The CVE-66 USS White Plains in for repairs after the Battle off Samar. — The CVE-66 *USS White Plains* in for repairs after the Battle off Samar.

A recent trip to Fort Rosecrans National Cemetery inspired this post. Coming from Portland, Oregon, I knew of the massive efforts provided by the Kaiser Shipyards on behalf of the American war effort in World War II. My grandfather served as a foreman in the Portland – Swan Island -yard. I also knew of the old slips which can still be seen on the north – Vancouver – shore of the Columbia River nearly opposite Portland’s international airport. I knew of the battle of Leyte Gulf and the sacrifice of two escort carriers and three ships from their destroyer screen but did not realize the escort carriers came from the Vancouver shipyard. In fact, some fifty carriers were built there between 1943 and 1946. All of the escort carriers off the island of Samar fighting totally outclassed on 25 October 1944 came out of those same shipyards.

PREFACE

US Army map shows the four aspects of the Naval Battle of Leyte Gulf.

Knowledge of the Pacific Theater fades in the eye of the general public as time passes. Pearl Harbor and Guadalcanal many know. Midway, as well, with the movies made subsequently to the battle. The Battle of Leyte Gulf should receive as much acclaim as Midway. Midway proved a turning point in the flow of Japanese victories at the beginning of the war. Leyte Gulf would prove the end of the ability of the Japanese Imperial Fleet to take offensive actions because of their horrific defeat. The edge at both Midway and Leyte Gulf was razor thin, but when falling on the wrong side, proved fatal to Japan in each instance.

the gamble

The Japanese, never averse to high-stakes gambling, threw much of what was left of the Imperial Fleet at the American return to the Philippines in late October 1944. With a three-pronged attack against the American invasion fleet off Leyte, they hoped to lure the main American fleet carriers away to the north while two other strike forces hit the unsupported American transports and supply ships at Leyte.

The Yamato under construction in Kure in 1941.

The first move proved successful, but the southern strike force was crushed at Surigao Strait. The middle strike force had been hit hard by the fleet carriers with the battleship Musashi sunk – sinking only after hits by 19 torpedoes and 17 bombs. (Her wreck, as was the USS Johnston, would be discovered by a team led by Microsoft co-founder and former owner of the Portland Trail Blazers, Paul Allen over 70 years later).

Admiral Halsey noted the center force had backed off. Figuring they were out of the game; he chased after the Japanese carriers noted to the north. But the center force had only retreated a short way. They were relatively unscathed with American aircraft focusing on the Musashi. Now, they turned about steaming through the San Bernardino Strait to move around the east side of Samar towards the invasion fleet off Leyte. They faced off against only small “jeep” carriers and destroyers.

JEEP CARRIERS

Ship plans for CVE 90 USS Thetis Bay, one of fifty Casablanca-class escort carriers built at the Vancouver Kaiser shipyard. — Ship plans for CVE 90 *USS Thetis Bay*, one of fifty *Casablanca*-class escort carriers built at the Vancouver Kaiser shipyard.

The concept of a small “pocket-sized” aircraft carrier – CVE or escort carrier – had surfaced in US Navy thought just before World War II emerged. To help defend their merchant vessels against German U-boats, the British wanted small carriers to escort convoys, but they did not have the industrial capacity so they put in an order to the US.

The St. Lo CVE-63 in San Diego during 1944. — The CVE-63 *St. Lo* in San Diego during 1944.

There were several designs on the table for the little carrier. Most designs called for a ship of about 500 feet in length (About half the length of a fleet carrier) and with about a third of the tonnage of their big brothers. Aircraft capacity was hoped for 24-28 airplanes, a quarter to a third of that carried by the big carriers.

The first class of CVEs was undertaken in Mississippi and later in Seattle-Tacoma shipyards. The Bogue class used a standard C3 cargo ship hull as its base. Building began in 1941 and it was only after a year before the first came delivered. Several were towed to shipyards in Portland to help fit out more of the Bogue vessels. Eventually, 35 of these ships went into use with the British Navy – Attacker and Ruler classes. They performed convoy duties and other attack duties such as attacks on the German battleship Tirpitz. In early 1945, several came to the Pacific to help the British Pacific Fleet support the American invasion of Okinawa.

HENRY KAISER

The multiple shipyards of Kaiser in Richmond California, home of the Liberty and later, the Victory ships.

Henry Kaiser was an industrialist whose best project prewar laying far north up the Columbia River at Grand Coulee. With war clouds gathering in the late 1930s, Franklin Roosevelt called for new efforts to rebuild the American shipping fleet. Kaiser managed to talk his concrete-based company board into entering the ship-building business. His first shipyards centered around Richmond, California where his company pioneered the introduction of prefabrication into cargo ships. The Liberty ship was born.

moving to the pacific northwest

In 1941, the company came north after the re-election of Franklin Roosevelt to his third term. Roosevelt called for more ships with a major focus of his new term centered upon new defenses for the nation still reeling in some respects from the Depression. Portland shipyards added to Kaiser’s works with yards focusing upon the building of the Liberty cargo ships.

National Park Service map shows the development of the Kaiser shipyard in Vancouver.

Shipbuilding took on a manic pace after the attack upon Pearl Harbor. Kaiser leased a 200-acre lot of farmland along the Columbia River, ironically a stone’s throw away from the huge spruce production mill which had seen a mercurial rise from nothing during World War I. That site was not directly on the river, so the lease of farmland gave Kaiser a new site to build more shipyards in addition to ones he already had in production in both Portland and Richmond. The site quickly transformed with foundations for ten-shipways and an outfitting dock of a half mile long. Rail sidings were added as were craneways to unload steel plate from the railcars into the shops.

Attack transports under construction at the Kaiser Vancouver shipyards - post-escort carrier construction. — Attack transports under construction at the Kaiser Vancouver shipyards – post-escort carrier construction.

Running 24 hours a day for the next four years, the shipyard produced Liberty ships at first, moving on to Landing Ship Tank – LST – vessels needed if the Allies became serious about launching invasions. But unlike most of the other shipyards developed in the aftershock of a new war, the shipyards in Vancouver never specialized in only one type of vessel. Five different classes of ships were built here over the course of just four years.

**Kaiser and the Casablanca Carriers**

Downriver view of the launch ways, assembly buildings and the outfitting dock with seven escort carriers in the ways and at least four other CVEs lying at the outfitting dock.

Kaiser first proposed building the proposed escort carriers in the Vancouver yard on 2 June 1942, but naval leaders did not think his design would accomplish much. A chance meeting with a confidante of President Roosevelt led to a meeting a reversal of the admirals at the president’s insistence. In the time it took to develop a fleet carrier – two to three years – Kaiser promised to deliver 50 small jeep carriers in less than two years. While the fleet carriers took a long time to build, their value made them require another fleet of vessels built or gathered to protect them. The escort carriers were much cheaper and quick to produce making them much more expendable than their big brothers.

The USS Gambier Bay under construction at the outfitting dock in Vancouver. — The *USS Gambier Bay* under construction at the outfitting dock in Vancouver.

Kaiser gained a contract for the 50 CVEs for $350 million – $7 million per ship – with a new hull design separate from the cargo hull design used in the Bogue class. This new class of ships became the Casablanca class named after the first ship turned out. The ship was 512 feet long and contained two hydraulic catapults, two aircraft elevators with protection gained from one 5-inch 38 caliber gun at the stern, four twin 40mm Bofors and twelve single Oerlikon 20mm anti-aircraft guns. That protection later increased to include thirty 20mm and eight twin 40mm weapons.

aircraft limitations

A short flight deck of 476 feet meant only smaller aircraft could operate off them. The normal complement consisted of 16 Grumman Wildcat F4F fighters and 12 Grumman Avenger TBM torpedo bombers. The ships were designed for a crew of 110 officers and 750 sailers with another 50 to 60 aircrew and mechanics

For the shipyard, the switch from building LSTs to CVEs consisted of going from building fairly basic vessels to ships of much greater complexity. Then add in a time constraint of 50 ships in 20 months to further muddy the waters. The time constraint did not allow ships to undergo much testing at sea. When they left the Columbia River, it was off to war with these ships.

Carrier Construction

Prefabrication of many constituent sections of the vessels led to a quick production schedule for the escort carriers in the Vancouver Kaiser yard.

The first ship – the eventual Casablanca – became laid down 3 November 1942 with a launch date of 5 April 1943. Eleanor Roosevelt, the President’s wife, did the honors. Two weeks later 18 April, the second carrier – USS Liscome Bay (CVE 56) – was launched. As with the other classes of vessels built within the Kaiser yards, construction utilized many prefabricated sections to speed things up. The Casablanca was commissioned 8 July 1943, eight months after the keel laying. Similar length of time was involved in building the first Liberty ship. But with the first out of the way, lessons were learned in how to increase construction speed.

For ship propulsion, enough modern diesel and steam turbine engines simply were not available, so the yard turned to a reciprocating steam engine built by the Nordberg Manufacturing company from Milwaukee, Wisconsin. These engines gave a range of 10,240 nautical miles (11,780 miles, 18,960 kilometers) at a speed of 15 knots. Speed trials gave the ships a top speed of 20 knots meaning to launch planes, they still needed to turn into the wind to gain enough lift for the aircraft.

fASTER AND FASTER

Several of the escort carriers received their final outfitting in Astoria, Oregon at the mouth of the Columbia River. Here are the *Perof Bay*, *Ommaney Bay* and *Savo Island* receiving final preparations before commissioning.

Each carrier required about 2,500,000 man hours to complete – the equivalent effort needed for eight Liberty ships. With a workforce of 39,000 men and women, sister ships started construction at three a month into November. Efficiency continued to increase with the completion time cut in half – four months – by the time the 25th carrier sailed away. The last CVE built – USS Munda (CVE 104) – took just over 100 days to complete in July 1944.

Final fitting out of the ships went to the Astoria Marine Construction Company in Astoria, Oregon. Here, another construction crew of 1,000 put the final touches on the ships before they departed for one of the three main naval air station on the West Coast – San Diego, Alameda or Puget Sound – where they picked up planes, pilots and crew. From the air stations, the ship and crew underwent training for air operations at sea and off they went.

SHIFT TOWARDS ESCORT CARRIERS IN THE YARDS

All of the CVEs originally were going to the United Kingdom until the US Navy did initial sea and flight trials. So impressed by the results, the Navy elected to keep most of the Casablanca class CVEs and send the Bogue class from the Tacoma shipyards to the UK.

The hulls of the Casablancas were hoped to outperform the Bogue class since the hulls were designed specifically for the aircraft functions. However, the ships showed severe rolling when they faced beam-on waves. This made them unsuitable for use in the North Atlantic in wintertime. The majority of the Casablancas ended up in the warmer waters of the Pacific.

In total, the US built 122 CVEs. Five were lost in enemy action with three sunk due to kamikazes. The vast majority would survive the war. But with the war’s end, the need for so many aircraft carriers faded and the ships soon faced the scrapyard.

AFTER THE ESCORT CARRIERS

A dozen escort carriers under construction at the Kaiser Vancouver shipyard.

The Vancouver shipyards went on to shift production to 31 Haskell class Attack Transports which were built on Victory hulls in both the shipyards in Portland and Vancouver. In 1945, the yard got another order for 20 troopships with the final completed in May 1946. In total, the Vancouver yard put out 10 Liberty ships, 30 LSTs, 50 CVEs, 12 C4 troopships (the largest cargo ship built by the US Maritime Commission during the war), 31 AP5 troop transports, and 8 C$ cargo ships. Two 14,000 tom dry docks also saw completion with one going to nearby Swan Island in Portland and the other towed to California.

Altogether in the war, Kaiser shipyards in Oregon-Washington and California turned out 1,490 ships or 27% of the entire number of merchant vessels built for the US Maritime Commission during the war. Of those 747 – Liberty and Victory ships – came out of the four Kaiser shipyards in Richmond, California. That means, the other half came from the seven shipyards in the Portland-Vancouver area – actual production was well over 1,100 merchant and naval vessels.

ESCORT CARRIERS AT WAR

Kalinin Bay steaming late in 1943 off Hawaii.

During World War II, while nations developed more than one type of aircraft carrier, the core remained the large fleet carriers. Those ships sailed fast, boasted good armor and with their large airplane capacities, could deliver strong blows to an opponent.

Escort carriers developed to serve purposes other than intra-fleet slugfests. The jeep carriers or baby flattops took much less time to develop. Slower (Too slow to keep up with the main fleets), less armored, often built on the hull of commercial cargo vessels, they performed as back-ups to the fleet carriers; they supported amphibious operations (As was the case here in Leyte); they could transfer airplanes from base to base (Such as from the US to fleet carriers); they provided escort duties to merchant convoys; and they were much cheaper to build. Of 151 aircraft carriers built by the US during the war, 122 were CVEs.

LEYTE GULF

Army map shows the naval battle off Samar 25 October 1944.

Taffy 3 was one of three US Navy groups supporting Douglas McArthur’s return to the Philippines in the 1944 invasion of Leyte. The Japanese, never averse to high stakes gambling, threw much of what was left of the Imperial Fleet at the American return to the Philippines in late October 1944. With a three-pronged attack against the American invasion of Leyte, the hoped to drive American fleet carriers away to the north while two other strike forces hit the unsupported American invasion fleet off Leyte.

