December Landmark

The official publication of the USS Emory S. Land

THE

LANDMARK

Inside this issue PG. 13 Remembering Pearl Harbor PG. 5 Flight with CMC PG. 7 HTFN Edson Toussaint PG. 21 GM2 Peter Doyle

DEC 2017

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THE COMMAND TRIAD COMMANDING OFFICER | Capt. Douglas A. Bradley EXECUTIVE OFFICER | Cmdr. Robert J. Lopez COMMAND MASTER CHIEF | CMDCM William T. Greene THE LANDMARK MAGAZINE STAFF PUBLIC AFFAIRS OFFICER | Lt. Daniel Moore ASST. PUBLIC AFFAIRS OFFICER | MC1 Timmy Wakefield CONTRIBUTORS LEADING PETTY OFFICER | MC1 Oliver Cole LEAD EDITOR | MC2 Alex Miller SOCIAL MEDIA MANAGER | MC2 Daniel Willoughby STAFF JOURNALIST | MCSN Destinyy Reed The Landmark Magazine is an authorized publication for Sailors aboard the USS Emory S. Land (AS 39). Contents herein are not the views of, or endorsed by the United States government, Dept. of Defense, Dept. of the Navy, or the Commanding Officer of the ESL. All news, photos, and information for publication in The Landmark Magazine must be submitted to the Public Affairs Officer of the USS Emory S. Land. The Landmark Magazine is produced by ESL Media Services department.

ESL is manned by an integrated crew of Sailors and civilian mariners under the administrative control of Commander, Submarine Force, U.S. Pacific Fleet, Pearl Harbor, Hawaii, and operational control of the Commander, Task Force 74. As a forward-deployed naval force, ESL is tasked to provide epeditionary, intermediate-level maintenance and repairs, hotel services, and logistics support to deployed GuidedMissile and Fast-Attack submarines deployed in the 5th, 6th and 7th Fleet areas of operation.

REPRODUCTION OF ANY PART OF THIS PUBLICATION MUST BE AUTHORIZED BY THE PUBLISHER AND CREDITED TO THE LANDMARK MAGAZINE AND THE CONTRIBUTORS INVOLVED.

CMDCM William Greene, Command Master Chief of the ESL, conducts preflight checks before take off.

Photo by Mass Communication Specialist 2nd Class Richard A. Miller

TABLE OF CONTENTS

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Capt. Douglas A. Bradley Commanding Officer, USS Emory S. Land

Maintennce/Repair As Lead Maintenance Activity here in Guam, the repair department has been doing great things all year long. November wasn’t as submarine focused, although we did have some submarine repairs. The real highlight for November was the number of repairs that we provided to a carrier strike group. I think it was well executed. Although not a large volume of work, our team was able to cross deck to do something that we don’t routinely do and took on some work that we haven’t seen before and had to think through. We did work for the USS Theodore Roosevelt. We did work for the USS Preble, who came in with a few casual repair items and a few mission-critical items. The Sailors who went onboard found out that the work that was asked for wasn’t exactly what needed to be done. Our team diagnosed and figured out what the right thing was and got it repaired. The USS Halsey had some significant repairs and some particularly challenging engineering work. We worked with agencies we don’t typically work with back across the ocean in Yokosuka, Japan. What started out as a simple “we need some dive services to look at something” situation turned into this mammoth engineering challenge. It required a lot of different agencies to get that ship back into the fight. In addition to the submarine work that we’re normally doing, we had that going on in the background. I’m really proud of the team for working through all those challenges and supporting the surface fleet. That strike group became a part of a historic first of three carrier strike groups operating here during the President’s Asia trip. Team Tender maintenance enterprise helped get that battle group back out there for that strategic mission. That was a pretty big accomplishment in addition to our routine waterfront support. A testament to November is the fact that none of our homeported submarines are here in Guam, which means we’re doing our job.

