand HOW Pearl Harbor could be such a surprise. It was fairly common knowledge ROOSEVELT wanted IN the War. You could make a case for the Japanese due to our announced blockade of oil and other imports necessary to sustain their country.

Meanwhile, a beautiful sunny morning in Long Beach, Ca., having hitch-hiked up Saturday to skate with friends, and not due back to the ship until Monday morning. This happened to be SUNDAY, DECEMBER 7, 1941 and even though we were expecting trouble, the attack on PEARL HARBOR was a real jolt.

All military personnel were ordered back to their ships and stations and shortly after arriving on the SARA we were underway, headed for PEARL. On board, planes and supplies of MARINE FIGHTER SQUADRON 21, destination WAKE Island. (It is possible we may have loaded them on board in Hawaii; poor memory you know.)

I believe we arrived at PEARL HARBOR within 72 hours. I do recall setting some sort of speed record getting there. That huge ship could really move. It was rumored she could outrun the destroyers because of her power and propulsion systems.

We did not enter PEARL until dark and to this day, whenever I think of it, the smell of burning flesh, fuel and exploded gunpowder returns or seems to. Everyone was on edge, to not "HALT" if challenged by a nervous guard could attract a shot.

The general public never knew how successful the attack by Japanese Naval Forces was, nor what a sickening sight to see and smell upon entering port under cover of darkness.

At early light the next day we sailed out of PEARL with MARINE FIGHTER SQUADRON 21, along with parts, supplies and some very angry and revengeful personnel, on our way to reinforce WAKE ISLAND again. They were in a very precarious situation.

Tuesday, December 23, 1941, less than a day from our destination, we suddenly changed course, headed to MIDWAY Island. WAKE Island had fallen, and we could not believe it.

We were traveling up the International Date Line, zig-zagging according to Plan Six, thus we had a number of Christmas days. Our Christmas greeting: "FIGHTING SHIP, FIGHTING CREW, MERRY CHRISTMAS, TURN TO". Leaving the planes, supplies and parts, we headed back to PEARL HARBOR and our next assignment. Everyone wondering how many survivors, if any, on WAKE Island, and how they were being treated. This has really been in my mind all these years. How many captured, were they executed or prisoners of war?

Our next mission was towards the south and west of HAWAII, to guard against a possible attack from enemy forces operating out of the MARSHALL Islands. Sunday, January 11, 1942, it is 1925 hours (7:25 p.m.), the SARA shudders, pushed upward, as a TORPEDO from an enemy submarine, hits and explodes on the starboard side, aft. Oil spouts up like an gusher coming in filling the gun wells momentarily, and the ship settles down. We get out of there in a hurry, our destroyers, like bloodhounds, trying to locate and sink the sub. I don't remember if they were able to locate, sink or damage the sub.

This finished the SARA for awhile, she returned to PEARL where her AIR GROUP THREE was deposited and then proceeded to the States for repairs. We, the Air Group, were assigned to KANEOHE Naval Air Station, on another part of the Island of OAHU, to be used as replacement, Pilots, Planes and/or Squadrons.

Not only did I get the great opportunity to stand "watch" at night in the revetments the planes were parked in, the opportunity to fly to FORD ISLAND, PEARL HARBOR, in one of our TBD "Devastators" as rear gunner, complete with parachute. Flying over DIAMOND HEAD and HONOLULU was an exciting time.

In late MAY, I purchased a beautiful new Wrist Watch in HONOLULU and was quite proud of it, however, it would not last too long. On or about, May 29, 1942, TORPEDO SQUADRON THREE received orders, termed "Temporary Additional Duty", to report to the U.S.S. YORKTOWN (CV-5). She had been badly damaged in the CORAL SEA and was undergoing emergency repairs in drydock at Pearl Harbor.

The mechanics and other non-flying personnel arrived aboard and headed to sea, the Pilots and Aircraft flew out to meet us.

Needless to say, the adrenalin was really flowing in anticipation of what we knew was going to be an important Naval Battle. We were advised of the overwhelming odds, this due to the known number of ships in their TASK FORCES, the importance of repelling them or we would soon be operating off the West Coast of the U.S. What a happy thought.

Our designation: TASK FORCE 17, Flagship U.S.S. YORKTOWN (CV-5) with the Flag of Admiral Jack Fletcher. Included in this force, cruisers ASTORIA and PORTLAND, along with Destroyers MORRIS, ANDERSON, HAMMANN, HUGHES and RUSSELL.

TASK FORCE 16, under the Flag of Admiral SPRUANCE included, the carriers ENTERPRISE (CV-6) and HORNET (CV-8), cruisers MINNEAPOLIS, NEW ORLEANS, ATLANTA, VINCENNES, PENSACOLA and NORTH HAMPTON and 10 Destroyers.

TASK FORCE 11, comprised of the carrier SARATOGA (CV-3), cruisers CHESTER and SAN DIEGO and SIX Destroyers. This Force never arrived until the 6th of June, so missed out on most of the action.

The Submarines DOLPHIN, GATO, CUTTLEFISH, GRENADIER, GUDGEON, CACHALOT, FLYING FISH, TAMBOR, TROUT, GRAYLING, NAUTILUS and GROUPER, along with Patrol Squadrons VP 284, VP 290, VP 345 and VP 350 were involved in

The Battle of MIDWAY.

We knew the Japanese had FIVE aircraft carriers, FOUR battleships, SIX cruisers, several Destroyer Squadrons and I do not know how many submarines, although the destroyer HAMMANN was torpedoed and sunk alongside the YORKTOWN. Also they had a train of troopships with troops to land and occupy MIDWAY Island.

On the morning of June 4, 1942, the Air Department personnel were called to duty at 3:30 a.m. and Air Patrols were launched about 5 a.m.

Each Squadron had their own "ready room" where last minute info and tactics and vectors of each flight were discussed and assigned. My part in this, plus my regularly assigned duties was as "TALKER". There were a pair of ear phones connected to the Bridge where the ship's Air Officer issued commands. There were not many good communication systems in force at this time. The word was passed, and I said "Pilots man your planes" , this was the last I saw of ALL but TWO of the pilots and one of the crew; they never returned.

Only THREE of the pilots and one gunner-radioman were picked up safely. Unfortunately one, Ensign W.F. OSMUS was picked up by the Japanese destroyer ARASHI where he received medical attention and then aggressively interrogated. That evening he was brutally murdered with a fire ax and dumped in the sea. This was not known until after the war was over.

Bill ESDERS and Harvey CORL, the other two pilots, had been able to nurse their planes back to our TASK FORCE, however, they had to wait until other planes had a chance to land due to low fuel. Robert "Mike" BRAZIER, ARM2c with pilot ESDERS was mortally wounded but he did manage to change a radio coil in their receiver so they could pick up the YE to direct them back to YORKTOWN.

Somehow, ESDERS and CORL spotted each other heading back and joined up. Both planes were leaking oil and the guys were leaking blood. CORL's radioman-gunner was ARM3c Lloyd CHILDERS when they ran out of fuel, they ditched.

Another reason they could not land aboard ship was due to us being under attack. when ESDERS ditched he immediately pulled BRAZIER out of the plane and into the life raft even though it had bullet holes. It remained afloat but BRAZIER died in ESDER's arms.

CORL was shot down again in another action and was not so fortunate. CORL went down with the plane and his Radioman/Gunner WYLIE managed to swim and/or drift to an island where natives found and returned him.

Meanwhile, back at the YORKTOWN, we were under attack by several squadrons of the aircraft of the Japanese Imperial Fleet. They only located us by shadowing some of our returning aircraft.

An office on the hanger deck was assigned for our squadron, located on the port side next to Number ONE Elevator. They did not assign me a Battle Station so I remained in my office and could look out and see most of the hanger deck, and observe any and all action in that area. Seems there was plenty.

Noise from the chattering gunfire reminded me of the time my Dad and I visited a Chinaman I believe near or in Fulton Canyon, and throwing firecrackers into a steel drum only this time I was IN the drum.

A heavy bomb exploded on the flight deck opening a 12' by 12' hole and fragment damage to the hanger deck. A delayed action bomb struck the flight deck about 10 feet inboard of the Island and exploded below 2nd deck. A heavy bomb exploded close astern on surface causing, fragment damage and starting small fires on the fantail.