SUCCESS AND FAILURE

The first move proved successful, but the southern strike force was crushed at Surigao Strait. The middle strike force had been hit by the fleet carriers with the battleship Musashi sunk. Admiral Halsey noted the center force had backed off and figured they were out of the game. Therefore, he chased after the Japanese carriers noted to the north. But the center force had only retreated a short way. They were relatively unscathed with American aircraft focusing on the Musashi. Now, they turned about steaming through the San Bernardino Strait to move around the east side of Samar towards the invasion fleet off Leyte. They faced off against only small “jeep” carriers and destroyers.

TAFFY 3 Task Force Taffy-3 — Badass of the Week

Taffy 3 was one of three US Navy groups supporting Douglas McArthur’s return to the Philippines in the 1944 invasion of Leyte.

Steven Freeman diagram of the fight off Samar showing the vessels from both sides involved.

Three groups of escort carriers and destroyers stood in Vice Admiral Takeo Kurita’s way. The northernmost group designated as Taffy 3 comprised of four escort carriers – Fanshaw Bay (CVE-70), St. Lo (CVE-69), White Plains (CVE-66) and the Kalinin Bay (CVE-68) – of Carrier Division 25 under the command of Rear Admiral Clifton Albert Frederick Sprague (Commanding from the Fanshaw Bay) and the two carriers of Carrier Division 26 under Rear Admiral R. A. Ofstie with Kitkun Bay (CVE-71) and Gambier Bay (CVE-73).

Taffy Group 3 did have the support of the planes of two other escort carrier groups – Taffy 1 and Taffy 2. That added a total of 450 planes to the equation. The carriers carried older style planes; however, the Japanese had no air cover at all. Finding a carrier group along with skies filled with planes, Kurita thought he discovered Admiral William Halsey’s fleet carrier group.

Helping to screen the carriers were three destroyers – Hoel (DD-533), Heermann (DD-532), and Johnston (DD-557) plus four Destroyer escorts – Dennis (DE-339), Raymond (DE-341) and Samuel B. Roberts (DE-413) steamed beside.

The escort carrier group faced a strong, fast Japanese attack force consisting of four battleships – including the sister ship of the Musashi, the Yamato – six heavy cruisers, two light cruisers and eleven destroyers, all under the command of Vice Admiral Takeo Kurita.

BATTLE BEGINS

Taken by surprise by Kurita’s larger, faster ships, Sprague coolly maneuvered his force to take maximum advantage of the wind and weather while his pilots bombed and strafed the attacking ships, even making dry runs after their ordnance and ammunition ran out.

Destroyers showing how to lay down a smoke screen.

He ordered the escorts to lay smoke to cover the carriers. Throughout the battle, as the Japanese heavy cruisers continued to gain and score hits on the U.S. escort carriers. With the Japanese getting ever closer, Sprague ordered the escorts to counterattack with torpedoes, culminating in toe-to-toe gun duels between Taffy 3’s destroyers and destroyer escorts and Center Force’s battleships and cruisers.

DESTROYERS AND ESCORT CARRIER AGAINST BATTLESHIPS AND CRUISERS

World War I class Japanese battleships (From the rear: Haruna, Fuso and Yamashiro) in Tokyo Bay sometime after 1935 showing the pagoda mast additions to the forward tripods. U.S. Naval History and Heritage Command Photograph.

The escort carriers, manned with single 5-inch guns, defended themselves as well as they could as they beat their way to the east and then south under smoke laid down by their screen vessels. Some hits were even made by the “pea shooters” of Taffy 3. Meanwhile, the three destroyer escorts, Raymond, Dennis, and John C. Butler, courageously did their best to hold the charging Japanese at bay. These ships probably survived only because the Japanese heavy cruisers were after bigger fish. The Japanese thought the escort carriers were full-size fleet carriers. Moreover, their armor-piercing shells passed clean through the thin-skinned destroyer escorts.

The gunners on the escort carriers fought hard as well, and a shell from White Plains may have hit the torpedo bank on the heavy cruiser Chokai, resulting in a crippling massive secondary explosion (the hit might also have been from a bomb). However, the fire from the Japanese cruisers continued to take a toll.

Most of the escort carriers were hit and, eventually, the cumulative damage caused Gambier Bay to fall behind. Pummeled by gunfire, including 18-inch shells from Yamato, the little carrier finally sank. As the Japanese destroyers closed for a killing torpedo salvo, the wounded Johnston intervened a final time spoiling the attack. This caused the Japanese to launch their torpedoes early saving the escort carriers. Johnston then came under a deluge of shellfire from all sides resulting in her loss.

Kamikazes Onto the Scene

The USS Suwanee looking to take in a plane just as a Japanese Zeke drops in on a kamikaze run. — The *USS Suwanee* looking to take in a plane just as a Japanese Zeke drops in on a kamikaze run.

American plane gives way as kamikaze nears the little carrier.

Kamikaze impacts on the USS Suwanee. — Kamikaze impacts on the *USS Suwanee*.

USS Suwanee burns after hit from a kamikaze. — *USS Suwanee* burns after hit from a kamikaze.

As the air attacks by Taffy 3 were underway, the four escort carriers of task unit Taffy 1 to the south, experienced the first concerted and deliberate Japanese kamikaze attack of the war along with a submarine attack. Santee (CVE-29) gained the unfortunate distinction of becoming the first aircraft carrier hit by a kamikaze. Suwannee (CVE-27) was hit by a kamikaze and a torpedo from one of four Japanese submarines in the area, probably I-56 (which later surfaced with an unexploded depth charge stuck to her deck).

DAMAGE CONTROL

Both escort carriers survived due to extraordinary damage control. In the meantime, the six escort carriers of Taffy 2 had adequate time to launch some of their aircraft with torpedoes. As Taffy 2’s aircraft entered the fray around the planes of Taffy 3, their torpedoes had greater effect on Japanese heavy cruisers, whose topside anti-aircraft crews had already been decimated by shellfire and strafing from the fighters of Taffy 3.

Confusion

The constant air attacks confirmed to Kurita, he was facing Halsey’s carriers instead of little jeep carriers. Another underappreciated reason Kurita reversed course was just how badly his ships had been hurt by the ferocity of the Taffy 3 escorts’ attacks and especially by the swarms of aircraft from the escort carriers. By the time Kurita retreated through San Bernardino Strait, three of his six heavy cruisers had been sunk with another severely damaged. Almost all his ships suffered damage from numerous shell hits, bombing, and strafing.

Japanese cruiser Chikuma dead in the water. A destroyer tries to help. — Japanese cruiser *Chikuma* dead in the water. A destroyer tries to help.

In the exchange, the U.S. lost one escort carrier (Gambier Bay), two destroyers (Johnston and Hoel), and a destroyer escort (Samuel B. Roberts). Almost the entire force sustained some degree of damage with 23 planes lost. On the four U.S. ships lost, 1,785 crewmen went down with their ship or into the water. Of this total, 635 men died, a significant number due to a botched and disgracefully delayed rescue effort.

But Sprague succeeded in turning Kurita back, preventing him from reaching his intended target—the vulnerable invasion shipping off Leyte. Sprague – as did most of the individual ship commanders – earned the Navy Cross for the leadership he displayed off Samar.

After actions

Taffy 3’s ordeal did not end with Kurita’s retreat. An hour later, the task unit came under attack by Japanese kamikazes. White Plains, Kitkun Bay, and Fanshaw Bay were damaged by enemy aircraft that were near misses. Kalinin Bay and St. Lo were both hit by kamikazes, St. Lo fatally, becoming the first major ship sunk by a Japanese suicide attack.

Many Navy Crosses were awarded. In my opinion, more Medals of Honor should have been awarded. At the time, however, neither the Third Fleet commander, Admiral William Halsey, nor the Seventh Fleet commander, Admiral Thomas Kinkaid, had interest in drawing too much attention to the Battle off Samar. A primary reason that the battle took place at all was due to one of the most monumental breakdowns in communication in U.S. Navy history, enabling Kurita to exploit the seam between Third and Seventh Fleet areas of responsibility.

JEEP CARRIERS OF TAFFY 3

USS GAMBIER BAY (CVE-73)

The Gambier Bay had only been in commission since 22 December 1943. She sailed from Astoria, Oregon down to San Diego where, after a short break-in cruise, the Gambier Bay left for Pearl Harbor with 400 troops. Next, she took 84 replacement planes out to the USS Enterprise rendezvousing off the Marshall Islands. Back to San Diego through Pearl, she ferried planes needing repairs. By 1 May 1944, the Gambier Bay took off to join a support group preparing in the Marshalls for the invasion of the Mariana Islands.

On 15 June 1944, she helped provide close air support to Marines landing at Saipan. Two days later, her fighters shot down or turned away most of an enemy air attack consisting of 47 planes. Staying in the Marianas, she helped give support to operations on Tinian and Guam – mid-July through mid-August – before a re-supply in the Marshals.

Next, she helped support attacks on Peleliu and Angaur in the Palau Island group before making her way to Manus Island in the Admiralties from where the invasion of the Philippines staged out from. With her sister ship Kitkun Bay, the two supported attacks on Leyte before becoming assigned to the Taffy 3 escort carrier group covering the invasion forces from potential enemies coming from the north.

“We are under attack. Please Help.”

Gambier Bay and another CVE (probably the Kitkun Bay) make smoke along with a destroyer escort. Photo is from the Kalinin Bay. — *Gambier Bay* and another CVE (probably the Kitkun Bay) make smoke along with a destroyer escort. Photo is from the Kalinin Bay.

The Japanese Center Force under Kurita had not turned back, even after the loss of the Musashi. Pushing through the San Bernardino Pass, left vacant by Halsey’s chase to the north, they met up with Taffy 3 on the morning of 25 October. The Japanese ships were sighted a little before 0700. The carriers of Taffy 3 rushed to put their planes into the air as the ships of Center Force pushed closer, firing now as they approached. Captain Walter Vieweg, in command on the Gambier Bay, sent out the signal to all potential friendly ships in the vicinity, “We are under attack. Please help.”

The only chance for survival of the little group of American ships lay in slowing the advances of the enemy while withdrawing toward Leyte Gulf and hoped-for assistance. The carriers promptly launched their planes to attack the Japanese vessels, and the escorts promptly set to work generating smoke to hide the American ships.

THE YAMATO

Japanese heavy cruiser Chikuma. — Japanese heavy cruiser *Chikuma.*

After blasting away at the American ships as they tried to hide under a rain squall and smoke created by the various ships of Taffy 3, the Yamato scored hits on the aft end of the flight and hangar decks of the Gambier Bay. More shells came in from the Japanese cruiser Chikuma.

The little carrier suffered from its position among the other carriers being closest to the oncoming Japanese. Smoke from the ships of Taffy 3 blew in such a way leaving the Gambier Bay visible to her foes. By 0850, the carrier had taken at least 15 hits destroying both her ability to steer and produce power. Sinking as cruisers continued to fire from now close range, the order to abandon ship went out at 0850.

Japanese shells straddle the Gambier Bay. Japanese cruiser is just visible on the horizon to the right.

It took about five minutes to get most of the crew off the ship and into the water. Of the 900 men aboard, 131 died. The others being rescued from the waters over the next two days.

Walter Wieweg

A New Yorker, Walter Wieweg graduated from the Naval Academy in 1924. He served on several shis until he became detached for flight training at Pensacola Naval Air Station, gaining his pilot wings 17 November 1926.

Wieweg served on the USS New York (BB 34) in an observation squadron before returning to Annapolis for a postgraduate course in aviation ordnance. He served in a torpedo squadron on the USS Saratoga (CV 3) followed by fighters on the Lexington (CV 2) through the mid-1930s. By 1940, he was attached to the Bureau of Ordnance in Washington, DC where he remained until October 1943.

His first ship command was a cargo ship, the USS Chandeleur (AV 10) which he commanded until the following February. An eight-month stint as Chief of Staff to the commander of Carrier Division Five (Wasp and Hornet) led to command of the Gambier Bay in August 1944.

Walter Wieweg later in his career as a rear admiral.

Returning to the States after the sinking of his ship, he gained another command of another escort carrier, the USS Commencement Bay (CVE 105) in March 1945. With that ship, he helped train many more men to serve aboard other escort carriers in the case the war dragged on.

After the war, he commanded the Naval Air Ordnance Test Station in Chincoteague, Virginia. For a period of nine months in September 1949, he commanded the fleet carrier USS Kearsarge (CV 33). That was the end of his sea duty assigned to another Naval Air Ordnance Test Station in Inyokern, California and a final assignment as Commander Fleet Air, Hawaii. Wieweg retired in 1954 dying in 1960. He is buried at Arlington.

USS FANSHAW BAY

Fanshaw Bay (CVE 70) was commissioned on 9 December 1943, at Astoria, Oregon with Capt. Douglass P. Johnson in command. They then loaded ammunition at Port Townsend, Washington on 31 December, and worked up as she prepared for war, touching at various locations as she did so, including Port Angeles, Washington and San Francisco, California.