Holiday Party I like seeing everybody at the end of the year. It’s a nice way to recap all the work and challenges that everybody worked through during 2017. This is our

time to get together before a lot of people go on leave and go elsewhere to visit family. The ship’s MWR team gives the crew a great return on the time and energy they invested. This has become a huge event for the crew. Between the great food and door prizes, it’s a lot of fun. It’s a chance to take a knee from the day-to-day work and just enjoy each other in a fun atmosphere. The holiday season always adds a little bit of extra magic in the air. I really appreciate the effort MWR puts into events like these. They don’t just happen; these parties take a lot of careful planning.

Seeing everything come together is the highlight for me. It’s extremely satisfying to see the crew have a good time.

Year in Review It’s been a great year. As we look at 2017 and where we were a year ago, we hadn’t accomplished a whole lot here at this point last year. We had just begun to grow in crew size and were growing the permanent party. No one had been on board for longer than a few months. Now after a year of seasoning, we’ve accomplished a lot as a crew, whether it is the medical department treating more than a thousand patients a year, supply providing a number of things for the water front, or the amount of ordnance our weapons team has safely handled. Our team has kept so many people proficient when it comes to gun shoots. It’s been a great progression seeing the growth. We’ve done so much for the community of Guam with our outreach efforts. I commend our Sailors and their willing spirit to participate and be invested in the community.

As I look back, I say thank you to the crew because they made it happen and thank you to the families.

A year ago, we just began receiving families for the first time. I thank the families for supporting their Sailors throughout 2017 as well as getting adjusted to Guam and being a part of the community here. I wish everyone a happy holiday season. Whether it’s spent traveling home or doing a stay-cation, enjoy your time.

The crew and the families have done great things this year. Rest up and enjoy your time to recoup. Come back in 2018 ready to fight again.

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FROM SEA TO SKY Story and photos by MC2 Richard A. Miller

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Command Master Chief William Greene flies over Guam in a single-engine Cessna Skyhawk.

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When I go up and fly and I see where I started and where I am now, that progress feels great.

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The USS Emory S. Land’s most senior enlisted leader has been quietly developing a new skillset off the ship. After 20 years traveling the world’s oceans, Command Master Chief William Greene set his sights on the sky and earned his pilot’s license. MC2 Miller recently took an aerial tour of Guam with the CMC in a 1986 Cessna Skyhawk and gained some insight on the challenges of flight training and what it takes to become a pilot.

MC2: How many flight hours with an instructor do you need to get your license?

CMC: You need 10 hours, but very rarely do people do the exact minimum to get to solo flights.

You need a fair amount of solo time under your belt as well. I was at 76 hours by the time I got my license. I needed a little extra time since it was spread out and I had to review and relearn a few things. Some people do it really quickly, but some spend a while on it. I wasn’t in a rush. I wanted to make sure I had every maneuver down and was confident enough in my abilities to pass the test.

MC2: What motivated you to become a pilot?

CMC: I started my time in the Navy in aviation as an AW, so the interest was there early on. I revisited the idea when I got here because I wanted to do something new. I got burned out on scuba diving after 20 years and thought it would be good to get back into aviation as a hobby and possibly more. Maybe I can use it as a career after the Navy. Getting the pilot’s license, although expensive, provides college credits as well.

MC2: What’s the most challenging thing to learn about flying a plane?

CMC: Landings are, by far, the most dangerous part of a flight. Takeoffs are largely uneventful. Even when you’re in windy conditions, you’re going to get lift as long as everything is working properly. There are more variables to factor in with landings. Where’s the wind coming from? How hard is it blowing? Is it blowing constant or is it gusting? What flap configuration am I going to land in? Sometimes the air traffic controllers won’t allow you to land so you have to circle around and re-prepare for your approach. It was the same thing when I

learned skydiving. Jumping out and freefalling are easy, but the landing is where you have the most potential to hurt yourself or others.

MC2: What are the most difficult conditions you’ve flown in?

CMC: There are days, especially in Guam, where it’s sunny and clear during takeoff but you deal with inclement weather when you’re already in the sky. Sometimes you have to adjust to the changing conditions and maneuver around them or even wait it out before attempting to land.

MC2: What do you enjoy the most about flying?