At this time I decided perhaps I should go back and see if I could help. Everything looked to be quite a mess. It may have been no more than 10 seconds after leaving my office another bomb hit. Where else, but in the number one elevator. This, a delayed action bomb penetrated the flight deck and exploded on the third deck.

Fire hoses were in shreds, shrapnel had scattered all over, many casualties and how it missed me I'll never know. one thing I do remember quite vividly, having a very one-sided conversation with THE MAN in the Sky. Lucky, lucky me. Very little has ever worried me since then.

Heading back to my office, I discovered there was no practical way to get in. It was demolished.

Dead in the water, YORKTOWN was a "sitting duck" for attack by air or even a submarine. Fortunately, in a few hours we were again underway having put things back in running order.

This did not last long, and we were not up to full power. I believe we could only get up to 18 or 20 knots. It didn't really matter, another attack was coming in and this time flying very low. once again the chattering of guns, warships guns being fired, aircraft buzzing around like mad hornets, just a little more excitement to round out the day.

The torpedo planes were good and did an excellent job. TWO TORPEDOES hit, both about 15 feet below the water line, one at frame 80 and one at frame 92 on the port side and it seemed to immediately list over about 26 degrees. Somehow this really gets your attention.

Yorktown being hit by a torpedo from
one of Hiryu's carrier attack planes in
this US Navy photo. Dan's office was near
the number one elevator.

Photo Courtesy Dan Kaseberg
^{___________________________}

Not having anywhere else to go, I proceeded somewhere into officer's country and found myself in the wardroom, starboard side, when the almost simultaneous explosions and instantaneous listing from starboard to port caused me to slide from one side to the other. Once again all power and lights were off. The odor of exploded gun powder, death and destruction, were stifling. Leaving that very dark area and on to the flight deck, I could see bodies stacked like fire wood. The heavy list to port made it very difficult to walk.

Shortly thereafter, word was passed, "'ALL HANDS ABANDON SHIP", seemingly unbelievable to me. However, concern of the possibility of the ship capsizing, trapping many of the crew, the ship "dead in the water" once again, unable to defend herself, and how many more air attacks could we still expect; then the order did make sense.

Yorktown survivors being transferred.

Photo Courtesy Dan Kaseberg
^{___________________________}

Armament against air attack were TEN 20MM Oerlikon, FOUR 1.1 Inch Quads, a Dozen .50 caliber and Two .30 caliber machine guns, I believe port and starboard sides each had the same number of automatic weapons. It would have been wonderful to have some of the newer weapons, coming in a few months.

Meanwhile, I made my way to the hanger deck, near the forward elevator, starboard side. It was there I removed my shoes and socks, with all the intention of returning and once again using them. After I had entered the water it came to me perhaps I should have left my socks on due to flashing skin might attract some hungry sharks. Good old hindsight.

Several lines were passed over the side and we commenced our abandonment of the ship. Starting down the line carefully lowering myself to the water, the person following me was a tad bit nervous, stepping on my grip, which of course gave way, and I plunged downward, a trail of smoke from my fingers spiraled upward. Now two scars appear on my fingers from this incident. Too bad more could not have been so fortunate.

More Yorktown survivors being transferred.

Photo Courtesy Dan Kaseberg
^{___________________________}

We left the ship from the high side and it was sad to see some jump off, life jacket strapped on, from as high as the flight deck, only to have their necks snapped upon impact. Best you keep your wits about you.

Destroyers were milling around, trying to position themselves for rescue but also alert for any possible incoming attacks.

Not being the world's greatest swimmer I made dog-paddling history, at full paddle towards one of the destroyers. It seemed forever and there I was, only 20 or 30 yards from a safe haven. Suddenly, the ship got underway and like a greyhound it was gone. Seems there had been another incoming attack announced, they responded accordingly. The enemy reputation to bomb and strafe survivors was well known, along with thoughts of sharks. Outside of these things, not too much to worry about.

However, this was a false alert and the destroyers resumed positions to retrieve survivors. Also, this time it did not seem quite so far to safety. Exhaustion was setting in when I finally was flopped on deck like a fresh caught fish.

The destroyer U.S.S. RUSSELL DD-414, part of our screen, picked up 499 men of the Yorktown. We were given hot coffee, good food and issued clothes and sharing like family.

Incidentally, my new watch I had purchased in PEARL stopped and contained oil and salt water. It was my thought to have it engraved, which I did, and someday, should I get married and have children give it to one of them. I sent this home to my dad and do not remember seeing it again. It would be wonderful to locate it and be able to give it to one of our children, grandchildren or great grandson. Someone probably thought it was a useless old watch and threw it out.

Back at the RUSSELL, I don't remember how many days or hours we were on the ship, but I believe we were then transferred to U.S.S. FULTON AS-11 and docking in PEARL HARBOR on June 8, 1942.

LIFE magazine had numerous pictures and, to me, an interesting article of the BATTLE OF MIDWAY. However, due to delay of announcements of ship sinkings, I cannot recall the date of the magazine. If I could remember, perhaps it would still be possible to obtain a copy. The pieces I have saved of this over the last 53 years are in poor condition.

Upon returning to PEARL, the surviving members of TORPEDO SQUADRON THREE reported back to KANEOHE Naval Air Station and rejoined those of our Squadron still there. We were assigned a new Commanding Officer, last name, JETT, along with newly trained pilots and additional personnel to bring us up to strength. Also, new planes, the TBF.

Our old planes, Douglas Devastator TBDs were capable of only 125 knots when armed and they were no match for the fast Japanese fighters and enemy aircraft guns. This was clearly evident at MIDWAY. The TBD was the first folding wing carrier aircraft but now consigned to history.

The early part of July, 1942, TORPEDO SQUADRON THREE was assigned to the U.S.S. ENTERPRISE CV-6 as part of their AIR GROUP. A 'picture of the pilots of the squadron at that time is one of my prized possessions. Included in this squadron were both ESDERS and CORL. CHILDERS was still crewman for CORL.

The crew of the ENTERPRISE were a pretty cocky bunch, having never been damaged in action, although some of their pilots had engaged the enemy. This feeling changed considerably in the next few months.

Ships were in limited numbers, pre-war armament and a low supply of aircraft was standard operating procedure.

On July 16, 1942, we were off again on another mission, this time to TONGATABU, an island of the TONGA group. A girl's college was located there, and when the Queen was informed a Naval Task Force was headed there, she removed all the young ladies to the hills. Incidentally, the highest point on the island was 60 feet.

Transportation was by bicycle, without brakes. The natives lived in grass shacks. The women wore grass skirts with cutoff long underwear underneath.

The reason I am such an authority on this subject, even though we were only there a few hours, I managed to get ashore AND I was quite observant. The Queen was a "queen" in stature, being 6'6" tall, a truly large woman.

Our TASK FORCE 16 was comprised of ENTERPRISE, NORTH CAROLINA BB-55, the first new Battleship to the Pacific, cruisers PORTLAND and ATLANTA, along with seven DESTROYERS, under the flag of Rear Admiral Thomas KINKAID, in the Big "E".

Our destination was unknown even though "something big was in the works" and for the FIRST TIME during the war we obtained a relative degree of parity and would meet on fairly equal terms.

Among my papers, a mimeographed map of the FIJI Islands, and on this I had typed the following: August 1, 1942: "Held dress rehearsal here for the battle that is to come. If the real battle comes off half as good as the 'dress rehearsal' on the island of KORO, it will be a dilly". The topography on KORO was similar to the SOLOMON Islands and the U.S. MARINES did a great job.

On August 4, 1942, the Admiral released to ship's company, SECRET information as to the present mission.

In addition to SARATOGA, WASP and ENTERPRISE Task Groups, our force included a MARINE RAIDER DIVISION, along with its battalions and equipment, embarked in numerous transports. We joined this group the day after leaving TONGATABU. In the transport escort were THREE Australian Cruisers. It was some good feeling for once, we were not SO alone, as we had been since December 7, 1941.

August 6, 1942, and at sunset we were within 85 miles of GUADALCANAL and within 135 miles' of TULAGI. The first planes were launched about 0530, we were approximately 30 miles west of GUADALCANAL. The aviators should not have suffered pilot fatigue before reaching their carefully chosen targets.