From San Francisco, planes jammed Fanshaw Bay’s flight and hangar decks as she ferried Republic P-47 Thunderbolts, Lockheed P-38 Lightnings, and Douglas A-20 Havocs for the Army Air Force on 16 January 1944. The escort carrier ferried the cargo on what amounted to her shakedown cruise to Australia, on 2 February 1944. She then returned voyage to the U.S. via Brisbane and Nouméa, New Caledonia (15–16 February).

Off to Battle

USS Fanshaw Bay docked in Brisbane, Australia with a load of Thunderbolt P-47s for the US Army Air Force. — *USS Fanshaw Bay* docked in Brisbane, Australia with a load of Thunderbolt P-47s for the US Army Air Force.

After some maintenance work in San Diego, she set sailed for the Marshall Island early in April. Joining up with the large assembling fleet massing for the invasion of the Marianas, a Japanese bomb found its way into the aft elevator – 17 June. Fires burning, the Admiral transferred his flag to a nearby destroyer. The fires forced the ship’s planes to land on other carriers. The crew successfully knocked out the fires as the carrier turned for Pearl Harbor for repairs. Casualties aboard the Fanshaw Bay amounted to 14 dead and 23 wounded.

pt INTERLUDE

The end of August saw the ship ready once again, this time carrying the flag of Captain Clifton Sprague who would lead his Carrier Division 25 back into the western Pacific fray. On 16 September, during operations against the Japanese in the eastern Dutch Indies, a pilot, Ensign Harold A. Thompson, from VF-26 off another escort carrier, the Suwanee, was shot down. Planes from the Fanshaw Bay laid down cover fire and smoke as two motor torpedo boats, PT-363 and PT-489, commanded by Lt. Arthur M. Preston, Commander, Motor Torpedo Boat Squadron 33, dashed in to snatch him out from under enemy gunfire from ashore.

18 September 1944 - USS Richard M. Rowell (DE 403) transfers PT 489 Boat Captain, Lieutenant Wilfred Tatro to USS Sangamon (CVE 26) after he had been wounded two days earlier rescuing a pilot. — 18 September 1944 – USS Richard M. Rowell (DE 403) transfers PT 489 Boat Captain, Lieutenant Wilfred Tatro to USS Sangamon (CVE 26) after he had been wounded two days earlier rescuing a pilot.

Lieutenant Arthur M. Preston receiving the Medal of Honor from President Truman.

Through smoke, the PTs approached to within 50 feet of the Japanese shore recovering Ens. Thompson. Clifton Sprague later praised those who had taken part in the heroic operation: “The story of rescue of the Suwanee pilot consummated yesterday is one of outstanding heroism on part of PT boats. The pilots engaged deserve high praise, too…” Lt. Preston later received the Medal of Honor.

Surprise

Japanese Center Force departing from Brunei 22 October 1944 - NH 63435. — Japanese Center Force departing from Brunei 22 October 1944 – NH 63435.

When the pilot from the St. Lo reported the Japanese Center Force had not disappeared but were bearing down on the invasion fleet in Leyte Gulf, it began as a precipitate flight in the face of the overwhelming enemy force. Sprague ordered his ships to come to 090° at 0650, and flee to the east, hoping a rain squall could cloak their escape. Taffy 3 urgently called for help while the carriers scrambled to launch their planes. The escorts steamed to what became the rear of the formation to lay protective smoke screens.

Fanshaw Bay launched her remaining 12 planes and then at 0658, barely six minutes after the last of her planes flew off, the leading Japanese cruisers opened fire from an estimated range of 29,200 yards. The enemy ships scented prey firing multiple salvoes which began to creep toward Fanshaw Bay’s stern as Captain Johnson took evasive action. As the Japanese closed the range just after 0703, a providential rain squall reduced the visibility to barely half a mile. The destroyers emerged from the squall receiving orders to make a torpedo attack on the enemy battle line. Despite the escorts’ gallant efforts, the enemy closed the range.

action

By 0759 on 25 October 1944, the Japanese cruisers began to straddle Fanshaw Bay with salvoes. One large caliber shell passed through the carrier’s thin plating without exploding.

The Fanshaw Bay is straddled in the background as FM-2 Wildcats make ready for take off from the Kitkun Bay. — The *Fanshaw Bay* is straddled in the background as FM-2 Wildcats make ready for take off from the Kitkun Bay.

By 0855, she took the third hit, she was under fire from two cruisers and two destroyers, later joined by a third destroyer. The carrier did maneuver out of the way from the destroyer’s torpedo attack, but the enemy closed the range to 11,000 yards. A cruiser scored another hit on the flight deck. Fanshaw Bay’s damage control party struggled to control the fires as the ship burned from the shell hits.

Her planes flew repeated runs against the enemy vessels, some of them dummy runs without weapons to distract enemy fire. Several Distinguished Flying Crosses later were distributed among the ship pilots after the battle. Then just as it seemed all of the little carriers were doomed, the Japanese withdrew.

Clifford Sprague commanded Taffy 3 during the Battle off Samar 25 October 1944.

“At 0925 my mind was occupied with dodging torpedoes,” Sprague reflected afterward, “when near the bridge I heard one of the signalmen yell ‘They’re getting away!’ I could hardly believe my eyes, but it looked as if the whole Japanese fleet was indeed retiring. However, it took a whole series of reports from circling planes to convince me. And still I could not get the fact to soak into my battle-numbed brain. At best, I had expected to be swimming by this time.”

Afterwards

USS Fanshaw Bay participating in a towing exercise late in the war - seen from the USS Cape Esperance. — *USS Fanshaw Bay* participating in a towing exercise late in the war – seen from the USS Cape Esperance.

The Fanshaw Bay went on to see extensive action off Okinawa, finishing the war working far north out of the Aleutian Islands in the occupation of the northern Japanese home islands at the war’s end.

Fanshaw Bay’s historian noted the ship spent 124 days in action destroying 16 Japanese planes in the air and 42 on the ground. Her planes took part in attacks sinking five ships of over 1,000 tons and 51 vessels of under 1,000. They damaged 23 ships of more than 1,000 tons and 66 under 1,000 while also striking 229 shore targets. Altogether, she steamed more than 150,000 miles, crossing the equator ten times and the International Date Line on 14 occasions.

Douglass P. Johnson

Douglass Johnson graduated from the United States Naval Academy in 1920. At the beginning of World War II he was commanding officer of Fleet Air Wing 6. In 1944 he was appointed the Commanding Officer of the escort carrier U.S.S. Fanshaw Bay (CVE-70) and participated in the Battle off Samar Island on 25 October 1944 against portions of the Japanese Fleet.

During the battle the Fanshaw was hit on three occasions from shells off two cruisers and two destroyers, and later by a third destroyer. Johnson maneuvered his ship to avoid crippling blows from an enemy force vastly superior in number, armor and firepower. For his actions during the battle he was awarded the Navy Cross.

On 15 January1945, Johnson gained the command of the USS Ranger CV-4 continuing later as Commanding Officer until October 1, 1946. He retired from the Navy in 1950 for another 12-year career with General Electrics in Cincinnati (the city he grew up in) dying in 1975.

The commander of Taffy 3, Captain Clifton Sprague, used the Fanshaw Bay as his flagship. He went on to become a Rear Admiral and is buried at Fort Rosecrans National Cemetery, nearby the home port for most of his little fleet.

USS KALININ BAY

Launching of the Kalinin Bay into the Columbia River at Vancouver, Washington. Oregon Historical Society 58783.

Like the other escort carriers of the Casablanca class, the Kalinin Bay (CVE 68) saw its birth at the Kaiser Shipyards in Vancouver, Washington. The ship became commissioned on 27 November 1943, at Naval Air Station Astoria, Oregon. She then set out on her shakedown cruise along the Pacific Coast making a brief voyage to Puget Sound Navy Yard, Bremerton, Washington. The carrier then followed the coast south into San Francisco Bay mooring at NAS Alameda, California where she became directed to continue on to San Diego, California arriving on 30 December.

OFF INTO THE PACIFIC

The carrier embarked 14 officers, 219 enlisted men, and gear and equipment for Marine Air Warning Squadron (AWS) 2, plus brought on board 15 North American PBJ-1 Mitchells, 39 officers, and 99 enlisted men of the Air Echelon of Marine Photographic Squadron (VMD) 13. With her cargo aboard, she steamed to Pearl Harbor reaching there on 9 January 1944, where men and equipment off loaded.

P-51D Mustangs being ferried to Iwo Jima aboard the Kalinin Bay.

Kalinin Bay refueled and provisioned, embarking a mix of USN and USMC aircraft: 31 Grumman F6F Hellcats, 24 Vought F4U-1 Corsairs (with 27 pilots and three enlisted marines), five Curtiss SB2C Helldivers, a dozen Grumman TBF-1 Avengers, and a single Stinson OY-1 Sentinel. The men of Marine Fighting Squadron (VMF) 422 ferried their Corsairs from Marine Corps Air Station Ewa to Ford Island on 16 January. The destroyer escort Fair (DE-35) joined the carrier, and the two ships set a course for Tarawa in the Gilbert Islands reaching there on 24 January. Here, the marines took off in their Corsairs and landing on Hawkins Field on the devastated atoll.

The ship helped provide air cover for multiple amphibious landings in the Marianas – Saipan, Guam and Palau – before making up one of the carriers of Taffy 3 to help cover the landing area in Leyte in October.

cve kalinin bay

Grumann Avenger torpedo bombers - they could carry bombs or a torpedo. Half of the planes on the CVEs were Avenger TBM-1Cs. — Grumann Avenger torpedo bombers – they could carry bombs or a torpedo. About half of the planes on the CVEs were Avenger TBM-1Cs.

As the Japanese were discovered bearing down on the little escort carrier task force – Taffy 3, the Kalinin Bay, under fire from enemy launched all available planes, ordering the pilots “to attack the Japanese task force, then proceed to Tacloban airfield on Leyte to re-arm and re-gas.” The available planes included two TBM-1c’s armed with eight 5-inch rockets and two 500-pound general-purpose bombs, plus another half dozen Avengers loaded with eight rockets and six 100-pound bombs, and 13 Wildcats with their full load of .50 caliber ammunition.

Kalinin Bay led Taffy 3 as the carriers turned eastward, but when the formation changed course to the south to keep the enemy astern at 0723, she became the trailing ship in the van. White Plains switched from the rear to the forward point of the formation, flanked by Kitkun Bay and Gambier Bay to port, and Fanshaw Bay and St. Lo to starboard. The change in the ships’ dispositions meant Kalinin Bay became exposed to an intense storm of enemy fire.

EXPOSURE

Willaim Keighley as a Lieutenant Commander. Flying of the Kalinin Bay, he scored three hits on the Chikuma or Tone with his bombs. — Willaim Keighley as a Lieutenant Commander. Flying of the *Kalinin Bay*, he scored three hits on the *Chikuma* or *Tone* with his bombs. He would be awarded the Navy Cross.

Chikuma and Tone pursued the carriers, closing upon their port quarter. The enemy ships advanced almost abeam of the carriers closing the range and hurling salvo after salvo which repeatedly straddled and hit their targets. All available aircraft were ordered to attack the warships. Four Avengers from Taffy 2 swarmed the pair, one of dropping a torpedo that punched into Chikuma disabling her port screw and rudder. The cruiser briefly went dead in the water, before resuming at slower speed but steering erratically.

The situation for the little carriers nevertheless continued to deteriorate. At 0830, the Yahagi and four enemy destroyers steamed in column over the horizon off Kalinin Bay’s starboard quarter. As those warships closed to 14,500 yards, they opened fire. Kalinin Bay turned hard to starboard, astern of St. Lo, then swinging back into the formation on the starboard quarter instead of the port quarter. As the screening vessels valiantly engaged the cruisers and laid down concealing smoke, Kalinin Bay shifted her fire for the next hour trading shots with the Japanese destroyers.

Climax

A hit on the Kalinin Bay by the Haruna. — A hit on the *Kalinin Bay* by the *Haruna*.

The Japanese were now on both sides of the Kalinin Bay. The Haguro and Tone, continued to attack from the port quarter. With the enemy destroyers attacking from her starboard quarter, forcing the carrier to forgo evasive maneuvers. As the destroyers appeared to close the range, the carrier’s single 5-inch gun commenced rapid fire at them instead of the more powerful cruisers. Multiple salvoes splashed into the water close aboard and other shells ripped through the air as they passed overhead.

The enemy destroyers launched a torpedo attack and lookouts on board Kalinin Bay sighted at least 12 torpedo wakes on parallel courses on either side of the carrier as the deadly weapons churned through the water but they all passed the warship.

Tone led Haguro to close to 10,100 yards just after 0853 and firing salvo after salvo (Tone fired off 28 rounds) at Kalinin Bay on their starboard beam which continued to explode close to the carrier or pass directly overhead. None of the destroyers hit Kalinin Bay directly but she took ten 8-inch hits. A near fatal 8-inch round punched through the port side continuing through the platform deck, a storeroom and on into the forward section of the port aviation lube oil tank, almost passing through the bottom of the ship.