CMC: I enjoy the challenge. The flight training wasn’t as easy as I thought it would be. Flying this plane is challenging; there’s no autopilot or any kind of automated assistance to help. Every move and every decision counts.

When I go up and fly and I see where I started and where I am now, that progress feels great. I also really enjoy getting to take my kids up and see them get excited to fly.

MC2: What would you like to do with your hobby in the future? How would you like to see your skillset grow?

CMC: I’d definitely like to complete the next step of my training and start banking flight hours. When it’s time to get out of the Navy, that’s one more thing I’ll have on my resume. I want to make myself as diverse as possible. Not only will I have experience as a CMC, but employers could also look fondly on a candidate who earned a pilot license, even if the position has nothing to do with aviation. It’s an arduous process that takes a lot of hard work and determination.

MC2: Is there anything you’d like to add?

CMC: If you’re looking to do something fun and challenging, this would be a good thing.

It’s expensive, so you’re better off saving your money to do it all at once. Don’t start this hobby a little bit at a time. You’ll need to fly once or twice a week to fully commit yourself. If you’re interested, intro flights cost around $150 and it’s a good way to see if it’s worth exploring further.

I’m very grateful for the opportunity to fly and if anyone decides to give it a shot, maybe I’ll see you over at the hangar.

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THE POWER OF

Story & photos by Mass Communication Specialist Seaman Destinyy Reed

F POSITIVITY

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“I wake up every morning and tell myself that I am going to have an amazing day.”

A Haitian-born and Brooklyn, New York native is motivated to join the U.S. Navy’s silent service in the submarine community as a part of the hybrid crew of Sailors and civilian mariners working aboard the expeditionary submarine tender, USS Emory S. Land (AS-39).

Hull Maintenance Technician Fireman Edson Toussaint serves aboard the Guam-based submarine tender, one of two submarine tenders in the U.S. Navy, conducting coordinated tended moorings and afloat maintenance in the Pacific Ocean as well as the Persian Gulf, Red Sea, Arabian Sea and parts of the Indian Ocean.

Submarine tenders are additionally capable of providing repair and logistic services to deployed surface ships.

Toussaint, a former personal trainer, compares the motivational similarities required for working out to being an HT. “I go into my shop every morning motivated to learn,” said Toussaint. “I may be the only one down there thrilled to learn a new trick or trade, but it doesn’t matter

because learning something new means that I’m continuously bettering myself.”

A Navy hull maintenance technician is responsible for planning, supervising and performing tasks necessary for fabrication, installation, maintenance, repair and inspection of shipboard structures, plumbing, sewage and piping systems.

They organize and supervise personnel in maintenance and hull repairs. In addition, they instruct personnel; enforce safety and security procedures and prepare records and reports.

Toussaint said that he doesn’t mind doing the hard work because he doesn’t focus on the negatives of his job. He said that being motivated and positive about anything always starts from within because everything is influenced by thoughts.

“I wake up every morning and tell myself that I am going to have an amazing day,” said Toussaint. “Even if it doesn’t turn out that way, it doesn’t really bother me because I maintain positive thoughts because how you think is important.”

Toussaint’s motto is “Thoughts influence actions: always think of yourself as the greatest.”

Positive thinking is like exercising a muscle, only it gives a mental workout. The more people use it, the better theywill be at it. Positive thinking works by implementing coping skills. Toussaint said his coping skills are working out and reading books. They’re his form of meditation.

Coping with stress through working out gives Sailors an outlet for their inner emotions, all while working different parts of the body to keep themselves physically fit.

“I don’t exercise because I’m obligated, I do it because I enjoy the feeling of hard work paying off,” said Toussaint.

“Every day I want to get better. I want to be as fit as I can physically, mentally, and professionally. I do everything I can to ensure I live a happy, healthy lifestyle. I make sure to radiate that energy and share it with those around me to create a positive atmosphere. ”

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PEARL H

TALES OF HONOR, COURAGE, AND COM

HARBOR

MMITMENT IN THE FACE OF TRAGEDY

Story and Photos by Naval History and Heritage Command

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I came to and got “ When up off the deck, the ship was a mass of flames.