A special detail of three officers and four men from the ENTERPRISE were transferred to the destroyer McCAWLEY to furnish liaison between the MARINE ground forces and the aircraft support group. This party was led by the Assistant Air Officer, of ENTERPRISE, Lt. Cdr. W.E. TOWNSEND, USN., in the after dark hours of August 6, 1942.

The transports, cruisers and destroyers of the attack force entered TULAGI harbor on the morning of 7 August entirely undetected.

There were 700 or 800 Japanese soldiers and about 3000 Japanese workmen on GUADALCANAL. These forces fled to the hills and our Marines were unable to get close enough to take prisoners.

It should be noted, the marines were advised: IF YOU TAKE PRISONERS YOU WILL HAVE TO FEED THEM and we have no idea how soon, or if we can, bring more food and ammunition.! They were advised of the precariousness of the situation

On the TULAGI side, the Marine Landing Force made a relatively unopposed landing but almost immediately ran into very stiff opposition. The Marines took NO enemy prisoners, as the Japanese fought to the last man. The TULAGI marine group suffered casualties of about 50 percent on the first day.

Dan Kaseberg.

Photo Courtesy Dan Kaseberg
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August 7, 1942, late reports indicated TULAGI and GAVUTU Islands were completely occupied by our troops. Pilots reported our troops were proceeding inland on GUADALCANAL without opposition. The day's operation exceeded the most optimistic expectations. About noon a flight of 22 Heavy Bombers came out of the sun,, bombing the fleet at anchor. Little or no damage was the result. Approximately a half hour later a destroyer was attacked by 8 or 9 Dive Bombers, and she was hit by a small bomb on the stern and thus, the ONLY casualty suffered by the ships on the first day.

The remainder of this day and night we could see the flash of gunfire and heavy explosions on the island of TULAGI and the adjacent islands.

August 8, 1942, it was reported 40 Heavy Bombers were on their way from RABAUL, and about one hour later they arrived, flying low, dropping their bombs and torpedoes. The only result of this raid, ONE TORPEDO hit on the destroyer JARVIS and a fire on the transport ELLIOT caused by a damaged bomber crashing in to the ship.

At 0200 a.m., the morning of the 9th, we were called to General Quarters, and had a reserved seat on the 50 yard line of a very heavy night battle. Our SCREEN GROUP of cruisers and destroyers were engaged in battle with a group of Japanese ships. The screen was illuminated by aircraft flares dropped by the enemy. The transports were so close together, machine gun and 20MM fire could be seen striking sides of transports opposite each other.

The gun fire was extremely heavy, we could see the shells going back and forth, between the lines. Red flashes when shells would strike ships on either side. At -least one ship on each side exploded. This action lasted until 0245 a.m. in the morning. We could not distinguish our ships from the Japanese.

It is interesting to note, there was a combat record 236 takeoffs and 229 landings, August 7, 1942.

August 9th was spent in hurried unloading, and about 1900, all ships got under way. Fletcher thinking with reasonable logic, the carriers would be safer if moved south.

Unfortunately and unknown, a flotilla of SEVEN Japanese cruisers and ONE destroyer were heading southeast to attack our transports, newly landed troops and HENDERSON FIELD. Arriving just after midnight, surprising the American and Australian Cruisers and Destroyers guarding the landing sight, leaving FOUR cruisers sinking into "IRONBOTTOM SOUND". This disaster, known as the BATTLE OF SAVO ISLAND, was just the first of many such engagements.

For the next three months, the Japanese would control the waters around GUADALCANAL at NIGHT, and the Americans would control during the DAY. Thanks to air superiority of the carriers and HENDERSON FIELD on GUADALCANAL, we had a slight advantage.

As news spread of the SAVO ISLAND debacle, the half-loaded transports fled. The early optimism quickly changed as news the enemy was in the process of transporting reinforcements to GUADALCANAL. This appeared to not be too difficult in view of their night time nautical advantage.

Furthermore, the Japanese were organizing their carriers for a major challenge to our carriers to regain control of the SOLOMON's waters and isolating our forces ashore.

Incidentally, the JARVIS disappeared with ALL HANDS, while enroute south for repairs. The story in "Destroyer Operations WW-II" published by the Navy Institute Press.

August 24, 1942, we became involved in The BATTLE OF THE EASTERN SOLOMONS, which really began the 23rd. The first bomb ever to strike ENTERPRISE penetrated the flight deck at the edge of number Three Elevator and tore downward several decks. It started fires, did considerable structural damage, punched several good-sized holes in the Starboard Quarter both above and below the water line.

Only 15 seconds later a bomb struck within 15 feet of the first one igniting powder in the number three 5-inch gun gallery which exploded.

The Third, and last bomb to hit us on this day, landed on the aft portion of the number Two (amidships) Elevator, just behind the island structure.

It was in everyone's mind how it appeared the LEXINGTON could be saved and was out of danger, when unexpected explosions caused her loss. Also, there was much optimism the YORKTOWN could be saved before she was hit by submarine torpedoes. So now, what were we to expect?

While the last few planes were attempting to land, the rudder jammed and we went into a circling pattern to starboard almost running over a destroyer screening us.

A report of another 30 planes incoming was indicated by radar. They turned away before sighting us. It took only a little over a half-hour to correct the steering problem.

The night of the 24th, Fletcher ordered ENTERPRISE, SARATOGA and escorting ships south to avoid a night engagement.

Most of the planes of the Big "E" were flown off to augment the Marine Squadron at Henderson Field, this was the last time I saw Bill ESDERS.

We then turned towards PEARL HARBOR for an appointment with the Navy Yard to repair her serious injuries. The THIRD Fleet Carrier Battle of the War was history.

ENTERPRISE arrived at PEARL on September 10th and was under repair day and night until October 16th. A sign on the drydock informed one and all, THIS SHIP HAS FIRST PRIORITY.

News was still not good as the SARATOGA was again torpedoed on August 31st. GUADALCANAL News was Win, Lose, Win, Lose. If that was not enough the WASP on September 15th was hit by THREE TORPEDOES from Submarines and burned so severely she had to be sunk by her escort. Within minutes of the WASP being struck, the NORTH CAROLINA was hit by - a TORPEDO, she too would miss the critical battles only a few weeks away.

By the evening of September 15th only HORNET, the newest and least experienced carrier, was left in the SOLOMONS Area.

I had a few days of rest and recreation at the Royal Hawaiian Hotel in HONOLULU. I visited with some of the families having met before the war, roller skated and I managed to visit the Doris DUKE estate on Diamond Head. This somehow resulted in pictures of a couple shipmates and myself in TIME Magazine.

Another little incident happened while in Drydock in PEARL HARBOR. In the eagerness to return to the SOLOMONS, many of the items generally removed from a ship about to enter a dry dock were left on board. In this instance ammunition, bombs and torpedoes were aboard when an accident caused paint on the bottom to ignite. For several minutes until the-fire burned itself out, anxiety rose to an all time high, as the ship's bottom burned from stem to stern. Ordinarily, outbreak of fire calls for discharging over the side inflammables and ordnance. No water in the drydock so all we could do was search for marshmallows and hot dogs.

The "CHICAGO PIANO" antiaircraft gun mounts were removed and replaced with the new 40MM QUADS, recognized as the most effective antiaircraft gun of the war.

On October 16, 1942, when the Big "E" left PEARL to return to the SOLOMONS, only she and our latest consort U.S.S. SOUTH DAKOTA BB-57, newly arrived, possessed the dependable, rapid fire 40MM Guns.

On September 30, 1942, 1 was transferred to the U.S.S. ENTERPRISE CV-6, as part of ship's company. Somewhat in limbo, I was assigned duty with SCOUTING SQUADRON TEN VS-10, commanded by Lt. Cdr. J. R. "Bucky" LEE. It was well known aboard ship I had tried to trade carrier duty for submarine duty, while we were in PEARL and just wanted to get away from these seemingly Magnets for Torpedoes and Bombs.

October 18th, Admiral "Bull" HALSEY replaced Admiral GHORMLEY as COMMANDER SOUTH PACIFIC FORCE AND AREA and on the 24th of October the Big "E" arrived and just in time.

The Japanese had amassed a much larger force than we had met on August 24th and were going to once again try to dislodge our hold on the SOLOMONS and the surrounding area.

We were outnumbered FOUR or FIVE enemy CARRIERS to TWO, outnumbered in battleships FOUR to TWO, we felt we had the wherewithal to defend our tenuous hold on GUADALCANAL.