Fifteen shell hits

The detonation ruptured a number of fuel lines and buckled the forward bulkhead. Seawater poured in as men scrambled to plug the breeches with wooden plugs. The water rose dangerously until reaching a depth of four feet. Another 8-inch shell, the seventh hit, pierced the port side, hurtled across the elevator pit and clear out the starboard side of the ship.

Another 8-inch round sliced through the port side at the aviation armory tearing through the after bulkhead, into the ship’s armory B and out the inboard bulkhead. The seemingly unstoppable projectile plowed on into the first platform deck, the machine shop, with the resulting blast rupturing fuel oil and a couple of bulkheads. The shell furthermore ripped up the first platform deck with water flooding into the affected section up to a depth of ten feet. Men battled the flames in the aviation armory, ship’s armory, and machine shop for nearly an hour and a half.

Another of the heavy cruisers’ main battery shells punched through the port side about three feet above the deck level, then flying out through the starboard side without exploding. Altogether, the 15 hits caused the ship to list 7° to port.

Kamikazes on top of the morning action

Damage from the kamikaze to the Kalinin Bay. — Damage from the kamikaze to the *Kalinin Bay*.

Following Taffy 3’s ordeal in the morning off Samar, Japanese kamikaze suicide planes plunged into the carriers and sank St. Lo and damaged Kalinin Bay and Kitkun Bay. The ship’s lookouts sighted a leading Zeke coursing into a twisting spiral toward the ship’s starboard bow in a 60° dive. The antiaircraft guns opened fire hitting the plane, but the kamikaze crossed the starboard quarter and crashed into the port side of the flight deck, damaging it badly. The impact tore a hole in the flight deck causing numerous fires. Most of the suicide plane skidded forward along the flight deck dropping over the port side. Sailors rushed to the scene of the conflagration and extinguished the flames within about ten minutes.

SECOND ATTEMPT

Lookouts sighted a second Zeke diving on the starboard quarter from 6,000–8,000 feet at an angle of about 70°. Gunfire repeatedly hit the plane. While it began to smoke, the plane defiantly crashed into the ship on the port side. This impact shook the ship, destroying the aft port stack, catwalk, and 20-millimeter mount in the area of impact. The Zeke splashed into the water near the port side, throwing up a large column of water. Intense fire from the escorts and Kalinin Bay’s automatic weapons splashed two other Zekes attempting to crash dive the ship. A third one went into the sea close aboard about 50 yards on the port quarter. The attackers ceased their assault at about 1130.

Aftermath

USS Kalinin Bay in San Diego after the battle. — *USS Kalinin Bay* in San Diego after the battle.

The battle cost Kalinin Bay 60 casualties with nine dead. Kalinin Bay suffered extensive structural damage during the morning’s furious action. Two suicide planes, one 14-inch shell, and 14 8 and 6-inch rounds tore into the ship during her ordeal off Samar. The attacks wrecked the forward elevator, ruptured watertight bulkheads at the deck plate level in the engine rooms, ripped one large hole and five medium holes in the flight deck, cracked nine longitudinal flight deck beams, damaged two arresting gear units, and ruptured the deck making it impossible to maintain inner gas pressure.

RETURN STATESIDE

The enemy knocked out the SG radar, damaged the SK radar, and destroyed much radio equipment. Oil contaminated the entire freshwater system, and multiple aviation lube oil tanks leaked. Kalinin Bay fired 170 5-inch, 1,750 40-millimeter, and 4,800 20-millimeter rounds that day.

After the battle, Kalinin Bay needed to head back to the US – Terminal Island – for repairs to the extensive damage received. Repairs completed on 18 January 1945 the veteran escort carrier returned to San Diego. She spent the rest of the war ferrying men and aircraft from one site to another. She would be decommissioned the following year and soon turned into scrap.

Success at a Cost

Presidential Unit Citation issued to all ships of Taffy 3.

As part of Taffy 3, Kalinin Bay prevented a Japanese penetration into Leyte Gulf and saved General Douglas MacArthur‘s beachhead in the Philippines. At a cost of five ships and 1,161 men, Taffy 3, aided by her own planes and those of Taffy 2 (Task Unit 77.4.2), sank three enemy cruisers, seriously damaged several other ships, and turned back the “most powerful surface fleet which Japan had sent to sea since the Battle of Midway.”

Despite the battle damage, Taffy 3 cleared the air of attacking planes; at noon, the escort carriers retired southeastward while their escort searched for survivors from St. Lo. Though Kalinin Bay suffered extensive structural damage during the morning’s furious action, she counted only 5 dead among her 60 casualties. Weary and battle scarred, Kalinin Bay was awarded the Presidential Unit Citation for heroic conduct as a unit of Taffy 3. She steamed via Woendi, Schouten Islands, to Manus, arriving 1 November for emergency repairs. Getting under way for the United States 7 November, the escort carrier reached San Diego 27 November for permanent repairs and alterations.

Thomas Binney Williamson

Thomas B. Williamson as a cadet. He commanded the Kalinin Bay off Samar. — Thomas B. Williamson as a cadet. He commanded the *Kalinin Bay* off Samar.

Thomas B. Williamson went into naval aviation after graduation from the Naval Academy in 1923. He shows up as a dashing young pilot in a brief article in the New York Times on 31 August 1927. In a case of performing his duties a little too dashingly, he received a court martial for violating flying regulations by swooping over the northwest section of Washington on July 24. One witness claimed Williamson was checking out the window of his apartment.

Six charges were placed against the young flier with Williamson found not guilty on four of them. The sentence must not have been too harsh as Williamson went on to command the Kalinin Bay.

After a successful 24 October 1944 mission, Ensign John Buchanan (left) and Lieutenant Kenneth Hippe are greeted by Captain T. B. Williamson, skipper of the USS Kalinin Bay. Buchanan, who downed three enemy bombers, would receive the Distinguished Flying Cross; Hippe, who had five bomber “kills,” would get the Navy Cross. National Archives — After a successful 24 October 1944 mission, Ensign John Buchanan (left) and Lieutenant Kenneth Hippe are greeted by Captain T. B. Williamson, skipper of the *USS Kalinin Bay*. Buchanan, who downed three enemy bombers, would receive the Distinguished Flying Cross; Hippe, who had five bomber “kills,” would get the Navy Cross. National Archives

Williamson went on to command USS Franklin Delano Roosevelt in 1947. He eventually commanded a carrier group from the deck of the USS Bennington (CV 20) retiring as Rear Admiral receiving a tombstone promotion to Vice Admiral.

USS KITKUN BAY

Close up of the Island complex on the *Kitkun Bay*.

By late 1943, the escort carriers were coming out of the Kaiser Vancouver Shipyard at full blast. The Kitkun Bay (CVE 71) gained commission on 15 December 1943 at Naval Air Station – Astoria, with Captain John P. Whitney in command. Kitkun Bay carried out a shakedown cruise in the Puget Sound area, a voyage which included loading bombs and ammunition, fueling, compass calibration, and deperming—reducing the magnetism of iron to help protect vessels from magnetic mines. The carrier stood out of Seattle harbor on 13 January 1944, briefly stopped at Port Townsend, rounded the Olympic Peninsula and turned southward. Kitkun Bay loaded fuel, ammunition, and aircraft equipment at Naval Air Station – Alameda, Calif. (17–20 January), and then resumed her southward voyage, carrying out gunnery practice until she slipped into San Diego, Calif.

to war

Kitkun Bay ferrying aircraft. — *Kitkun Bay* ferrying aircraft.

The ship embarked 13 naval officers destined for other commands, and loaded 17 TBF-1s and their marine crews and maintainers of Marine Torpedo Bomber Squadron (VMTB) 242 (27–28 January 1944), and stood out of San Diego on a replenishment voyage to the Allied garrison on Espíritu Santo in the New Hebrides [Vanuatu] reaching their goal on 14 february.

Escort carrier actions in the Marianas - summer 1944 - seen from the Kitkun Bay. Here, a twin-engined Japanese bomber is going down in flames. — Escort carrier actions in the Marianas – summer 1944 – seen from the *Kitkun Bay*. Here, a twin-engined Japanese bomber is going down in flames.

From Hawaiian waters Kitkun Bay set sail to the eastward in company with Gambier Bay (CVE-73), which had delivered 84 replacement planes to aircraft carrier Enterprise (CV-6) and shore establishments, and was ferrying aircraft for repairs and qualified carrier pilots to the west coast, and the two escort carriers returned to San Diego on 6 March.

The Kitkun Bay remained very busy during the Marianas and battles leading up to the invasion of Leyte.

Samar Surprise

FM-2 Wildcats on the Kitkun Bay are eager to get into the fray. In the distance, Japanese salvos getting ever closer the USS White Plains. — FM-2 Wildcats on the *Kitkun Bay* are eager to get into the fray. In the distance, Japanese salvos getting ever closer the *USS White Plains*.

Kitkun Bay’s crew raced to man their battle stations and the ship sounded flight quarters as the enemy opened fire. She rang up flank speed for 18½ knots and swung around to 070° to head partly into the wind for launching planes and yet to keep away as much as possible from the more heavily armed Japanese ships. The carrier launched eight Wildcats that were already warming up for the day’s action (0656–0703). At 0702 ships began making smoke, and the heavy pall of smoke and the general murkiness of the weather often prevented men from seeing the entire picture. Beginning at 0710, Kitkun Bay launched six Avengers to engage the enemy. The ship changed course to 110° but briefly turned back into the wind to launch a ninth fighter at 0711.

HIDING

Smoke and salvos; naval actions seen from the Kitkun Bay near their climax.

A heavy rain squall blotted the action from view for a few minutes that morning and Kitkun Bay continued to zig-zag. The formation turned to 190° but enemy shells hurtled toward the American ships and splashed near White Plains and off Kitkun Bay’s port beam. In the forefront of the circular formation, Kitkun Bay escaped any direct hits as the shells splashed ever closer astern, but several salvoes bracketed the carrier and the near misses held little hope that her good fortune could continue.

Sprague ordered the escorts to make a torpedo run at the Japanese ships at 0740, but by this time, the enemy vessels reached a point bearing 355° from Kitkun Bay at 25,000 yards. Men watched with trepidation as the flashes of the enemy guns announced more salvoes that tore through the air and fell only about 1,500 yards astern of the ship. Kitkun Bay began to jettison her gasoline bombs and smoke tanks at 0755, and Sprague directed all of the carriers to make as much smoke as possible. Maintainers meanwhile scrambled to load the remaining Avengers in the hangar deck with torpedoes, while the ship swung to 195° at 0756 to permit the other vessels to get behind the smoke screen.

“The enemy is now within range”

The one 5-inch gun with its crew aboard the Kitkun Bay. — The one 5-inch gun with its crew aboard the *Kitkun Bay*.

“The enemy is now within range,” the captain instructed Lt. Edward L. Kuhn, USNR, Kitkun Bay’s gunnery officer, “Mr. Kuhn, you may fire the 5-inch at will.” His gunners opened fire and altogether shot 120 of the 180 rounds stored on board, a telling tribute to their frantic defense of the ship, with Kuhn’s “cool courage under fire” contributing to the gun crew’s efficiency (and resulting in his later receiving a Bronze Star). One of their 5-inch shells plunged into a Japanese ship, tentatively identified as a cruiser, at 0759 on 25 October 1944, and started a fire forward. Kitkun Bay swung over five degrees to the westward to keep away from the enemy ships, two of which in sight, Chikuma and Tone, changed course to south-southeast to pursue the carriers. Kitkun Bay changed course to 240° at 0803, and launched a trio of Wildcats.

The other enemy cruisers continued firing and a salvo splashed barely 200 yards astern of Kitkun Bay. Haguro, which took Chikuma’s place in position, and Tone appeared to outdistance the rest of the Japanese ships and drew up toward Kitkun Bay. The enemy ships dropped the range until they closed on Kitkun Bay’s port beam at 12,000 yards, and their next salvo straddled the carrier as their shells splashed on both sides.

JUST AS IT LOOKED BLEAKEST

Avengers readying for action on the *Kitkun Bay* as salvos bracket the *White Plains* with a Japanese cruiser seen on the right horizon.

A Japanese salvo splashed a mere 20 yards astern and the alarmed gun crew believed that the following salvo would slice into the ship. Capt. Whitney thus swung the warship between 200° and 270° in an effort to forestall the apparently inevitable. Commander Fowler also attempted to save Kitkun Bay and led four Avengers flying from the ship to assail Chokai at 0905. One of the planes dropped a 500-pound bomb tearing into the Japanese vessel’s stern, and smoke emerged from the cruiser and she slowed.

Just as the situation looked very bleak for Kitkun Bay and the other ships, the enemy suddenly broke off the engagement at 0925 and retired. As a relieved Capt. Whitney watched them continue to do so at 0931, he ordered the vessel to slow down to 15 knots and to cease making smoke.

Kamikazes finish the day

Kamikaze dives on the Kitkun Bay. — Kamikaze dives on the *Kitkun Bay*.