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Wreckage of the USS Arizona in the aftermath of the Japanese attack on Pearl Harbor, Dec. 7, 1941.

n the early morning hours of December 7, 1941 the mettle and determination of a generation were challenged when the Imperial Japanese Navy unleashed a sneak attack on the U.S. Navy fleet at anchor in Pearl Harbor. In the face of these attacks the Sailors of the U.S. Navy responded with honor, courage and undying commitment. Heroic actions were embodied by common men who, when suddenly faced with the challenge of battle, responded with the resolve and character that defined the

Navy and nation. The personal stories and accounts listed here provide a chance to reflect upon, ponder and understand what a rich heritage Sailors today share with veteran shipmates. These accounts come from Sailors associated with six of the many commands and ships affected that fateful day. In addition, they resonate the faithfulness, valor and ethos of that day and what it means to be a Sailor in the United States Navy.

Sailors today are part of this long blue line who have provided protection and

USS Arizona Lieutenant Commander S. G. Fuqua wrote as follows: I was in the ward room eating breakfast about 0755 when a short signal on the ship’s air raid alarm was made. I immediately went to the phone and called the Officer-of-theDeck to sound general quarters and then shortly thereafter ran up to the starboard side of the quarter deck to see if he had received word. On coming out of the ward room hatch on the port side, I saw a Japanese plane go by, the machine guns firing, at an altitude of about 100 feet. As I was running forward on the starboard side of the quarter deck, approximately by the starboard gangway, I was apparently knocked out by the blast of a bomb which I learned later had struck the face plate of #4 turret on the starboard side and had glanced off and gone through the deck just forward of the captain’s hatch, penetrating the decks and exploding on the third deck. When I came to and got up off the deck, the ship was a mass of flames amidships on the boat deck and the deck aft was awash to about frame 90. The antiaircraft battery and machine guns apparently were still firing at this time. Some of the Arizona boats had pulled clear of the oil and were lying off the stern.

At this time I attempted, with the assistance of the crews of #2 and #4 turrets to put out the fire which was coming from

the boat deck and which had extended to the quarter deck. There was no water on the fire mains. However, about 14 C02s were obtained that were stowed on the port side and held the flames back from the quarter deck enabling us to pick up wounded who were running down the boat deck out of the flames. I placed about 70 wounded and injured in the boats which had been picked up off the deck aft and landed them at the Ford Island landing. This was completed about 0900 or 0930. Not knowing whether the Captain or the Admiral had ever reached the bridge, I had the Captain’s hatch opened up, immediately after I came to, and sent officers Ensign G. B. Lennig, USNR. and Ensign J. D. Miller, USN down to search the Captain’s and Admirals cabins to see if they were there. By this time the Captain’s cabin and Admiral’s cabin were about waist deep in water. A search of the two cabins revealed that the Admiral and Captain were not there.

Knowing that they were on board I assume that they had proceeded to the bridge. All personnel but 3 or 4 men, turrets #3 and #4, were saved.

About 0900, seeing that all guns of the anti-aircraft and secondary battery were out of action and that the ship could not possibly be saved, I ordered all hands to abandon ship.

From information received from other personnel on board, a bomb had struck the forecastle, just about the time the air raid

siren sounded at 0755. A short interval thereafter there was a terrific explosion on the forecastle, apparently from the bomb penetrating the magazine. Approximately 30 seconds later a bomb hit the boat deck, apparently just forward of the stack, one went down the stack, and one hit the face plate of #4 turret indirectly. The commanding officer of the USS. Vestal stated that 2 torpedoes passed under his vessel which was secured alongside the Arizona, and struck the Arizona.

The first attack occurred about 0755. I saw approximately 15 torpedo planes which had come in to the attack from the direction of the Navy Yard. These planes also strafed the ship after releasing their torpedoes.

Shortly thereafter there was a dive bomber and strafing attack of about 30 planes. This attack was very determined, planes diving within 500 feet before releasing bombs, about 0900. There were about twelve planes in flight that I saw.