October 26, 1942, once again we engaged the enemy in the battle known as "THE BATTLE OF SANTA CRUZ", and this was another doozy. ONE carrier, HORNET CV-8 was sunk, the battleship SOUTH DAKOTA BB- 57 received a direct hit on #2 Gun Turret, just below the bridge, the Captain was mortally wounded. The SOUTH DAKOTA was credited with shooting down 26 planes in this action. The PORTER, a destroyer, was hit by a Torpedo while dead in the water, rescuing the crew of a downed plane, badly damaged, she had to be abandoned. A Japanese Torpedo Plane crashed on the forecastle of the destroyer SMITH, in spite of a fierce fire, she retained her position in the screen and continued to afford the carrier protection. The PORTLAND had the most phenomenal experience, stating she was hit by THREE Torpedoes, none of which exploded. They may have been faulty or launched too close to the target to have time to arm.

The ENTERPRISE was hit by TWO Bombs, the FIRST traveling through the forward portion of the Flight Deck, the Forecastle and then exited through the side of the ship. The SECOND Bomb, which caused the majority of the casualties, struck immediately behind the Forward Elevator and broke in two at the Hanger Deck with half continuing deep into the carrier. TWO near misses damaged the hull and machinery.

The bright spots centered on defense. ENTERPRISE was under attack by 84 aircraft in FOUR separate Dive Bombing and Torpedo attacks, one of the heaviest concentrations encountered during the war, against a single ship. On the water Big "E" cut, turned, raced and reversed herself in a maddening pattern. ENTERPRISE combed NINE Torpedo wakes successfully and thereby escaped the weapons that rendered major damage to the FOUR American Fleet Carriers LOST in 1942.

According to several shipmates on the Big "E", the Japanese planes were falling on each other as they spiraled down from the sky.

With the battle over and many of the HORNET planes on board, we turned south, close enough to GUADALCANAL to meet defense needs, out of the path of enemy surface ships.

ENTERPRISE was the only operational carrier remaining in the Pacific. FOUR were gone and SARATOGA would not be back for several months.

Although some of the damage caused minor inconveniences, stopping to think what the boys on GUADALCANAL were enduring, our temporary discomforts did not see important.

One crewman wrote on one of the carrier's bulkheads, ENTERPRISE against JAPAN, and this is what inspired Eugene BURNS to write 'AND THEN THERE WAS ONE', referring to the several critical weeks ENTERPRISE was the ONLY American carrier left to fight and hold the line. The title was borrowed from Admiral KINKAID's November statement alluding to the Pacific situation by saying "then there was one patched-up carrier".

BURNS was aboard ship during this action. I have some of his writings and/or dispatch copies that were included in our PLAN OF THE DAY for December 5th and 6th, 1942.

The Big "E" could not operate her forward Elevator and other SANTA CRUZ wounds were still open, she could still run at nearly top speed, operate all guns and launch her planes, although not as fast as usual.

PLAN OF THE DAY FOR WEDNESDAY OCTOBER 28, 1942
ZONE MINUS TWELVE TIME

General Directive: Condition Watches; General quarters; Air Operations; Repair and Salvage Operations.

Routine except:
0345 - Call pilots and flying personnel.
0400 - Call Air Department and Squadrons.
- Early breakfast for flying personnel (25)
- Early breakfast for Air Department and Squadron Officers (50).
0420 - Air Plot personnel, ready room talkers, and elevator
- operators man stations (This word will not- be passed over
- the general announcing system).
0430 - Flight quarters.
0450 - Blow tubes.
0504 - Alert the Watch.
0535 - Launch 8 VF for First Combat Air Patrol,
- Launch First Inner Air Patrol;'
- Launch Morning Scouting Flight.
0630 - Early breakfast for Air Department and Squadrons.
0700 - Early breakfast for Watch 2.
0800 - Breakfast for Watch 1,
0820 - Flight quarters,
0830 - Turn to. Continue Repair and Salvage Operations.
0850 - Launch 8 VF for Second Combat Air Patrol.
Launch Second Inner Air Patrol.
0900 - Land First Combat Air Patrol,
Land First Inner Air Patrol.
0930 - Land Scouting Flight.
1030 - Early dinner for Air Department and Squadrons.
1100 - Early dinner for Watch 1.
1115 - Early lunch for Watch 1 Officers.
1130 - Flight Quarters
1150 - Launch Third Combat Air Patrol and Third Inner Air Patrol.
1200 - Dinner for Watch 2. ,
Lunch for Watch 2 Officers.
Land Second Combat Air Patrol and Second Inner Air Patrol.
1300 - Turn to. Continue Repair and Salvage Operations.
1330 - Flight Quarters.
1400 - Be prepared to fuel ship.
1430 - Launch Afternoon Scouting Flight, Fourth Combat Air Patrol,
and Fourth Inner Air Patrol
1440 - Land Third Inner Air Patrol and Third Combat Air Patrol.
1615 - Early supper for Watch 1.
1630 - Early supper for Air Department and Squadrons.
1715 - Early dinner for Watch 1 Officers.
Set Condition of Readiness II, Watch 1.
1720 - Supper for Watch 2.
1745 - Dinner for Watch 2 Officers.
1750 - Flight quarters.
1810 - Land Afternoon Scouting flight and Patrols.
1843 - (about) General Quarters and Darken ship at sunset.
1943 - (about) Set Condition of Readiness II, Watch 2.
1950 - Blow tubes.

The following despatch received from Commander Task Force 61 is quoted herewith for information:

THE MAGNIFICENT PERFORMANCE OF THE SMITH IN ACTION YESTERDAY GAVE A THRILL OF ADMIRATION TO EVERYONE WHO SAW IT X WITH FORECASTLE AFLAME THAT GALLANT SHIP MAINTAINED STATION IN THE SCREEN AND CONTINUED TO GIVE PROTECTION TO THE CARRIER AGAINST ATTACKING ENEMY PLANES X WELL DONE.

We were ordered to NOUMEA, NEW CALEDONIA, for repairs by crew members of the repair ship VESTAL. We had been ordered to NOT discuss where we had been or what damage we had sustained with anyone coming on the ship. This included members of our own armed forces. We were warned "undoubtedly enemy agents and sympathizers in NOUMEA are on the lookout for damages to our forces and past and future operations".

A huge dark and heavy canvas was dropped from the flight deck to below the Pier to shield the view of anyone looking from the dock. We arrived October 29, 1942, and it seemed to me we there only a few hours and silently slipped out of port, with the workers still on board. The forward elevator would still not function and watertight integrity was not fully restored. We had once again been called on to stop another Japanese threat.

However, it was not until November 12th the naval Battle Of GUADALCANAL began. This FOUR day engagement was the final all out attempt to reinforce the Japanese Garrison on GUADALCANAL. For their THIRD Major try, 13,000 troops were packed in ELEVEN Transports accompanied by Two Battleships along with Cruisers and Destroyers .

This time there would be no Carriers even though TWO were at sea north of this climatic sea battle. Perhaps the concern of HENDERSON Field and the Big "E" were contributing factors.

Our squadron of TBF Avengers were flown from ENTERPRISE to HENDERSON Field, along with several of our SBD Douglas Dauntless Dive Bombers and spent the 13th through 15th flying into Battle from that location.

Bombardment Force entered IRON BOTTOM Sound, in an effort to destroy and disrupt Air Operations for the next day. The battleship HIEI along with Cruisers and Destroyers, were met by a SMALLER Force of American Cruisers and Destroyers, head on and were turned away from their objective. This was a costly success, our losses were SIX ships including the JUNEAU, with the FIVE Sullivan brothers, FOUR going down with the Ship and ONE by a shark. Also, we lost Admirals SCOTT and CALLAGHAN in this action. Japanese losses were TWO Destroyers sunk and the battleship HIEI severely damaged.

Sunrise, the 13th, as HIEI was limping, away she was spotted by our planes and in the early morning hours ENTERPRISE and MARINE Avengers flying from HENDERSON FIELD, plastered her until she went under just before dusk. Unknown to us at the time, the HIEI was one of the TWO Battleships accompanying the PEARL HARBOR attack. A partial revenge for the PEARL HARBOR disaster.

The failure of the bombardment forces delayed the sailing of their Transports. Another Force, this one featuring the battleship KIRISHIMA, spent most of the night bombarding the HENDERSON Air Strip and surrounding Marine entrenchments.