The Zeke that Thomlinson described turned and dived on Kitkun Bay from the starboard side. Fanshaw Bay added her guns to those of her fellow carrier, but the kamikaze absorbed the heavy concentration of fire, cleared Kitkun Bay’s flight deck, and crashed into the port walkway netting. The shock carried away about 15 feet of the netting and its braces, the port aerial, and the life raft suspended from the netting frame. The 550-pound bomb exploded on impact, bursting evidently on a level with the walkway, and showering fragments into the nearby gun sponsons and the ship’s side from the forecastle to No. 6 sponson. The kamikaze assault punctured more than 100 holes in the bulkheads, doors, and gasoline lines. The broken gasoline lines permitted the fuel to flow into a gun sponson but a fire did not start and men washed the gasoline overboard.

DEATH OF A CRUISER

Five Avengers from Kitkun Bay meanwhile at 1105 attacked Chikuma. The Japanese heavy cruiser had already fired most of her antiaircraft ammunition against the U.S. planes that attacked her while crossing the Sibuyan Sea—some of her guns expended all of their live rounds and the gun crews resorted to shooting training rounds. Two torpedoes sliced into the cruiser’s port side amidships and water poured into her engine room, causing the ship to lose power. Chikuma drifted to a stop and began listing to port. Nowaki swung around at 1110 to render assistance to her stricken cohort Chikuma.

The enemy franticly battled the damage to Chikuma and attempted to save their ship, but Lt. Allen W. Smith Jr., the commanding officer of VC-75, led a trio of that squadron’s TBM-1Cs from Ommaney Bay that dropped three more torpedoes that ripped into her port side at 1415. Within 15 minutes, the battered warship rolled over and sank by the stern. Nowaki pulled about 120 survivors from the water.

Afterwards

On 7 January 45, the Kitkun Bay registered another kamikaze hit by an Oscar. This caused much more substantial damage. Kitkun Bay stood out for home on 24 January 1945, her temporary repairs completed and 95 percent of the flooded compartments pumped out.

She sailed to Naval Dry Docks on Terminal Island 28 February 1945. The repairs required ended her career as a frontline vessel.

1946 aerial view over Navy Yard at Bremerton, WA. CV 14 Ticonderoga is in dry dock at the far left; BB 38 Pennsylvania is in the center; left is CVE 87 Steamer Bay and CVE 71 Kitkun Bay is to the right; Bremerton ferry to Seattle is far right. — 1946 aerial view over Navy Yard at Bremerton, WA. CV 14 *Ticonderoga* is in dry dock at the far left; BB 38 *Pennsylvania* is in the center; left is CVE 87 *Steamer Bay* and CVE 71 *Kitkun Bay* is to the right; Bremerton ferry to Seattle is far right.

Kitkun Bay steamed 137,000 miles during her commissioned service, the equivalent of more than five times around the world. The ship crossed the equator a dozen times, and the International Date Line ten times. She withstood heavy caliber Japanese gunfire, and fought off enemy planes that attacked her in both the conventional and suicide rolls. Planes flying from her flight deck claimed to down 26 enemy aircraft, and sank or contributed to sinking two Japanese heavy cruisers and two barges, damaged a battleship and a heavy cruiser, and destroyed five tanks on the ground. Twenty-seven men of the ship’s company died and 58 sustained wounds.

Kitkun Bay was decommissioned on 19 April 1946, at Port Angeles, Wash., and stricken on 8 May. The Navy sold the ship for $12,700 to Zidell Ship Dismantling Company of Portland, Ore., on 18 November 1946. The veteran carrier was moved in January 1947, and by that October was reported scrapped.

John P. Whitney

John Perry Whitney was born on 25 September 1900 in Brooklyn, New York. His hometown was Cedartown, Georgia. Graduated from the U.S. Naval Academy with the Class of 1922. He attended Naval Flight School at Naval Air Station Pensacola and was designated a Naval Aviator. In 1940 through 1941he served as Commanding Officer on the old destroyer USS Clemson (AVD-4).

In 1943 he served as a member of the Permanent Joint Board on Defense US and Canada. The permanent Joint Board on Defense was set up by the United States and Canada in pursuance of a joint announcement of the President and Prime Minister W. L. Mackenzie King, dated August 17, 1940, at Ogdensburg, N. Y., for the purpose of carrying out studies relating to sea, land, and air problems, including personnel and mat6riel, and to consider, in the broad sense, the defense of the northern half of the Western Hemisphere.

cOMMANDING OFFICER OF THE kITKUN BAY

In June 1944 as Commanding Officer of USS Kitkun Bay, he took part in the invasion of the Marinas. In this action he gained a Bronze Star for the period June 14 to August 4, 1944. Next, the Kitkun Bay participated in the Palau invasion forces before seeing action at Samar with Task Unit 77.4.3.

FM-2 Wildcat landing on the USS kitkun Bay. — FM-2 Wildcat landing on the *USS kitkun Bay*.

In 1945, he was designated as Deputy Commander of the Naval Air Transportation Command (disestablished on 1 June1948 to make way for the joint Military Air Transportation Command).

From 18 Jully1946 to 11 August 1947 he served as Commanding Officer of USS Midway (CV 41). Shortly after this tour he was selected to the rank of Rear Admiral.

His first flag assignment was as Vice Commander, of the newly established joint Military Air Transporation Command, a new unit under the direction of the U.S. Air Force. He served from January 25, 1948 to Febuary 12, 1951. MATC had 766 USAF and 58 USN aircraft, and 54,164 personnel from USAF, USN, civil service. Under the single-manager concept, the cost-saving operation was to economically and efficiently implement a globe-circling function to air transport people, materiel, mail, strategic materials, and other cargo. For his service he was awarded the USAF Distinguished Service Medal.

In 1952 he served as Chief of Naval Air Basic Training, Naval Air Basic Training Command, at NAS Pensacola, FL. Whitney retired as a Vice Admiral.

USS WHITE PLAINS

The White Plains (CVE 66) was laid down on 11 February 1943 at Vancouver, Wash. by the Kaiser Shipbuilding Co., Inc and launched on 27 September 1943. A civilian crew took the ship from Vancouver to Naval Station (NS) Astoria, Ore., and she was commissioned 15 November 1943 at Naval Air Station Astoria under gathering clouds and the chill wind of the Oregon coast.

Off Samar

Summer sunrise in the Marianas from the deck of the *White Plains*.

The White Plains steamed as part of Taffy 3off Samar on 25 October 1944. Early in the actions, a Japanese heavy caliber salvo splashed scarcely 300 yards off White Plains’ starboard beam at 0659. This was followed three minutes later by a perfect straddle. The enemy rounds temporarily interrupted power throughout White Plains for two agonizing minutes as sailors rushed to restore emergency power and the normal power supply within eight minutes.

Kalinin Bay led the formation while the carriers turned to the eastward, but as the formation changed course to 180° to the south to keep the enemy astern and escape at 0723 the White Plains switched from the rear to the front of the formation.

Taffy 3 group situation at 0820 25 October 1944.

A heavy rain squall blotted the action from view for a few minutes at 0736 that morning as the ship maneuvered to escape the enemy. The formation turned to 190° but Japanese shells hurtled toward the American ships splashing near White Plains and off Kitkun Bay’s port beam. In the forefront of the circular formation, Kitkun Bay escaped any direct hits as the shells splashed ever closer astern, but several salvoes bracketed the carrier. The near misses gave little hope her good fortune could continue.

ENEMY CLOSES IN

The enemy ships closed the range to nine miles at 0849, and later to six miles. White Plains’ Chief Gunner William F. Brisson and his gun crew fired her single 5-inch gun at one of the enemy heavy cruisers, most likely Chokai. Brisson shifted his fire to another cruiser and then a third, firing altogether 127 rounds.

Samuel B. Roberts fought Chokai as well, and at 0859 a secondary explosion erupted from the enemy vessel, possibly as some of her torpedoes cooked off. The blast knocked out her engines and rudder, and she sheered out of line. Under heavy attack from the air and harassed by incessant fire from the American escorts, the enemy cruisers broke off the action and turned northward at 0920.

Japanese Zeke kamikaze narrowly misses "landing" on the White Plains. — Japanese Zeke kamikaze narrowly misses “landing” on the *White Plains*.

The kamikaze explodes off the side of the White Plains. — The kamikaze explodes off the side of the *White Plains*.

At 1050, a formation of six Japanese Mitsubishi A6M Type 0 carrier fighters appeared and began simultaneous kamikaze suicide attacks. The kamikaze menace emerged as a new threat. Two of the Zekes singled out White Plains, as antiaircraft gunners responded with a hail of gunfire. They scored a hit on one of the intruders and he immediately changed course fatally crashing on the St. Lo. His comrade continued toward White Plains. Captain Sullivan ordered the ship to turn sharply to starboard aa the kamikaze narrowly missed the carrier. This attack proved to be the final combat action for White Plains, not only of the Battle off Samar but also of the war.

Aftermath

White Plains ferries planes early in 1945. — *White Plains* ferries planes early in 1945.

While at Pearl Harbor, White Plains learned that she was to continue on to the mainland, and the crew eagerly anticipated liberty and leave at home. The ship loaded 65 “dud aircraft” and pushed on, and returned home and moored at North Island after the brief passage from Hawaiian waters 19 to 27 November. Following a long and fruitful fellowship, VC-4 detached from the ship and went ashore for rest and further training. Before the streamlined squadron did so, however, the men reviewed their wartime deployment on board White Plains and claimed to splash a dozen Japanese planes and to sink Shoun Maru. They supported four amphibious landings and fought the enemy during the Battle of Leyte Gulf, though VC-4 mourned the loss of six pilots, three aircrewmen, and one marine officer observer.

White Plains at sea. — *White Plains* at sea.

A squadron Wildcat flew the final CAP of the tour and returned to White Plains just before she entered Pearl Harbor, marking the ship’s 3,058th landing. The carrier recorded a total of six barrier crashes, and eight planes lost while away from the ship.Inspectors thus decided that the battered escort carrier should return to the United States for complete repairs.

BACK IN THE FRAY

Accordingly, White Plains discharged all but eight of her aircraft, and continued with Fanshaw Bay, Kalinin Bay, Kitkun Bay, Dennis, Hutchins, and Raymond as they cleared the harbor on the 7th and set course for Hawaiian waters. White Plains launched daily CAP during the journey. The carriers flew off their flyable planes to Ford Island on the morning of the 18th, and that afternoon entered Pearl Harbor.

White Palins CVE 84 in retirement in the Boston Navy Yard next to Shamrock Bay CVE 66. — *White Plains* (CVE 84) in retirement in the Boston Navy Yard next to *Shamrock Bay* CVE 66.

Ready for action once more, White Plains on the other hand spent the remainder of the war carrying out the relatively tame assignment of ferrying replacement aircraft from the U.S. to overseas bases as part of Carrier Transport Squadron Pacific.

Captain Dennis Joseph Sullivan

Dennis Joseph Sullivan as a cadet at Annapolis. His son followed into the Navy serving as a nuclear energy officer.

Dennis Sullivan graduated with the Annapolis Class of 1926. He would gain a Navy Cross for his day’s work off Samar commanding the White Plains. He went on to command the Essex-class carrier USS Boxer during the Korean War. Sullivan retired as a Rear Admiral.

USS ST. LO

The USS Midway CVE 63 in San Diego April 1944. — The *USS Midway* (CVE 63) in San Diego April 1944.

The St. Lo came out of Vancouver, Washington taking only nine months (23 January until 23 October 1943) to build. CVE 63 was originally named Chapin Bay, but the name changed to Midway two months into construction. The USS Midway one of 50 CVEs of the Casablanca class. The greatest deficiency of the Casablancas was a lack of armor due to lack of space for it on the small carriers. But they also were considered as expendable.

Still known as the USS Midway, CVE 63 leaves San Diego in April 1944. — Still known as the *USS Midway* (CVE 63) leaves San Diego in April 1944.

USS Midway CVE 63 ferrying aircraft to Australia. — *USS Midway* ferrying aircraft to Australia.

As the Midway, she spent time from her commissioning until mid-1944 ferrying aircraft to both Pearl Harbor and Australia. From June to September, she joined the amphibious support fleet seeing action at Saipan, Tinian, Morotai and the Palaus before getting a new name, the St. Lo, on 10 October. The purpose of the name change freed up the name for a new class of large fleet carriers being built.

**The St. Lo at Leyte Gulf**

St. Lo helps lay down smoke off Samar. — *St. Lo* helps lay down smoke off Samar.

In mid-October, she joined Admiral Clifton Sprague’s Task Unit 77.4.3, better known as Taffy 3. From 18 to 24 October, she launched air attacks on several targets in the central Visayan islands of the Philippines in preparation for Douglas MacArthur’s return via Leyte. Early in the morning of 25 October, Ensign Brooks emerged from a cloud at about 0650 to find Japanese ships arrayed in battle formation below – Vice Adm. Kurita Takeo’s Center Force. Transmitting an immediate contact report to Rear Adm. Clifton Sprague, Commander TU 77.4.3, that the enemy bore 330°, north-northwest by ¾ west, between 20 and 30 miles distant, Brooks then circled and radioed an amplifying report that the enemy course was 120°, with his ships moving between 12 and 15 knots: he counted four battleships, four heavy cruisers, four light cruisers, and between 10 and 12 destroyers.