The personnel of the anti-aircraft and machine gun batteries on the Arizona lived up to the best traditions of the Navy. I could hear guns firing on the ship long after the boat deck was a mass of flames. I can not single out one individual who stood out in acts of heroism above the others as all of the personnel under my supervision conducted themselves with the greatest heroism and bravery.

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The oil fumes were so strong that we feared Ensign McGrath would be overcome with the fumes before the trapped men could be rescued.

USS California Chief Yeoman, S. R. Miller wrote as follows: At about 1030, December 7, 1941, after the USS California had been struck with torpedoes and bombs, a man reported to me on the Flag Bridge that be had just escaped from Central Station by the trunk leading into Flag Conn. This was reported to Ensign McGrath on the signal bridge. Stover, C.E., C.Q.M., Campbell (initials unknown), C.E.M., and I with Ensign McGrath entered Flag Conn to investigate We obtained a Line and lowered Ensign McGrath through the trunk to Central Station, which was then being flooded with fuel oil coming from vents and various other places. The oil fumes were so strong that we feared Ensign McGrath would be overcome with the fumes before the trapped men could be rescued. At this time the ship was burning fiercely and there was also danger of the ship turning over as it was listing badly. Ensign McGrath completed his investigation and returned up the trunk to Flag Conn and reported that these men were in a compartment under Central Station and might be rescued by cutting a hole through the deck of Central Station. He reported that the deck of Central Station would soon be flooded with oil and that when this occurred, it would be too late to cut the hole through the deck.

A cutting torch was quickly obtained and volunteers called for. The response of volunteers was so great among various men on the boat deck that most of them had to be returned to their stations fighting fires. Ensign McGrath, Campbell and the volunteer rescue party entered Central Station through the trunk and proceeded to cut an escape hole in the deck. Ensign McGrath and Campbell were both nearly overcome by fumes before the job was completed. The first who worked with the cutting torch was overcome by fumes and had

to be replaced with another experienced man.

During the time this hole was being cut, there was great danger of fire as the fuel oil was gradually working its way close to where the hole was being cut. In addition to this danger, there was danger of the ship turning over as it was straining the mooring lines badly. The hole in the deck was just cut in time before fuel oil flooded Central Station.

It is considered that Ensign McGrath, Campbell, and the several other men who assisted, accomplished saving the lives of these trapped men at great risk of their own, and therefore distinguished themselves in bravery and gallantry above and beyond the call of duty.

Under the strain and shock of the attack, it is regretted that the names of the other enlisted men were not obtained. They acquitted themselves equally as well to the best traditions of the Naval Service.

Ensign E. R. Blair, Jr. had these comments on machine gun ammunition: I was in an undressed state in the forward bunk room when General Quarters sounded. The first torpedo struck as I left the bunkroom, quickly followed by the second.

Zed was already set on the main deck hatches so that in order to get topside I opened the escape hatch. In the boat deck Ensign Canfield was acting as starboard battery officer and Ensign C. H. Hall as port battery officer so I rushed up to sky control to man a director. Both directors were inoperative.

On the way to sky control I had noticed that machine guns number 1 and number 2 were firing but were short of ammunition. The ammunition that they were using was the 400 rounds of ready ammunition on that station.

I gathered a working party of about 10 men from the vicinity of 5 inch 51 caliber gun number 1 to bring up machine gun ammunition. We opened the amidships forecastle hatch which led to the shaft leading

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to the forward torpedo hold. We were under attack at the time but the men paid no heed to the enemy planes and worked quickly and eagerly. It was necessary to open five zed hatches including the armored deck hatch to get to the .50 caliber ammunition, but I believed that the need for the ammunition warranted the risk involved.