During the night of the 13th, the Japanese sent their ELEVEN Transports and accompanying Destroyers down the slot but were rudely intercepted by our planes, ARMY and Marine Aircraft, bombing and strafing the slow moving Transports.

Meanwhile, we were searching for enemy Carriers and found none, we then turned our attention to the Heavy Cruiser KINUGASA, sinking it and then back to the transports.

By dusk, SEVEN Transports had been sunk, FOUR proceeded to beach themselves. On the night of the 14th, the same Bombardment Force returned to shoot up HENDERSON FIELD and protect the transport force. On this evening, however, TWO of our escorts, SOUTH DAKOTA and WASHINGTON were detached from our Group and sent forward to greet an enemy that 24 hours earlier were unopposed.

Again, we lost the most ships, all destroyers, but WASHINGTON caught KIRISHIMA concentrating on SOUTH DAKOTA and shot her up so badly she had-to be scuttled. In less than 48 hours, the Japanese had lost their FIRST TWO BATTLESHIPS of the War and their LAST MAJOR bid to recapture the ISLAND.

Another devastating blow on the 15th was the ENTERPRISE and MARINE Planes arriving over the beached Transports and proceeding to blow them, many of their troops, ammunition and supplies into oblivion. At the end of the day only 2,000 of the original 13,000 troops were ashore.

Dan on Espirito Santos, New Hebrides,
December 12, 1942.

Photo Courtesy Dan Kaseberg
^{___________________________}

Between November 15, 1942, and February 9, 1943, we engaged in only one action remembered by name, this was in defense of the U.S.S. CHICAGO, a Heavy Cruiser, torpedoed by land-based enemy planes on the 29th of January. This became known as "THE BATTLE OF RENNELL Island". On the 30th a dozen enemy planes heading for CHICAGO changed course to attack us, after seeing our Fighters ready for action, turned back and placed FOUR more Torpedoes into the "dead in the water" CHICAGO.

Our aircraft and antiaircraft fire downed nearly all the enemy planes but this was small compensation for the loss or CHICAGO.

For the remainder of our stay in the general area our assignment was, along with SARATOGA, patrol and things appeared a little boring after all the action of the previous year.

April 12, 1943, it was movie time, someone was sitting on a bomb, using it as a seat, it suddenly exploded, killing 16 men and wounding three dozen others.

May 27, 1943, we had just returned to PEARL HARBOR and were anxiously awaiting orders to return to the U.S. for repairs. All hands were called to Quarters in Dress Whites when Admiral NIMITZ arrived to present the Ship and crew with a PRESIDENTIAL UNIT CITATION along with numerous decorations of crew members, and men of other ships. It had been 18 months since the attack on PEARL, looking out to the harbor the OKLAHOMA still lay capsized and the shattered ARIZONA was still visible.

We were heading home to Bremerton, Washington, only after participating in training exercises of newly formed Air Groups. This went on for a seemingly long and "dragged-out" time. However, our spirits were so high it didn't really matter.

We arrived in Bremerton around June 15, 1943. What a sight! Looking forward to the day we would be able to get fresh milk, fresh fruit and so many things we had not had for such a 'Long time.

My story has always been, and always will be, the Enterprise was placed in Drydock, water was drained from the drydock, then water was drained from the Enterprise, she was split open from bow to stern.

Finally my request to "get-off these main target ships" was granted and I was assigned to New Construction. However, this new assignment did not include leave to go home even though I had accumulated two years leave, then later became aware survivors of a ship sinking were entitled to 30 days "Survivors Leave", a total of 90 days due me.

However, I was reminded "there is a war on" and the fact I had signed up before the war, therefore being USN (Regular Navy), the need for "experienced" personnel was a priority and leave was not granted.

The new ship of my destiny was being-built at TODD Shipyards in Seattle, WA., and known as Hull #7, the future U.S.S. MORRISON DD-560 was named after MEDAL OF HONOR winner John MORRISON for action July 15, 1862. She was a Fletcher Class Destroyer, overall length 376 feet, beam 39 feet and displacement of 2050 Tons, she could attain speeds of 35 knots.

The keel was laid June 30, 1942, and a little over a year later was launched early the morning of July 4, 1943. Little did anyone think, as she slid DOWN the ways, she would slide UNDER the waves, into a watery grave almost the same HOUR and only 22 MONTHS to the day, MAY 4, 1945, taking with her, killed or trapped, 159 of her crew. I believe this was over ONE-HALF of those aboard that fateful day.

Dan with friends Eddie and Jack on
December 8, 1943 in San Francisco.

Photo Courtesy Dan Kaseberg
^{___________________________}

During the year 1943 there were no Fleet Carrier Battles, only a small number of surface actions, and the men and ships that had survived the intense fighting of 1942 were being replaced by ships and men surpassing the number available at the start of the war.

There are many memories of shipmates being killed in accidents, such as walking into a spinning prop, or the time a young man, on his first flight while drawing flight pay, riding in the third seat, the plane hit the stern of the flight deck, he dropped into the sea and was sucked under. The prop on the plane went spinning, the engine flew one way, the pilot landed on the deck. The times planes on takeoff dropped in the sea and pilots, planes and crews disappearing. However, this would not be the case from now on as my duty in the "TIN CAN" Navy was just beginning.

A small shack was set up as an office for officers and men to report in and form the crew of the MORRISON. They were a VERY green bunch and very FEW had ever been to sea bet-ore, mostly new recruits, reserves and 90 day wonders (officers). We did receive an "OLD SALT" regular Navy skipper, Commander W.H. PRICE, USN. He was a very special person and Commanding Officer with experience so necessary to form and put together this crew. On the morning of July 4, 1943, we all gathered at TODD Shipyards in Seattle, Washington, for the launching of the U.S.S. MORRISON DD-560, she was then being outfitted and on December 18, 1943, she was commissioned. The balance of the month was spent completing fitting out at SeaTac Plant "B" dock.

During some of this time I decided to take a few days off and I even attended the Ship's Christmas Party while AWOL. The Captain asked "shouldn't Dan be under arrest" to which I advised him I would not miss the ship when she sailed. Somehow I slipped out of there until it was time to NOT miss her departure.

January 6, 1944, MORRISON sailed out of Seattle to San Diego on a shakedown cruise. It was stormy off the coast, the Japanese current and the tides all contributed to the majority of the crew being quite seasick. All recovered and arrived at San Diego the 9th of January for exercises.

January 8, 1944, the Captain held Mast at which I was charged with Gross Neglect In Performance Of Duty and Direct Disobedience Of Orders. I had not returned to the Ship immediately after the Christmas Party while AWOL. This awarded me 7 days confinement to the ship. This only meant I was confined the limits of the ship for seven, In-Port, days.

January 22, 1944, a entry appears in the Ship' Log of Captain's Mast in which my name appears. This states "Interfering with Arrest" for which I received a Warning. It seems about 15 MARINES in a small Cafe became upset over the addition of ketchup on their Dress Blues. Captain Price appeared to have a little smirk on his face when he stated "Dan, I thought you were restricted to the ship", naturally I answered, "when one of our shipmates is in trouble, we are all in trouble", I had to help if I could.

Looking in the Ship's Log, I note I was again missing as of February 19th and returned 0300 February 24, 1944. Guess I was taking some of the leave due me. For this little fiasco I was awarded a DECK COURT MARTIAL which was held on the 28th at sea enroute to PEARL HARBOR, T.H.

We had picked up 90 passengers destined for PEARL on the 24th, having loaded ammunition, torpedoes and supplies. Arriving March 1st, we began more drills and exercises, joining TASK UNIT 58.2 and arriving at MAJURO, MARSHALL ISLANDS.

MAJURO was only the first of many islands and anchorages for the "MIGHTY MOE". We had the nickname long before a battleship adopted it too. Besides the West Coast Ports we entered, we also anchored or moored at such lovely spots as: MANUS and ULITHI, the ADMIRALTY ISLANDS, KWAJELIN, MAJURO and ENIWETOK of the MARSHALL ISLANDS; SAIPAN, TINIAN and GUAM of the MARIANAS Group. PALAU, CAROLINE ISLANDS; MINDANAO, SAMAR. VISAYAS, LUZON and LEYTE, PHILLIPPINE Islands. FORMOSA (now known as TAIWAN), and OKINAWA, RYUKU Islands. I'm confident some are not listed.