TIME TO RUN

Upon receipt of Brooks’ electrifying tidings, Taffy 3 immediately began a turn to port. St. Lo went to general quarters. A pilot from the St. Lo was the first to discover Vice Admiral Takeo Kurita’s Center Force – 4 battleships, 8 cruisers and 12 destroyers – only 20 miles away from the Taffy 3 group bearing down quickly. Only ten minutes later, shells from the Japanese fleet started splashing around the vessels of Taffy 3.

Soon after Brooks’ report reached the ship, men on the signal and open bridges obtained visual contact. Despite the very poor visibility, Capt. McKenna later wrote, the “pagoda-like masts of the battleships could be unmistakably seen astern.” As St. Lo launched her strike, the range closed rapidly as the Japanese ships closed, to 25.000 yards, then to 20,000 yards.McKenna noted “many straddles and near-straddles (missing only slightly in deflection)” near his own ship and on other ships in the formation, but he observed no hits in the early going. As the enemy continued to close, coming up on the northward side.

The battle went on for three hours before the Japanese fleet decided to retire. Despite being straddled several times, the St. Lo survived without a hit. St. Lo emerged from the morning’s battle intact, without materiel casualties. She had suffered only three men wounded, from fragments from near-misses.

Kamikaze

Only 41 minutes after securing from general quarters, the ship signaled an air attack. A Japanese A6M5 Model 52 Zeke, loaded with a bomb under each wing, hit the rear flight deck at 1053 in the first kamikaze attack.

At the outset, McKenna thought that St. Lo had suffered no serious damage. His optimism began to wane, however, when he discerned a hole in the flight deck, the edges of which smoldered then burst into flame. Repair parties dragged hoses from both sides of the flight deck, port and starboard, and began playing water on the fires that began to appear. Then the captain noticed smoke rising from the hole, obviously coming from the hangar deck, and billowing from both sides of the ship. His attempt to contact the hanger deck for a situation report met with no response.

Direct kamikaze hit on the St. Lo. — Torpedoes on the St. Lo explode from the fire from the kamikaze hit.

Within 90 seconds, an explosion occurred on St. Lo’s hangar deck, forcing smoke and flame up through the hole; the flight deck seemed to bulge upward after the blast, near and aft of the hole. A much more violent detonation then occurred, rolling back a part of the flight deck, bursting aft of the original hole. Another heavy explosion tore out big chunks of the flight deck and blew the forward elevator out of its well.

END OF THE ST. LO

Fires aboard St. Lo critical after the torpedoes exploded aboard. — Fires aboard *St. Lo* critical after the torpedoes exploded aboard.

Given the magnitude and growing frequency of the explosions, at about 1100 Capt. McKenna “decided that the ship could not be saved.” Uncertainty existed as to whether or not the after part of St. Lo was even still in place. Only sound-powered phones provided any communication capability. McKenna passed the word: “Prepare to abandon ship,” and gave the order to stop all engines. Both messages managed to get through via sound-powered phone or word of mouth. Men began gathering on the forecastle deck and on the forward end of the flight deck with their wounded shipmates.

“As soon as I considered the ship sufficiently near to dead in the water,” McKenna later wrote, “I gave the order to abandon ship.” Men cleared rafts and readied abandon ship lines prepared as they had awaited the final word, so that when “abandon ship” did come down, men “went down the lines and either got into or hung onto rafts or floated with the aid of their life jackets.” The able-bodied lowered the wounded from the forecastle in large numbers, the preparations made beforehand enabling the main groups of the crew to be away from the ship within, by Capt. McKenna’s estimation, “five to ten minutes after the word was given.”

Having been in commissioned service for two days shy of one year, St. Lo, stricken from the Navy Register on 27 November 1944.

Francis Joseph McKenna

Francis J. McKenna as a Naval cadet. He commanded the USS St. Lo off Samar. — Francis J. McKenna as a Naval cadet. He commanded the *USS St. Lo* off Samar.

Midshipman McKenna graduated in the top half of the class of 1920. Ensign McKenna then reported on board the battleship USS North Dakota (BB 29).

In April of 1926, McKenna was awarded his Navy Wings when he successfully completed flight training, and one year later became a torpedo pilot on the USS Lexington (CV 2).

For several years McKenna advanced in his naval career, serving several assignments aboard various ships, and receiving several promotions. At the end of his assignment in the Aleutians in April 1943, he was promoted to Captain and ordered as the Prospective Commanding Officer of the escort carrier USS Midway.

Francis McKenna as captain of the St Lo. — Francis McKenna as captain of the *St Lo*.

After surviving the sinking of the St. Lo, McKenna went on to command the USS Kearsarge (CV 33) as its first CO in 1946. Upon his retirement in 1950, he was promoted to the rank of Rear Admiral. Following his retirement from the Navy in 1950, Admiral McKenna worked as a consultant to the Grumman Aircraft Engineering Corporation, until retiring in 1961. He and his family resided in Manhasset, New York, from 1948 until his death from cancer in 1969.

DESTROYERS OF TAFFY 3

Three destroyers – Hoel (DD-533), Heerman (DD-532), and Johnston (DD-557) plus four Destroyer escorts – Dennis (DE-339), Raymond (DE-341) and Samuel B. Roberts (DE-413) – worked to provide screen protection for the escort carriers of Taffy 3. When the Japanese center force emerged from San Bernardino Pass turning south to lay attack the American invasion fleet off Leyte, the vessel closest to the attackers lay the USS Johnston commanded by Lieutenant Commander Earnest E. Evans.

ERNEST EVANS AND THE USS JOHNSTON

A smiling Ernest Evans smiles during the commissioning of his new destroyer.

Ernest Evans came from Pawnee, Oklahoma from a Native American background. After high school, he enlisted in the Navy. A year later, he gained an appointment offered to the Naval Academy open to enlisted men. As a member of the class of 1931, he first tried flight school – North Island Naval Air Station – but washed out. The battleship Colorado was next, followed by service on a destroyer and a destroyer escort. In 1937 he did make it into the air serving for six months on the USS Pensacola as an aviation gunnery observer, flying backseat as observer-navigator in seaplanes working off the cruiser.

ON TO COMMAND

Then, Evans commanded a tugboat; served as a gun boss on a destroyer tender and finally as executive officer before assuming the role of commanding officer on a Clemson-class destroyer, USS Alden (DD 211), a four-pipe destroyer of World War I heritage serving in the Asiatic Fleet. The Alden fought delaying actions against the powerful Japanese fleet at the battle of the Java Sea making a desperate escape to Australia. There is an excellent three-part series discussing Evans and Alden’s role in the Battle of the Java Sea though you might have to subscribe to the US Naval Institute for membership to see the articles. I was able to see one without signing up, but later only the teaser.

Lieutenant Commander Ernest Evans addresses his new crew at the commissioning of the USS Johnston in Seattle 27 October 1943. US Naval History and Heritage Command Photograph. — Lieutenant Commander Ernest Evans addresses his new crew at the commissioning of the *USS Johnston* in Seattle 27 October 1943. US Naval History and Heritage Command Photograph.

Evans did enough on the Alden to gain command of a new destroyer of the Fletcher-class USS Johnston (DD 557) on 27 October 1943. He would be her only commander. Upon the commissioning of Johnston, Commander Ernest Evans stated he would “never run from a fight,” and anyone who did not want to go in “harm’s way” had better get off now. Not one of his crew did so.

The ship, built in the Seattle Tacoma Shipyard, sailed from the Puget Sound to San Diego for final preparations and training departing for Hawaii in mid-January 1944. By the end of January, the ship sailed for duty in the western Pacific. She saw plenty of action for the rest of the year before Leyte Gulf.

USS Johnston off Samar Island

From 0730 until 0930, the USS Johnston and her fellow destroyers of Taffy 3 fought a lopsided battle which stymied and confused Japanese commander Kurita enough to break off action prematurely before his fleet could have seriously damaged the American invasion of Leyte.

USS Johnston sailing off Guam in the summer of 1944. — *USS Johnston* sailing off Guam in the summer of 1944.

Kurita’s force suffered already from American actions by submarines and aircraft over the previous two days. The Musashi saw the brunt, Taffy 3 became aware of the Center Force on the morning of 25 October through radar contacts at 0646 shortly before salvos from the 18-inch guns of the Yamato announced their presence more emphatically.

Commander of Taffy 3, Rear Admiral Clifton Sprague (He lies buried at Fort Rosecrans – section P grave 1622) ordered the group to head east and lay smoke to screen the outnumbered vessels. Evans on the Johnston found himself at the rear of the formation. He ordered a turn to the northeast to take on the Japanese with torpedoes while laying smoke to give the rest of the group a better chance to escape.

CHARGE DRAWS THE ENEMY AWAY

Japanese cruiser Kumano. — Japanese cruiser *Kumano*.

His charge changed the focus of several of the Japanese ships away from the carriers to the approach of an American “cruiser”. Going head-to-head with the Japanese heavy cruiser Kumano, the Johnston hit the Kumano several times starting a fire on the superstructure. Closing, the Johnston launched all ten of its torpedoes at the Kumano, turning abruptly to hide in her own smoke. The damage inflicted permanently crippled the cruiser (She lived on for only another month before being finished off by submarines and air attacks). Another Japanese cruiser, Suzuya, stopped to take off the cruiser task force commander Vice Admiral Shiraishi Kazutaka. While stationary, the Suzuya found herself knocked out of the battle as well by dive bombers.

Suzuya at trials in 1935. She was commissioned in 1937. — *Suzuya* at trials in 1935. She was commissioned in 1937.

Suzuya in Kure harbor 5 January 1939. — *Suzuya* in Kure harbor 5 January 1939. Suzuya was a Mogami-class cruiser.

In attacking the Kumano, the Johnston came out from her protective smoke screen. In the clear, she came under fire from the Japanese flagship, the Yamato. At O730, three 18-inch shells hit the aft of the knocking out the engine room, all power to her 5-inch gun mounts, power to her steering and cut power -one engine remained running – from 35 to 17 knots. Meanwhile more shells – 6-inch – came in on the bridge wounding Evans, severing several of his fingers. Wrapping his stumps in a handkerchief, Evans guided the ship into a rain squall giving them a little respite, firing on radar contacts unseen in the rain.

Yamato was the largest battleship ever built. Her sister ship, the Musashi, had sunk the previous day trying to push through San Bernardino Strait with the rest of Center Force. The Yamato came head to head with the Johnston sinking the little destroyer but suffering damage, as well. — *Yamato* was the largest battleship ever built. Her sister ship, the Musashi, had sunk the previous day trying to push through San Bernardino Strait with the rest of Center Force. The *Yamato* came head-to-head with the *Johnston* sinking the little destroyer but suffering damage, as well.

Endgame

The other destroyers – Hoel, Heermann and Samuel B. Roberts (a destroyer escort) – now launched torpedo attacks around 0800 with the Johnson trying to steer behind having already used hers. With their torpedoes all away, the destroyers turned to return to cover the carriers. Seeing the Gambier Bay under fire with a line of Japanese destroyers closing in, the Johnston exchanged shots with the light cruiser Yahagi leading the column.

The Japanese destroyers turned away briefly as Evans moved next towards enemy cruisers threatening the little carriers from the left side. For the next thirty minutes, the Johnston fired at the cruisers on one side and destroyers on the other.

Bridge of the Johnston at over 21,000 feet deep. — Bridge of the *Johnston* at over 21,000 feet deep.

With Johnston’s bridge destroyed, seriously wounded Ernest Evans fought the battered destroyer to the bitter end, shouting orders down the stern hatch to sailors manually steering the ship. As the retreating and frustrated Japanese destroyers poured fire into Johnston, one Japanese skipper was observed to salute as the destroyer went under. Johnston’s solitary torpedo attack against an overwhelming force displayed a degree of courage in the face of certain death that the Japanese mistakenly had not believed Americans were capable of showing.

THE COST

Meanwhile aboard the Johnston, fires burned as more shells hit causing further damage. Finally, the one remaining engine blew up, causing the ship to go dead in the sea. Five minutes later, at 0945, Evans gave the order to abandon ship. It sank sat 1010 several miles behind the rest of Taffy 3, surrounded by Japanese vessels.

The name of Commander Ernest Evans on the Walls of the Missing at the Manila ABMC.

Of the crew, 141 out of 327 did survive. Fifty men died in battle with another 45 dying of wounds suffered or exposure in the ocean waters. Among the dead, Ernest Evans and the young executive officer, Elton B. Stirling who graduated with the Annapolis class of 1942. Both never found, now only names on the Walls of the Missing with over 50,000 others at the Manila ABMC.

The ship received its share of the Presidential Unit Citation given out to all Taffy 3 ships following the battle. Ernest Evans gained the Medal of Honor posthumously.

DEEP IN THE SEA

Bow of the USS Johnston discovered in 2021. — Bow of the *USS Johnston* discovered in 2021.

In 2019, the wreck was discovered by Paul Allen’s R/V Petrel lead by wreck explorer Robert Kraft. The remains were beyond the submersible vessel used by the Petrel, but another expedition filmed the world’s deepest wreck two years later at a depth of 21,180 feet (6,456 meters).