Because of the previous torpedo hits I knew that it would be impossible to get to the .50 caliber magazine via the third deck and the opening of a similar number of zed hatches would be involved. I broke out the belted ammunition, about 1600 rounds, distributed it among eight men, 200 rounds to a ready box, one ready box to a man. To each man I designated a station to which be was to take his ammunition. It was exceedingly hard going for these men to chink up the shaft with the ammunition. The ship was listing badly and they could use only one hand to chink the vertical ladders in the shaft. Every one of the men made it to the main deck. With the remaining men I commenced belting up new ammunition. Shortly, however, we were hit again. It felt exactly as the concussion of a 5 inch/51 caliber feels when you are sitting in the pointers seat. Two glass gauges broke and diesel oil ran out on the deck. I closed the valves and thought that glass gauges on a battleship should be done away with. There was a leak forward and we could hear water running close at hand. I was determined to get as much ammunition out as was possible and belt it above decks. Accordingly, including two men who were on watch there, each man went topside with all be could carry. A Gunners Mate remained with the men and I instructed him to bring the clipping machine with him. He had it half unfastened when I left. The clipping machine never reached topside. When I went back for it thirty minutes later the torpedo hole was completely flooded.

Map of ship locations, inluding USS California, on Dec. 7, 1941.

From the magazine I headed for the main top, noting as I went that the main deck starboard side was a wreck; men were crawling out of the starboard forecastle hatch in a dazed condition, some badly burned. There was a neat bomb hole near 5 inch/51 caliber gun three with smoke trickling out. There was no ammunition in the maintop. I retraced my steps. On the main deck near the forecastle hatch amidst smoke and debris was the ammunition scattered over the deck with a dead man beside each ready box. Two ready boxes that could be gotten to (there was fire all around) I sent to guns numbered 1 and 2. I returned to the maintop hoping to find the clipping machine and the boxes of loose ammunition brought out last from the magazine. Two boxes were brought up by exhausted seamen, one of which was Shelton, S1c, 6-S

Div. We turned to belting the ammunition by hand. After belting about 100 rounds “Abandon Ship’ was given. Reluctantly Ensign B. C. Hall and I left without firing our belt.

Machine guns #1 and #2 were manned immediately after the enemy dropped her first bombs on Ford Island. They fired at the first planes which attacked this ship. Gun number 2, however, which could bear on the torpedo planes attacking this ship, would fire only one round without being given “immediate action” or reloading by hand.

This was due to a faulty setting of the oil buffer. Gun number 1 with Price, S2c, 6-Div. firing, is credited by all men at the guns, including Lieutenant (jg) Jakeman, with the feat of bringing down the plane which attacked immediately behind the plane which scored the bomb hit to starboard. The

task of getting ammunition to the .50 caliber machine guns was one for the machine gunners themselves. That they didn’t carry out their job was due principally to the fact that they were stopped by officers and put in the 5 inch/25 and 3 inch/30 ammunition supply lines where they did heroic work.

Another reason was that Montgomery A.F., GM1c, who was in charge of the .50 caliber machine gun ammunition supply, had been temporarily detached for patrol duty ashore.

The man next in charge after Montgomery, a GM3c did not have the experience to cope with the situation.

Machine Gunners who should be mentioned for their heroic work in ammunition supply line below decks and later in saving lives at the risk of their own were Bell, GM3c, Doran, S1c, Nix, S1c, and Cleveland, S1c, all of 6-P Division.

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“ As I got into the boat a sheet of flame swept on top of us and we barely managed to get free of the fire.

USS Maryland Commander E. Kranzfelder of the Staff of Commander Battleships wrote as follows: Commander Sabin and I were at the Moana Hotel in Honolulu when, at approximately 0820 on the morning of December 7th, we received a call from the telephone operator telling us that an emergency existed at Pearl Harbor and that we should return to our ships as soon as possible. We proceeded to Pearl Harbor as expeditiously as possible and arrived on board the Maryland at about 0925.

Upon boarding the Maryland I proceeded immediately to the bridge. While on the bridge a man from the Oklahoma contacted me and stated that assistance was required on the Oklahoma and that there was urgent need for cutting equipment. At this time Lieutenant Mandelkorn proceeded to the Oklahoma to assist in the rescue work.

A short time later I informed the Admiral that I believed I could be of assistance in connection with the rescue work on the Oklahoma and he directed me to do all I could to release any entrapped personnel.