Our first assigned task was to screen for Fleet Tankers which supplied the fast moving ships with fuel. We seemed to never stop cruising and on the lookout for enemy submarines and planes.

On May 31, 1944 we were assigned TASK GROUP 52.17, graduating up to a member of a Fighting Task Force. This group provided air and fire support for the Invasion of SAIPAN and other MARIANAS Islands.

We would fuel from the battleships while with this group. on June 4th we left our station to recover aircraft personnel of a plane crash in the wake of the KITKUM BAY. One survivor was rescued.

June 17, 1944, at dusk, we helped repel Air Attack by 18 to 20 Dive Bombers and Torpedo planes. There were attacks dusk and dawn nearly every day for the next TWO weeks. When there were no attacks there were snoopers, they managed to keep crews at General Quarters much of the time.

On 29 June, a typical day, numerous radar contact with various planes, a Torpedo wake and then TWO mores wakes observed. We were operating Westward of SAIPAN. We returned to ENIWETOK, arriving on July 5th, provisioning the ship and were back on station EAST OF SAIPAN on the 14th. on the 15th we picked up another plane crash survivor. on the 18th, a fighter pilot crashed and we picked him up.

Operations were now centering around the occupation of TINIAN. It was at this time, about 0400 the Japanese attempted to reinforce their forces with 2400 troops, crossing between the islands. Few if any survived as they were decimated and the ocean surface was covered with bloated bodies for days.

On 17 August we shifted to TASK FORCE 58 and on 28 August we became TASK FORCE 38. The only difference, Admiral MITCHNER's FAST CARRIER TASK FORCE designated TF-58, under HALSEY's Command we were TF-38, same ships, and operating continuously.

29 August, 1944, powerful TASK FORCE 38 steamed out of ENIWETOK to the Far reaches of the Central and Western Pacific. Initially, heading southward past PONAPE, almost to the GILBERT islands, crossed the Equator, turned West and in a few days we were between the ADMIRALTIES to the South, and CAROLINES to the North.

On the 6th we passed Mail to all ships, fueled off the ESSEX commencing air strikes on PALAU, through the 7th and 8th and continued to an operating area off MINDANAO, PHILIPPINES. On September 9th we started our day off by being detached to destroy about 52 coastal vessels, including sampans, about ten miles off SANCO POINT, what a great way to begin your day. We were the lead ship, along with THREE other Destroyers and TWO cruisers. It is reported our score was one 200 foot freighter damaged, two 100 foot sampans sunk, one small craft damaged, beached and burned. Before our arrival, friendly planes attacked the convoy and upon arrival FOUR columns of smoke and 5 to 7 burning craft were sighted.

I can still see the waving arms of one of the local natives as we lay off shore. If the Japanese would have seen him --it would have been his end. MORRISON was the FIRST U.S. Ship to enter a PHILLIPPINE HARBOR since occupation in 1942. So much for MacArthur and his seven landings, complete with camera crews. To retake the PHILIPPINES, an EGO trip, wasting lives, and materials was regarded by most as very unnecessary.

By September 12th we were operating off LEYTE, on the 14th TF 38.1 was detached to support MOROTAI Operations. Refueling again, the 15th and 16th TF 38.3 stood off PELELIU Island of the PALAUS, during the landings and occupation. NIMITZ could not convince MacArthur to bypass it and the cost in lives came into the thousands. Air strikes continued until mid-day of the 22nd when the Task Force commenced retirement because of a typhoon warning and necessity to refuel.

The Fleet then maneuvered to approach the strike area north of SAMAR Island where Air Strikes were carried out through the VISAYAS.

A cyclonic disturbance to the northwest brought strong winds and heavy seas. The fleet was ordered out of the Lagoon to ride out the storm. This was one dilly of a storm as we rolled 59 degrees at one time. It appeared you could reach the stars one minute and then dip out of the ocean the next. A very helpless feeling as she would roll so far over, then appear to just lie there. Later in a storm such as this in December THREE Destroyers did capsize with heavy loss of life and more damage to the fleet than the enemy could do.

October 6, 1944, we departed ULITHI Island and on the 7th rendezvoused with TG 38.1 and 38.4 enroute to fueling area. On the 8th we cleared the fueling area, set course for NANSEI SHOTO ISLAND Group. 10 October we began Air Strikes against OKINAWA JIMA and on then set course for FORMOSA. On the 12th we began Air Strikes on FORMOSA, the Japanese were using harassing tactics at night. on the 13th we were under attack and on the 14th we sank an unoccupied landing barge. TG 38.4 was ordered to proceed to Northern LUZON to carry out Air Strikes. The rest of the TF continued to strike targets on FORMOSA.

The 14th of October, 1944, a sailor was washed overboard from the U.S.S. ALABAMA, due to heavy seas, and must consider himself one of the luckiest men alive. Somehow we spotted Harold G. OLSON and managed to save him. This fast moving task force, heavy seas and being under attack made it even more miraculous.

On the 17th we were enroute to an operating area off LEYTE to provide strategic support to the landings there.

From the 17th to the 23rd there was little enemy opposition but on the 24th there were many enemy planes in the vicinity. About 0800 the Combat Air Patrol intercepted about 40 enemy aircraft. At about 0938 the USS PRINCETON CVL-23 was hit by a lone bomb. At 1030 we arrived and commenced recovering survivors. By 1135 we had recovered about 400 survivors.

At 1235 we were ordered alongside, starboard beam (leeward) to fight fires and transfer able bodied Engineering survivor personnel back to PRINCETON to fight fires. Extremely heavy smoke pouring from PRINCETON reduced visibility to 30 or 40 feet. The PRINCETON kept drifting down and wedged the MORRISON's Mast and Forward Stack between her Uptakes. Our Fire-control Radar was wiped off and the MORRISON rode in irons, unable to move fore or aft without wrecking the Stacks and Mast.

Hoses were sent out from MORRISON, Engineering personnel were transferred and about this time we lost our TBS (talk between ships) Antenna and Communication. Signal Lights and word of mouth were the only means of contact, limited because of smoke. About this time an explosion occurred on PRINCETON causing a Jeep Towing Vehicle to roll off the Flight Deck and land, on all four wheels, alongside our #2 5"/38 gun mount.

All out efforts to get the stern of MORRISON loose so we could back out, FAILED. Even the destroyer IRWIN tried TWO attempts to breast us out, using mooring lines which parted. All along while the damage continued, TWO Japanese Dive Bombers made a run on the ships, dead in the water. At 1450 word was passed to attempt to get hoses to PRINCETON's after Elevator Shaft where a furious fire was burning. We finally broke loose and were ordered to lie off when BIRMINGHAM was ordered alongside the port quarter of PRINCETON using her hoses. We were removing topside wreckage and sending back more survivors to the PRINCETON in her boats.

MORRISON's Stacks, port side Searchlight Platform, Main Battery Director, port side of Bridge and breaking off the Mast at Bridge level was the visible damage.

At 1525 an extremely heavy explosion occurred aft on the PRINCETON, blowing off her fantail and showering BIRMINGHAM with shrapnel. The air around the ships was filled with debris, ranging in size from small particles to pieces weighing a half ton. A smoke column ascended to a height of 2000 feet.

At 1720 IRWIN fired torpedoes at the Princeton, word had been passed to destroyer her. one of the torpedoes ran erratic and all vessels maneuvered violently to evade it. At 1750 RENO fired a spread of torpedoes and in a few minutes PRINCETON disappeared beneath the PHILLIPPINE SEA. We rejoined TG 38.3 but were soon detached to ULITHI, to return stateside for repairs at HUNTER's POINT, San Francisco, California.

Commander PRICE was relieved of command on November 10, 1944, by Commander James R. HANSEN at PEARL HARBOR. We entered San Francisco Bay at 0801, November 17th.

The overhaul and repairs were completed by the end of January, 1945.

According to the ship's log, it appears I made another one of my unauthorized leaves. Frankly, I had all of this or any other war to satisfy me for one or two lifetimes. incidentally, I was now a YEOMAN THIRD CLASS. This was the result of my previously stated Deck Court Martial. February 5th was the next date I was mentioned as being AOL. During this period I, along with a few others, were AOL. It seems everyone knew where we were staying. A couple days into this and the new Captain mustered all hands, including officers, keeping them at morning muster while he sent a special detail into San Francisco to return us to the ship. Receiving a phone call warning of these events, we just up and moved to another hotel around the corner. I thought is was exciting and fun.