USS HOEL

While the Johnston was undergoing its sacrifice, her sister, the USS Hoel (DD 533)- another Fletcher-class destroyer – underwent its own catharsis. The Hoel attacked the nearest enemy battleship Kongo with its torpedoes. Hidden partially by a rain squall, the destroyer made it to about 14,000 yards (13,000 meters) opening fire as she came.

However, as she attacked the battleship another Japanese cruiser, the Haguro, spotted an American “cruiser” trying to make a torpedo attack. A full broadside from her ten 8-inch guns fired out at the Hoel with two shells from the first salvo connecting slicing through the bridge, disabling radio, radar and machine gun control. Another shell hit during a second salvo but did no significant damage. The Japanese used armor-piercing shells since they thought their target was a cruiser. As a result, several of the shell hits simply went through the lightly armored destroyers – the same results occurred with the lightly armored escort carriers.

TORPEDOES AWAY

The Hoel seen with San Francisco beyond.

The Hoel launched five torpedoes at the Kongo as she was hit by another three 8-inch shells from the Haguro. Those hits reduced Hoel’s speed by 4.5 knots and took her number 3 5-inch turret out of action. A fourth salvo destroyed turrets 4 and 5. The torpedoes went off target from the Kongo as the Hoel turned southeast under her smokescreen, joining up with the Heermann. The two spotted a Japanese cruiser squadron they believe led by the Haguro. The problem was the cruiser squadron was actually a group including the Yamato.

The Hoel fired off 250 rounds from her two remaining 5-inch guns while the Yamato responded firing from her own 5-inch batteries. Hoel came out of the duel the better scoring two hits inside one of the battleship’s kitchens. Turning away at 0753, she fired her five remaining torpedoes. These also missed their target – the Haruna – but along with two other torpedoes fired from the Heermann, forced the Yamato and the battleship Nagato to leave the battle for some time. In turn, this caused Admiral Kurita to lose tactical control over the scene since he was aboard the Yamato.

End of the Hoel

Japanese battleship Nagato at anchor in Brunei October 1944 just before Leyte Gulf. — Japanese battleship *Nagato* at anchor in Brunei October 1944 just before Leyte Gulf.

Before turning away to avoid the torpedoes, the Nagato was able to knock more speed off the little destroyer with a 5-inch hit on the forward engine and generator rooms. A 16-inch shell then crashed through the bow of the destroyer. Limping back to cover the Gambier Bay, the Hoel came under fire from the secondary batteries of the Yamato when it returned to action. The battleship concentrated her fire on the carrier until she noticed the damaged destroyer. The Hoel responded with her two forward guns but a hit to her last boiler left her dead in the water. An easy target, she sustained over 40 hits before the crew abandoned ship at 0840 as the ship sank 15 minutes later

Only 86 of her survived with 253 of her crew dying – 40 or more died in the waters waiting for rescue. Survivors in the water caught a close-up view of the Yamato sailing past them.

Leon Kintberger

Leon Kintberger graduated from the U.S. Naval Academy with the Class of 1932. Following graduation, he served first on the USS New York (BB-34) and the USS Minneapolis (CA-36). before, Lieutenant Kintberger assuming his first command, the World War I destroyer USS Evans (DD-78) on 15 January 1937, the first member of the Class of ’32 to gain destroyer command. However, Evans was quickly decommissioned a few weeks later on 31 March 1937.

The USS Hoel travels across San Francisco Bay - August 1943. — The USS Hoel travels across San Francisco Bay – August 1943.

After further service on USS Gridley (DD-92) and USS Argonne (AP-4), Kintberger gained command of destroyer USS Bernadou (DD-153—commissioned 1919) on 24 June 1940 for one month, until 18 July 1940. Then, finally, on 31 May 1943, Lieutenant Commander Kintberger became the commissioning commanding officer of the newly constructed Buckley-class destroyer escort USS Charles Lawrence (DE-53) serving on her until 15 August 1943. He then took command of another newly commissioned Buckley-class destroyer escort USS Coolbaugh (DE-217). On the Coolbaugh escorted merchantmen across the Pacific to Efate, New Caledonia, arriving in February 1944. Kintberger relinquished command of Coolbaugh on 19 February 1944.

COMMAND OF A DESTROYER

On 1 October 1944, Kintberger commanding officer of Fletcher-class destroyer USS Hoel (DD-533). The Hoel was assigned to the Escort Carrier Task Unit 77.4.3 (“Taffy 3”). The group began operations off Samar, Philippines on 18 October 1944 in support of the landings at Leyte. The task unit shortly thereafter gained addition with Carrier Group 26 merging into the group. This added two more escort carriers and the destroyer escorts Dennis (DE-405), John C. Butler (DE-339), Raymond (DE-341), and Samuel B. Roberts (DE-413) under the command of Rear Admiral Ralph A. Ofstie.

USS Tennessee and the Zellars - right - both hit by kamikazes off Okinawa 1945. — *USS Tennessee* and the *Zellars* – right – both hit by kamikazes off Okinawa 1945.

After the battle, Kintberger went on to command another destroyer, the Zellars (DD-777). Off Okinawa, that destroyer took a hit from a kamikaze 12 April 1945. The damage proved significant enough to put the destroyer out of action and into the repair yard at Terminal Island – Los Angeles. Kintberger’s career continued until his retirement as a captain in 1959 gaining a tombstone promotion to rear admiral.

Tombstone promotions – one rank added on to their rank at retirement – were gained at retirement by officers who gained citations for their service during the war (There were other tombstone promotions given for other reasons before World War II). Generally, they did not receive retirement pay for the new rank, only the right to be addressed by the higher rank and have it so inscribed on their headstone.

USS HEERMANN

Another Fletcher-class entering service in 1943, the USS Heermann (DD 532) became the only destroyer of Taffy 3 to survive. As the battle began, the Heermann, pushing forward on the opposite side of the carriers from the Japanese force, steamed into the action through the escort carriers which, after launching their planes, had formed a rough circle as they ran to the east. Smoke and intermittent rain squalls reduced visibility to less than 100 yards (91 m) leading to near collisions. The Heermann took evasive action twice to avoid the Samuel B. Roberts and the Hoel.

Heermann and the John C. Butler laying down smoke screens during the battle. — *Heermann* and the John C. Butler laying down smoke screens during the battle.

As the escorts began torpedo runs at the Japanese force, Heermann began firing her 5-inch guns at one heavy cruiser, Chikuma, while directing torpedoes at Haguro. Heermann then changed course to engage a column of four battleships whose shells began falling around the destroyer. Heermann targeted the Kongō, at the head of the column. After launching three torpedoes, Heermann switched targets to the Haruna, firing three more torpedoes launched from only 4,400 yards (4,000 m). The destroyer retreated after believing one of the torpedoes had struck a target. Japanese records though claim the battleship successfully evaded all of the torpedoes, but the battleships slowed in their pursuit of the American carriers having had to take evasive measures to avoid the threats.

smoke time

Heermann lays smoke during the Battle off Samar. — *Heermann* lays smoke during the Battle off Samar.

Next, Heermann laid another smoke screen on the starboard quarter of the carrier formation before returning to engage a Japanese force of four heavy cruisers. The destroyer dueled with the Chikuma. A series of 8-inch (203 mm) hits struck the forward section of the destroyer, flooding it and pulling the bow down so far down, the anchors dragged through the water. One of the Heermann’s 5-inch guns was knocked out of action. The duel took place in conjunction with strikes from the carrier aircraft which forced Chikuma to withdraw. The Japanese cruiser sank during her retreat.

Chikuma‘s sister ship, the Tone took up her sister’s battle. This engaged Heermann until the destroyer withdrew to lay more smoke. At this point, support from Taffy 2 arrived to aid the escorts and aircraft attacked Tone forcing the cruiser to withdraw.

Amos Hathaway

Amos Hathaway graduated from the Naval Academy with the Class of 1935. Early assignments included duty on the battleship USS Mississippi (BB 41), destroyer USS Craven (DD 382) and heavy cruiser USS Boise (CA 47). With World War II, he served as Navigator and Executive Officer of the minesweeper USS Zane (DMS 14) and executive officer on the destroyer USS Hoel (DD 533). In April 1944, he gained command of the Fletcher Class destroyer USS Heermann. For his skillful maneuvering and leadership on 25 October, Hathaway, was awarded the Navy Cross.

During the Korean War Captain Hathaway served as Executive Officer of the heavy cruiser USS St Paul (CA 73) and served on the staff at the Naval Academy and Naval War College, he also commanded Destroyer Division 92 and was Chief of Staff for Carrier Division 16 onboard USS Valley Forge (CV 45). From 1959-1960 he commanded the heavy cruiser USS Rochester (CA 125) and prior to retirement in 1965 served in the Logistics Plans Division of the Joint Chiefs of Staff.

Heermann spent five years in the San Diego reserve fleet with a few of her Fletcher-class siblings until reactivate for a second life that extended in the 1970s. — *Heermann* spent five years in the San Diego reserve fleet with a few of her *Fletcher*-class siblings until reactivate for a second life that extended in the 1970s.

USS Heermann enters into Monaco for Grace Kelly's wedding to the Prince of Monaco. — *USS Heermann* enters into Monaco for Grace Kelly’s wedding to the Prince of Monaco.

Ex-USS Heerman and Dortch in service in 1970 with the Argentine navy. — Ex-*USS Heerman* and *Dortch* in service in 1970 with the Argentine navy.

After retirement from the Navy, Hathaway taught as an Assistant Professor of Mathematics and Computer Science at The Citadel in Charleston, SC, finally retiring from there in 1979.

USS DENNIS

The USS Dennis saw its commission on 20 March 1944 built in Houston, Texas. After a break-in cruise off Boston, she received orders for the Pacific.

On 25 October, the Dennis was positioned alone as the final destroyer escort between the screen of escorts and the escort carriers being shielded. At 0705, Lt. Cmdr. Hansen reported observing the first salvo from the enemy fleet, which landed in the center of the formation. Dennis quickly commenced laying down a smoke screen and then at “0735 was ordered to take a position on the carriers… between them and the enemy.”

into the heart of the battle

Five minutes later Dennis commenced firing her No. 1 and No. 2, 5-inch guns at a range of approximately 15,200 yards. At 0740, destroyers in the group were ordered to make a torpedo attack, and then, ten minutes later, Dennis received orders to “close the enemy and deliver a torpedo attack.”

Dennis pours out smoke over the battle scene off Samar. — *Dennis* pours out smoke over the battle scene off Samar.

Dennis made a right turn and steadied under the cover of a rain squall. At 0759, the escort ship turned left and developed a target at 8,000 yards, at which point, she slowed her speed and launched three torpedoes. The bridge was unable to follow the track of the “fish,” due to poor visibility, but “one of the torpedo men claims he was able to follow them,” and observed at least one direct hit on the target, which created a large explosion. After firing, Dennis maneuvered to rejoin the carrier group while laying down a smoke screen with her generators. As she maneuvered her 5-inch batteries, she continued firing at an enemy vessel located off her port quarter.

hit for hit

Lieutenant Commander Sigurd Hansen commanded the USS Dennis off Samar. — Lieutenant Commander Sigurd Hansen commanded the *USS Dennis* off Samar.

At 0847, “enemy salvos were observed falling close abroad,” and just a few minutes later at 0850, Dennis received a direct hit on her port side near frame 35. In addition to the direct hit, shell fragments struck the ship at frame 137, just below the main deck line. Within ten minutes another direct hit from an enemy warship struck the after 40-millimeter director as well as at the rear of the number one 5-inch gun shield. During this intense exchange of naval gunfire, Dennis also claimed to have made at least six direct hits. The Japanese battle force finally withdrew at around 0930.

During the course of the next hour, Dennis rallied into “Charlie formation,” with St. Lo, Fanshaw Bay (CVE-70), Kitkun Bay, White Plains (CVE-66), Heermann, Raymond (DE-341) and John C. Butler (DE-339). However, at about 1050, eight enemy planes launched a suicide attack against the formation targeting the carriers. Upon observing the approaching Japanese aircraft, Dennis immediately opened fire on them with her 40-millimeter guns.

kamikaze rescue

Survivors of the St. Lo pack the decks of the Dennis as they get transferred off at Kossel Roads in Palau after the battle. — Survivors of the *St. Lo* pack the decks of the Dennis as they get transferred off at Kossel Roads in Palau after the battle.

One enemy plane crashed into the sea, and another flew directly into the flight deck of St. Lo. Dennis “took a position as close as we dared on account of the violent explosions occurring and commenced picking up survivors,” who were by then abandoning ship. At 1108, another enemy plane crashed into the carrier White Plains. Dennis continued picking up survivors for the next several hours, The Dennis rescued 434 survivors from the escort carrier St. Lo after its sinking by a kamikaze., six from White Plains and three from Petrof Bay (CVE-80). Finally, at 1432, Dennis “secured from general quarters.”

afterwards

A shell had hit the back of the number one five-inch gun. That shell exited through the hull, contributing to the flooding. St Lo survivors picked up by the Dennis were pressed into bucket brigade duty. They were told “grab a bucket or you’ll be on your second sunken ship today”

In the aftermath of the Battle off Samar, Dennis joined company with Heermann, “who was badly damaged and had inoperative sound gear,” in order to accompany the destroyer to “Kossol Passage… proceeding on base course.” Dennis herself sustained considerable damage “due to a hit at frame 35, and in consequence of the passage of a shell through the ship, the ordnance storeroom was flooded.” Initially steaming at reduced speed, several plates were welded to the inside of the escort ship’s hull and “The following morning she was sufficiently repaired to make desired speed.”