Before leaving the Maryland I obtained a copy of the Oklahoma booklet of plans for use in connection with the cutting of holes in the Oklahoma’s hull, With the energetic assistance of Lieutenant Mandelkorn the efforts of the rescue group were organized. Lines were rigged from the bilge keel at intervals along the bottom, telephone communication was established with the Maryland, an

air supply line was quickly rigged from the Maryland to the Oklahoma, strainers were removed from main injections and over board discharge in an attempt to gain access to the engine room. Contact was established with two men entrapped in the evaporator pump room through a small overboard discharge connection in the hull. Food and water was passed down to these men. From information obtained from these men as to their location in the ship and with the aid of the booklet of plans it was possible to determine the best locations to cut access holes in the ships bottom. Since, with the exception of the reserve feed bottoms, practically the entire bottom of the Oklahoma consists of oil tanks, considerable care had to be exercised in cutting holes with an oxyacetylene torch in order not to open holes in the bottom which would permit the egress of oil with the attendant fire hazard. Fortunately the information obtained from the entrapped men was correct and entrance holes were out in a cofferdam. In the meantime Lieutenant Commander W. L. Benson had arrived on the Oklahoma and since I considered that lieutenant Mandelkorn’s and my services would be required in connection with the remaining battleships in distress, we returned to the Maryland and I reported to the Admiral that the rescue work had been placed in charge of Lieutenant Commander Benson who would keep me advised of the progress and of any additional assistance or equipment he needed for the rescue work.

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During the remainder of the day and until after midnight Lieutenant Mandelkorn and I made numerous trips to the other battleships in distress. I considered that we could be of most use in coordinating the delivery of essential salvage equipment such as submersible pumps, diving equipment and arranging for tug service for the California and Nevada. At about 1930 the list on the California had increased to about 9 and recommendations were made to the Commanding Officer to counter flood two of the starboard firerooms to prevent the ship from capsizing. Likewise, arrangements were made with Commander Base Force to carry out two anchors from the bow of the Nevada to prevent her from slipping further into the channel.

At about 2100 Lieutenant Mandelkorn and I were aboard the tug Vireo when all batteries in the harbor opened fire on approaching planes. A short time after firing subsided, a man was rescued from the water over the stern of the Vireo. The man was placed in a stretcher and taken on board the California. From conversations with personnel of the Vireo it was learned that be had been in an Enterprise plane.

Of the observations as to conduct of personnel that came to my notice during the day, I consider that of Lieutenant Commander W. I. Benson, Engineer Officer of the Oklahoma as outstanding. His vigorous efforts in connection with the work of rescuing his entrapped shipmates on the Oklahoma deserves recognition.

USS West Virginia Lieutenant Commander T. T. Beattie wrote as follows: About five minutes to eight I was in the wardroom just finishing breakfast, when word came over the loud speaker from the officer-of-the-deck, “away fire and rescue party.” This was followed immediately by a second announcement over the loud speaker, “Japanese are attacking, all hands General Quarters,” and the general alarm was rung.

I heard several dull explosions coming from other battleships. Immediately I left the wardroom and ran up the starboard passageway to the bridge. The Captain was just ahead of me and proceeding in the same direction.

At this time the ship listed at least five or six degrees and was steadily listing more to port. The Captain and I went to the conning tower, our battle stations, and at this time dive bombing attacks started to take place and numerous explosions were felt throughout the ship. Upon testing our communications with central station and to the guns we found they were disrupted. I suggested to the Captain as long as no communications were in the battle conning tower that we leave there and attempt to establish messenger communication and try to save the ship. We went out on the starboard side of the bridge discussing what to do.

During all this time extremely heavy bombing

and strafing attacks occurred. The ship was constantly shaken by bomb hits.

The Captain doubled up with a groan and stated that he had been wounded. I saw that be had been hit in the stomach probably by a large piece of shrapnel and was very seriously wounded. He then sank to the deck and I loosened his collar. I then sent a messenger for a pharmacists mate to assist the Captain.