February 9, 1945, at 0715 we returned to the ship knowing we were to set sail for PEARL HARBOR where we reported to COMDESPAC on 16 February. On March 3rd we were off to ULITHI, doing 'various exercises during the 10 day trip. On the 7th a Helldiver from the INTREPID crashes 1000 yards to the port and we rushed to the rescue. We rescued one survivor, the other airman disappeared possibly, from effects of the plane's Depth Charge which exploded shortly after the plane sank.

March 13, 1945, we reported to COMDESRON 55 and CTF 54 for duty. TASK FORCE 54 was formed March 21st as the fleet providing fire support for "OPERATION ICEBERG", Invasion and occupation of OKINAWA and adjacent islands. This is the group known as "THE FLEET THAT CAME TO STAY". It consisted of 9 Battleships, 9 Cruisers and 29 Destroyers. In this group were TENNESSEE, NEVADA, WEST VIRGINIA and MARYLAND, all sunk or damaged at Pearl Harbor, December 7, 1941.

At 0635, March 21st, we got underway, destination OKINAWA JIMA on the doorstep of JAPAN, just under 300 miles from HONSHU.

March 25, 1945, we arrived off shore and bombardment commenced immediately, it seemed to last forever.

March 29th, we took station off Southern tip of the island to support Underwater Demolition Team operations.

March 30, 1945, we were continuing our activity in support of UDTs when at 2345 we were detached from night retirement group and ordered to proceed to conduct Hunter-Killer operations against an enemy submarine. We were to proceed to a position approximately 40 miles East-Southeast of OKINAWA and relieve destroyer STOCKTON having expended most of her depth charges.

0235 made radio and radar contact with STOCKTON and ASP plane illuminating the area with flares. 0302 contact was made and we proceeded with our attack. Not a good contact. 0324 a good contact was made and an ELEVEN-CHARGE Pattern was dropped with shallow setting, having determined the sub was running shallow. Accelerated propeller noises and tanks being blown indicated the sub was surfacing. She surfaced about 900 yards off our starboard bow. We attempted to ram by turning hard right, but the sub was turning hard right towards the ship, apparently trying to bring its forward tubes to bear. At 0338 we fired THREE Starboard "K" Guns at shallow setting. Range to the submarine at this time was 200 yards. 0351 the sub submerged except for its Bow and Conning Tower, we then pulled astern of it. My Battle Station was the upper handling room of number TWO 5"/38 gun and we fired anything and everything we had available. The thought of us ramming was not very pleasant, you could possibly be squashed like a bug.

The sub then surfaced on an even trim and was kept under continuous fire by the MORRISON until she was dead in the water.

At 0412 the submarine's bow rose to a vertical position, sinking stern first, slowly under the sea to 2800 fathoms.

Then at 0636 ONE lone survivor and TWO mangled bodies were sighted off the port bow. We rescued the one and sharks enjoyed the others.

We returned to KERAMA RETTO where our prisoner was turned over to interrogators.

The marking I-8 on a Japanese submarine conning tower signified the submarine as First-line Class "A" submarine. She was about the same length and width of the MORRISON, carried TWO Aircraft. She participated in the "Battle of Santa Cruz"', where one of these submarines sank the carrier HORNET.

In February 1943 the 1-8 Class was used to transport ammunition and supplies to beleaguered Japanese troops on GUADALCANAL.

A few months later she was off to BREST, FRANCE. She was the ONLY one of FlVE to make this round trip safely. The trips were made to pick up submarines obtained from GERMANY. There were only TWO subs of this class.

Late in March, 1944, she torpedoed two ships in the INDIAN OCEAN. One DUTCH and one American Liberty ship, the Richard HOVEY. Many of the survivors of both ships were killed by the crew of 1-8.

The MORRISON Ship's Log for the period from April 1 through May 4, 1945, was lost with the ship, therefore, the following information for this period is shown below.

1 April, was "D" day at OKINAWA, the first troops were landed that day. Very little opposition was encountered but soon stiffened.

1-2 April were spent mostly with Bombardment, Illumination, Day Call Fire, Night Harassment and ail other duties assigned.

3 April we conducted Bombardment and cooperated with the PENSACOLA Spotting Plane to shoot up 6-8 TANKS and a CAVALRY Unit.

5 April, along with the LAWS, we proceeded into NAKAGUSUKU WAN to provide close fire support for UDTs.

6 April, provided Counter-Battery support for a MARINE Reconnaissance Team landing on IKE SHIMA.

7 April, provided Call-Fire support for SIXTH Marine Division.

8 April, conducted Harassing Fire on road junction while we screened ARKANSAS, an older Battleship.

9-12 April, Screened large units, conducted Fire Support for SEVENTH Division, 24th CORPS, neutralized Artillery Battery, assisted ANTHONY in Illumination and Sinking of a SUICIDE BOAT.

13 April, assisted in recovering Survivors of TWO Minesweepers sunk in NAKAGUSUKU WAN. Dueled with Shore Battery firing at Minesweepers.

14 April, received fighter director team and proceeded to Radar Picket Station TEN. Fired on low-flying enemy plane enroute, five miles east of KERAMA RETTO. Relieved LUCE and took command of LSMs 194 and 195.

15-20 April, patrolled Picket Station #10. Sank Japanese MK6 Mines on 15th and 16th. Frequent Bogey raids passed over Station at dusk, enroute to OKINAWA. Many raids taken under fire.

21 April, we were relieved from #10 by WADSWORTH and proceeded to KERAMA RETTO.

22 April we relieved BENNION on station #7 and remained there until relieved 28 April by the destroyer WICKES. Proceeded to KERAMA RETTO and HAGUSHI anchorage for logistics. Assigned to station #2, relieving DALY which had just been hit by a KAMIKAZE. Many Bogey contacts at night. We remained there until April 30th when verbally ordered to station #1 where we relieved BENNION. Weather front of clouds and rain moved in, apparently keeping the enemy home.

1-3 May, patrolled Station #1 in company with INGRAHAM, LCS21, 23, 31 and LSM(R) 194. The bad weather continued and cleared during the night of May 3rd. Large raids were expected the 4th.

4 May, at 0715 the first attack began. I was on watch at the 40MM Guns between #3 and #4 5"/38 Gun Mounts, noticing lots of activity among the Combat Air Patrol Aircraft. As I recall there were SIXTEEN in the CAP. Closing my eyes, even today, my recall of ONE plane, diving down, being chased by planes of the CAP is as vivid as then. I still don't have any idea how he eluded them and we could not fire for fear of shooting down our planes. Somehow, he came from off the Port Bow, around the Starboard side of the Bridge, heading aft and dove into the water, perhaps no more than 25 yards across from my station. The plane did not disintegrate at the angle he hit, nor did his bomb explode. I can still see his Helmet, Goggles and Face, as the plane and pilot sank into the sea.

We were soon at Battle Stations, me in the Upper Handling Room (ammunition), below the #2, 5" gun. Things became quite hectic and at one time we were informed 7 KAMIKAZES were INCOMING on the Starboard Bow. The normal plan of the KAMIKAZE is to hit the Bridge of the ship to put them out of action.

First it was a VAL crashed in our wake, just grazing the #2 gun. Another VAL being chased by CORSAIRS, was shot down with our guns and the CORSAIR's. Next, a ZEKE making a run, Strafing and then dropping a Bomb. It grazed the ship and crashed 50 yards to Starboard. Again, another ZEKE repeatedly hit and burning, passed over the after stack and crashed. Another VAL tried a run, Strafing on the way in, grazing the Bridge and crashed 25 yards to Starboard. A few minutes later TWO more ZEKES came in low, from astern, and even though they were flaming and losing altitude fast, managed to crash into the ship.

The first KAMIKAZE to hit was flaming, clipped the after stack, the #43 40MM director, grazing the forward torpedo mount and crashing into the base of the forward stack. Number ONE boiler exploded, the forward stack disintegrated, the forward fireroom was opened to the sea. The Mast was stripped, all radars rendered inoperative and the main battery director froze, the rangefinder shattered. The plotting room, radio central and after part of the bridge were also shattered.

The second hit FIVE inch Gun #3 a glancing blow, crashing into the main deck, demolishing 20MM group 21, opening the starboard shell plating outboard of the after engine room, to the sea. At 0834 a twin-float biplane, carrying a bomb, came in astern, it was hit repeatedly, it appeared to be constructed of canvas and plywood, the projectiles did not detonate on impact and pieces fell on personnel while passing over 20MM gun #23 and then hit 40MM gun #45 and 5" gun #3. Powder in Upper Handling Room #3 exploded resulting in a tremendous explosion and the number three gun was blown off its foundation and fell into the vicinity of the loading machine.

Following close behind was another of the same type float-plane, with a bomb, landing it the wake, about 500 yards astern. He landed while under attack by Corsairs and then taxied up, took off, flew very low over the fantail, skimmed 5" gun #5 and crashed into 5" Gun number Four, igniting the powder in number four handling room. Compartments flooded, bulkheads gave way and water poured in trapping all personnel in #3 magazine.

Inside our #2 Handling Room, we first noticed something was amiss when all power was cut off but we quickly shifted to emergency power. It became deathly still and we could hear the water rushing by, it was reported we were doing 29 Knots. MORRISON rapidly started to list Starboard, when I decided to check up in the Gun Mount, having not heard any movement from there. Upon arriving I noticed the crew were all gone, I yelled down "YOU BETTER GET OUT OF THERE FAST". I quickly jumped out of the gun, down to the Deck.

You could feel her rolling over, I jumped or dived over the rail into the Sea. My timing was very good, another second, and I probably would have been impaled on or struck by the mast as she rolled over. As it was, I could almost reach out and touch the mast as it went by me, wires dangling which alerted me to not move my arms and legs, so as to not get tangled or snagged. I did not have a shirt on and when I popped up to the surface, nor did I possess a Life Jacket.

I can still see her twisting over, the Bow rising and her slipping straight down into the Sea. One shipmate was hanging on the anchor, apparently frozen stiff, with many of us yelling to let go the anchor, he did not, and went down with the ship. To this day, and as hard as I have tried, I cannot remember his name.

The next worry had to do with the probability of the Depth Charges exploding by pressure and thereby killing anyone in close proximity, such as throwing explosives in a pond to kill fish.

Of course that was not our only concern, other little items were sharks and still many KAMIKAZE planes milling around, strafing and bombing people in the water. I managed to obtain a life jacket from a shipmate no longer needing it.

Only ONE life raft cleared the ship, and while trying to gather as many survivors together as possible, the planes still being shot down would try to strafe and crash into us. Many of the wounded did not realize they were in the water. Many Badly Burned by the Explosions, wounded by Shrapnel and Machine Gun fire. We were awaiting rescue by what were referred to as "PALLBEARERS", these were ships accompanying us for just such a purpose. Of the SIX ships patrolling on Station #1, MORRISON and LSM(R) 194 were sunk, INGRAHAM was hit by a KAMIKAZE and received extensive damage. LCS 31 took a direct hit on her aft twin 40MM and LCS21 received hull damage caused by repeated underwater explosions. The LCS 23 somehow came through the morning without a scratch.

We were rescued by LCS-21, all of the MORRISON survivors, plus 25 from LSM(R) 194, which had gone down, guns firing in the same attack. We were transferred to the KARNES APA-175, most of the wounded were delivered to the Hospital Ship, MERCY. Hospital ships were not immune from the KAMIKAZES either, the COMFORT was hit but I don't recall exactly when.

THE SECRETARY OF THE NAVY
WASHINGTON

The Secretary of the Navy takes pleasure in commending the

UNITED STATES SHIP MORRISON

for service as follows:

"For outstanding heroism in action as a Fighter Direction Ship on Radar Picket duty at Okinawa, May 4, 1945. Promptly opening fire on a group of more than forty Japanese planes which penetrated our aircraft screen to attack the ships of the radar picket station, the U.S.S. MORRISON skillfully fought off the determined attackers for over an hour and, with her own gunfire, shot down five aircraft before they could complete suicide dives* Maintaining a steady barrage against the overwhelming force, she gallantly continued in action despite severe damage from four suicide planes which struck her in rapid successions, fighting resolutely until she went down shortly after the last hit. Her sturdy and valiant service under a prolonged suicide bombing attack contributed to the effective defense of our ships and reflects the highest credit upon the MORRISON, her courageous officers and men and the United States Naval Service"

All personnel attached to and serving on board the U.S.S. MORRISON on may 4, 1945 are authorized to wear the NAVY UNIT COMMENDATION Ribbon.

For the President,

/a/ James Forrestal

Secretary of the Navy

During this time at sea, I had grown a beautiful Beard and after this experience I decided, never again. Once in a lifetime, shaving off a three or four inch beard, full of fuel oil and whatever else, in COLD SALT WATER, could convince anyone.

It should be noted, my father told me whenever I was involved in one of these actions, he would always know. It seems during these occasions, my dog would go up on the hill, over-looking the farm house and howl. I had heard of this happening many times, but now it is believable, at least for me.

The taxpayers of America really obtained their moneys worth of this gallant little ship and her magnificent crew.

The KAMIKAZE attacks were designated "KIKUSUI", of which there were TEN between 6 April and 22 June, 1945. MORRISON was on picket station throughout THREE of the first FIVE attacks.

These "Picket Stations" assigned all around the OKINAWA area were set up to warn the fleet of incoming attacks and would give them enough time to prepare to repel them. Picket Station #1 was only 250 miles from Japan.

There were 305 planes in attack number 5 on May 4, 1945. Most of these aircraft came from an airfield near KANOYA in Southern KYUSHU. This was the -last Japanese Imperial Army and Navy offensive action of World War II.

The destroyers assigned duty at the various picket stations were referred to as "SACRIFICIAL LAMBS". However, I had named these as "Destroyer Demolition-Plan #1", either one could be correct. As I recall, there were over 30 ships Sunk and at least 230 plus, Damaged by the "Divine Wind". They were referred to in this manner because while under attack by ships of an enemy many years before, a huge storm came up and destroyed the enemy ships. The May 4th operation resulted in 18 ships being put out-of-action. The MORRISON took FOUR KAMIKAZE hits, FIVE Near Misses, THREE of which grazed the ship, possibly THREE or FOUR Bombs.

An OHKA Bomb was believed sent our way this day. This means "Cherry Blossom", and sometimes referred to as OKA. It was a small 20 foot long wooden aircraft carried target by a twin-engine BETTY bomber, released and being propelled by 3 rocket motors at speeds up to 500 knots. it was a very lethal weapon a-aid with its speed could defy fighters and anti-aircraft fire. OHKA pilots were the "Elite of the Elite" KAMIKAZE, referring to themselves as "DIVINE THUNDERBOLTS".

The MORRISON was the ONLY Naval vessel awarded TWO Navy Unit Commendations during World War II. Normally these awards were for a series of actions instead of separate ones.

It appears my desire to move from the Number ONE Target, Carriers, did not make me a lesser Target for the enemy.

In returning to the States, it was my request to be transferred to the East Coast, although it appeared the war should soon be over. Believe it or not, I got my wish.

Things were quite-tame after returning Stateside, the only significant happening was when looking out our barracks window, on Staten Island around 0800 one morning, seeing the Empire State Building on fire; a plane had just crashed into it around the 83rd floor.

On July 19, 1946, 1 re-enlisted three months prior to my current enlistment expiring, and was promised to have credit for the FULL six years. Permission at this time was granted to make up lost time of four days AOL. On September 12. 1946 1 had accrued 178 days entitled leave, having only used 35 days.

One of, if not the best, assignments I experienced was at the "DEPARTMENT of NAVAL SCIENCE" at the UNITED STATES MERCHANT MARINE ACADEMY, Kings Point, Long Island, New York. It is located on the old CHRYSLER estate and a very beautiful place, This constituted most of my "SHORE DUTY".

On 22 July, 1948, my TWO year enlistment expired and I was discharged, returning to Oregon. At the time of my first expiration of enlistment I thought it best to remain in the service until things leveled off from number of military personnel returning to civilian life. By July 22, 1948, 1 made the decision the Navy was no longer for me.

Upon discharge, only 25 years old, finding it the LAW, especially being single, to REGISTER FOR THE DRAFT. I thought this ridiculous, my service time was completed, or so I thought.

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