Just then the USS Arizona’s forward magazines blew up with a tremendous explosion and large sheets of flame shot skyward, and I began to wonder about our own magazines and whether they were being flooded. I posted a man with the Captain and went down to the forecastle where a number of the crew and officers had gathered.

I got hold of a chief turret captain to check immediately on the magazines and to flood them if they were not flooded at this time.

Large sheets of flame and several fires started aft. Burning fuel oil from the USS Arizona floated down on the stern of the ship. Just then the gunnery officer, Lieutenant Commander Berthold, came aboard and I asked him to try to flood the forward magazines. Shortly thereafter I was informed that the after magazines were completely flooded but that they were unable to flood the forward magazines as the water was now almost to the main deck.

At about this time a large oil fire swept

from the USS Arizona down the port side of the USS West Virginia. We had no water on board as the fire mains and machinery were out of commission and we were unable to do any fire fighting at all. I got into a motor launch to go to the stern of the ship to investigate the fire. The smoke was so heavy that I could not see aft of the bridge. As I got into the boat a sheet of flame swept on top of us and we barely managed to get free of the fire. I then had the boat take me aft. The burning oil on the water swept by the ship and I managed to return to the quarterdeck. I realized then that the ship was lost.

The attack lasted approximately thirty minutes. We were able to fire all our ready ammunition on the anti-aircraft batteries, but were unable to replenish it as the ship was flooded. I then told the men on the quarterdeck, with the exception of a small working party, to leave the ship. I believe at this time that all the wounded had been taken off the ship and it was extremely dangerous for anyone to remain aboard; that nothing could be done to save the ship and shells from the secondary batteries were constantly exploding due to the intensive heat of the fire midships.

The conduct of the crew and officers was outstanding. There was no confusion and every man and officer did his duty as well as he was able under the conditions.

USS West Virgina before the attacks, 1940.

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GM2 DOYLE Story and photos by Lt. Cmdr. Gus T. Hein, Navy Office of Community Outreach

“I get to carry on a family tradition.”

A 2013 Raritan High School graduate and Hazlet, New Jersey, native is serving in the U.S. Navy as part of an integrated crew of Sailors and Civilian Mariners working aboard the expeditionary submarine tender, USS Emory S. Land.

Petty Officer 2nd Class Peter Doyle serves in Guam as part of a forward deployed naval force in the Pacific.

He is responsible for being the ship’s small arms expert instructing sailors in the proper use of firearms.

“I enjoy the ability to teach others about the safe way to use weapons,” said Doyle.

“Guam Sailors are located at our nation’s most strategically important forward-deployed submarine base, and the missions they conduct at the tip of the spear are incredible,” said Capt. David Schappert, Commander, Submarine Squadron 15. “They are constantly challenged and continually rise to meet and exceed expectations. Guam is the place to be for submariners, and we have the ‘Go Guam!’ initiative to showcase all the great things we do out here.”

With a crew of 41 officers and 650 enlisted, submarine tenders are 649 feet long and weigh approximately 23,347 tons. A steam-powered propulsion system helps push submarine tenders through the water at nearly 18 knots (21 mph).

Doyle is far from the first Sailor in his family and comes from a long military lineage.

“My grandpa served in the Army during Korea and Vietnam,” said Doyle. “My uncle served on AS 34 for four years in Italy. My brother served as a boatswain’s mate on the USS Pioneer from 2008 to 2012.”

Doyle takes pride in his opportunity to follow in the footsteps of his family members who served before him.

“It’s an honor to make the same commitment my relatives made, and to carry the torch of military service,” said Doyle. “It’s such a wild coincidence to have ended up on a submarine tender more than 20 years after my uncle served on one.

Doyle appreciates living on Guam and the new cultures he has been introduced to during his time on the island.

“I enjoy the tropical location and the beautiful beaches,” said Doyle. “The community has been opening and welcoming.”

The integrated crew of sailors and civilian mariners builds a strong fellowship while working alongside each other, Doyle explained.

The crews are highly motivated, and quickly adapt to changing conditions. It is a busy life of specialized work, watches and drills.

“I get to carry on a family tradition,” Doyle added. “I am proud to defend the country,”

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