Retired destroyers and destroyer escorts at San Diego after the war. Note the Dennis DE 405 and the Raymond DE 341 inboard of the Dennis at the end. — Retired destroyers and destroyer escorts at San Diego after the war. Note the *Dennis* DE 405 and the *Raymond* (DE 341) inboard of the *Dennis* at the end.

The Dennis survived the war spending twenty years in the mothball reserve fleet before being scrapped in 1973. Dennis gained credit for torpedoing and sinking a Japanese heavy cruiser in that action.

USS JOHN C. BUTLER

The USS John Butler undergoing trials off Boston. — The *USS John C. Butler* undergoing trials off Boston.

The USS John C. Butler formed a part of a task unit including Rear Adm. Ralph A. Ofstie’s escort carriers Kitkun Bay (CVE-71) and Gambier Bay (CVE-73), alongside escort ships Dennis (DE-405), Raymond, and Samuel B. Roberts (DE-413). Arriving off Leyte Island on 19 October, John C. Butler and the other ships of Rear Adm. Ofstie’s escort carrier unit joined Rear Adm. Thomas L. Sprague’s Escort Carrier Task Group (TG) 77.4

A rain squall provided cover for a turn to the south, and just after 07:30 the destroyers began their gallant torpedo attacks against great odds. Destroyers Johnston, Hoel, and Heermann, and DE Samuel B. Roberts made close-in attacks on cruisers and battleships, forcing them to zig-zag, while aircraft made continuous attacks. Soon after this first attack, John C. Butler turned from the carriers to launch her remaining torpedoes, then exchanged gunfire with a heavy cruiser. The escort continued to fire and dodge heavy-caliber fire until dangerously low on ammunition, then returned to the carrier formation to provide smoke coverage.

The escort carriers of Taffy 3, hidden in heavy smoke laid down by John C. Butler and other escort ships, managed to launch all aircraft. A rain squall provided further cover for a turn to the south, and at 0742, the destroyers Johnston, Hoel, Heerman, and escort ship Samuel B. Roberts made close-in attacks on Japanese cruisers and battleships, forcing the enemy to separate and zigzag, while U.S. carrier aircraft flew continuous sorties.

salvo met with salvo

Soon after this first attack, John C. Butler turned from the carriers to launch against the enemy, before exchanging gunfire with a heavy cruiser. The destroyer escorts Raymond, Dennis, and John C. Butler kept up a continuous fire from 5-inch guns while dodging heavy-caliber fire until dangerously low on ammunition, returning to the carrier formation to provide smoke coverage.

Shortly after the ships of the Center Force retreated, kamikaze aircraft suddenly appeared over the U.S. task unit. After escort carrier St. Lo shot one of the enemy planes down, a second managed to sneak through and crash into her flight deck. The kamikazes bomb exploded on the port side of the flight deck, setting off a series of secondary explosions leading to her sinking. John C. Butler took on board 130 St. Lo survivors before accompanying Raymond to Seeadler Harbor, where wounded sailors received treatment. Taffy 3, including John C. Butler, received the Presidential Unit Citation for its exemplary conduct during the Battle off Samar. Her commanding officer, Lt. Cmdr. John E. Pace, a survivor of both the attack on Pearl Harbor and sinking of Lexington (CV-2) at the Battle of the Coral Sea, received the Navy Cross for his role in the fight.

afterwards

After rescuing survivors from St. Lo, John C. Butler escorted the surviving carriers of Taffy 3 via Manus to Pearl Harbor, then returned to Manus on 17 December.

The Butler remained with the US fleet until 1957 when it became part of the reserve fleet. It finally found itself stricken in 1970 and sank as a target ship a year later off San Diego.

Lt. Cmdr. John E. Pace

John Pace graduated from the U.S. Naval Academy at Annapolis, Class of 1937. He survived the sinking of the U.S.S. Lexington in the Battle of the Coral Sea and later commanded the only Destroyer to be awarded the Presidential Unit Citation and Navy Unit Commendation during World War II. He retired as a U.S. Navy Captain.

Pace graduated from the Naval Academy in 1937. Soon thereafter, John was stationed at Pearl Harbor commanded anti-aircraft gunners during the attack.

Months later, Lieutenant John Pace was stationed on the U.S.S. Lexington, which sank on 8 May 1942 during the Battle of the Coral Sea. Pace gained command of the U.S.S. John C. Butler on 3 March 1944.

pace’s later career

Captain John E. Pace later in his career.

Following the battle, John Pace remained commander of the ship seeing battle again in Okinawa. The vessel suffered damage by a flight of six suicide Japanese aircraft. Partially due to his demeanor and leadership, the John C. Butler was able to shoot down three of the suicide planes. Pace earned a Silver Star to go along with his Navy Cross.

Following the surrender in the Pacific, John Pace gained command of the U.S.S. Evans from the end of August until November 1945. John continued to serve post-World War II. Late in his career -1964 and 1965, John Pace worked for the Weapons Systems Evaluation Group, a division within the Defense Department. Pace’s naval experience helped this unique team contribute to improving national security. John Pace gained the Gold Star in lieu of a Second Award of the Legion of Merit for the outstanding work during his 15 months in the Weapons Systems Evaluation Group.

Lots of fruit salad – medals, awards and ribbons

His next accomplishment occurred as the commanding officer at the San Juan Naval station from November 1965 to May1967. His prior experience and demeanor helped execute a smooth withdrawal of the Inter-American Peace force from the Dominican Republic in 1966. For his exceptional meritorious conduct while serving in San Juan, Captain John Pace was awarded another Legion of Merit Award.

In total, John Pace upon retirement along with the John C. Butler, earned a Navy Cross, Silver Star, 2 Legions of Merit, Combat Action Ribbon, Presidential Unit Citation, Navy Unit Commendation, American Defense Service Medal, American Campaign Medal, Asiatic-Pacific Campaign Medal, World War II Victory Medal, National Defense Service Medal, Philippine Presidential Unit Citation, and a Philippine Liberation Medal.

Pace passed away in Medford, Oregon on 10 January 2006. His ashes scattered near the ex-U.S.S Utah at Pearl Harbor.

USS SAMUEL B. ROBERTS

USS Samuel Roberts DE 413 off Boston Navy Yard. — *USS Samuel Roberts* DE 413 off Boston Navy Yard.

USS Samuel B. Roberts (DE-413) distinguished herself in this battle as the “destroyer escort that fought like a battleship” combating armored cruisers (which were designed to withstand 5-inch gunfire). Around 07:40, Lieutenant Commander Robert W. Copeland maneuvered his small ship to evade the charging Heermann; watching that destroyer approach the enemy, Copeland realized his own ship’s heading and location put it in a textbook position to launch a torpedo attack at the leading heavy cruiser. Over his ship’s public-address circuit, he told his crew “This will be a fight against overwhelming odds from which survival cannot be expected. We will do what damage we can.” Without orders and indeed against orders, he set course at full speed to follow Heermann in to attack the cruisers.

torpedo run

Under the cover of the smokescreen from the destroyers, Roberts escaped detection. Not wanting to draw attention to his small ship, Copeland repeatedly denied his gun captain permission to open fire with the 5-inch (127 mm) guns; even though targets were clearly visible and in range, he intended to launch torpedoes at 2.5 nautical miles (2.8 mi; 4.6 km). A stray shell, probably intended for one of the nearby destroyers, hit Roberts‘s mast which fell and jammed the torpedo mount at 08:00. Finally recovering, at 2.0 nautical miles (2.3 mi; 3.7 km), Roberts launched her torpedoes at Chokai without being fired upon. Quickly reversing course, Roberts disappeared into the smoke.

Chikuma under aerial attack off Samar. The ship's stern has been severely damaged by a torpedo hit, but the ship's outboard propellers are still keeping her somewhat moving — *Chikuma* under aerial attack off Samar. The ship’s stern has been severely damaged by a torpedo hit, but the ship’s outboard propellers are still keeping her somewhat moving.

By 08:10, Roberts was nearing the carrier formation. Through the smoke and rain, the heavy cruiser Chikuma appeared, firing broadsides at the carriers. Copeland changed course to attack and told his gun captain, “Mr Burton, you may open fire.”

broadside exchange

Roberts and Chikuma began to trade broadsides. Chikuma now divided her fire between the carriers and Roberts. Hampered by the closing range and slow rate of fire, Chikuma fired with difficulty at her small, fast opponent.

Early in the battle, when it had become apparent that Roberts would have to defend the escort carriers against a surface attack, chief engineer Lt. “Lucky” Trowbridge bypassed all the engine’s safety mechanisms, enabling Roberts to go as fast as 28 knots (32 mph; 52 km/h).) Roberts did not share Chikuma‘s problem of slow rate of fire. For the next 35 minutes, from as close as 2.6 nautical miles(3.0 mi; 4.8 km), her guns would fire almost her entire supply of 5-inch (127 mm) ammunition on board—over 600 rounds. However, unknown to the crew of Roberts, shortly after Roberts engaged Chikuma, Heermann also aimed her guns at the cruiser.

end of the roberts

The Kongo after her first restoration in 1931. — The *Kongo* after her first restoration in 1931.

However, Chikuma was not alone, and soon, the Japanese fleet’s multicolored salvos were bracketing Roberts, indicating that she was under fire from the battleships Yamato, Nagato, and Haruna. In a desperate bid to avoid approaching shells, Copeland ordered full back, causing the salvo to miss. Now, however, his small ship was an easy target, and at 08:51, cruiser shells found their mark, damaging one of her boilers. At 17 kn (20 mph; 31 km/h), Roberts began to suffer hits regularly. Credit is given to Kongo for striking the final decisive blows at 09:00, which knocked out her remaining engine. Dead in the water and sinking, Roberts‘s part in the battle was over.

Robert W. Copeland

Robert Witcher Copeland, graduate of the University of Washington and a lawyer pre and post-war, commanded the Samuel Roberts.

Born in Tacoma, Washington, Robert Copeland earned a B.A. in business administration from the University of Washington, later graduating from its law school. He became admitted to the Washington State Bar Association in 1935 and practiced law in Tacoma from 1935 until 1940. In 1940, when Copeland was called to active duty in the Naval Reserve, in which he had enlisted in 1929, followed by a commission as an Ensign in 1935 through the NROTC program.

During World War II, he commanded several vessels, including the tug USS Pawtucket (YT-7), the yacht USS Black Douglas (PYc-45), the destroyer escort USS Wyman (DE-38), and finally the USS Samuel B. Roberts as part of Task Unit 77.4.3 (“Taffy 3”) in the Pacific Theater.

Promoted to Lieutenant Commander in early 1943, Copeland transitioned to command of the newly commissioned Evarts-class destroyer escort USS Wyman (DE-38) on 1 September 1943 at the Puget Sound Navy Yard, marking his entry into more advanced anti-submarine warfare platforms.

escort command

USS Wyman leaving Seattle for ammunition and a trip to Pearl Harbor. — *USS Wyman* leaving Seattle for ammunition and a trip to Pearl Harbor.

After completing shakedown training off the West Coast, Wyman departed the Puget Sound on 7 November 1943 under Copeland’s direction, transiting to Pearl Harbor on 14 November. There, the ship engaged in intensive submarine exercises through the winter of 1943–1944, preparing escort division personnel for operational deployments in support of Allied island-hopping campaigns. Copeland’s tenure on Wyman, ended in February 1944.

He next gained command of the destroyer escort USS Samuel B. Roberts (DE-413) upon its commissioning 28 April 1944 in Houston, Texas. In preparation for Leyte Gulf operations, Samuel B. Roberts conducted anti-aircraft training off Oahu from 11 to 15 August 1944, honing defenses critical for escorting vulnerable carriers. The Roberts then escorted convoys between Pearl Harbor and Eniwetok Atoll in late August and September, practicing formation steaming, radar picket duties, and depth charge attacks to build proficiency in fleet screening. Departing Pearl on 21 September, the ship reached Manus in the Admiralty Islands by early October, where it joined Task Unit 77.4.3 (Taffy 3).

copeland at the end

Survivors pulled from the sea after the battle.

As the ship became lost, Copeland played a key role in the evacuation, remaining aboard until all hands were off and later coordinating from a raft to maintain order among the drifting groups, preventing further losses to drowning or exposure.

After the ship’s sinking, survivors, including Copeland, faced harrowing conditions in the oil-slicked waters, battling flames, sharks, and exhaustion for over 50 hours before rescue by landing craft Infantry (LCI) ships on October 26–27. Copeland played a key role in the evacuation, remaining aboard until all hands were off and later coordinating from a raft to maintain order among the drifting groups, preventing further losses to drowning or exposure.

later career

Following his discharge from active duty in the U.S. Navy in 1946 after six years of wartime service, Robert W. Copeland returned to Tacoma. There he reintegrated into the local legal community focusing on general civil practice in the Tacoma area.

Robert Copeland later in his reserve career as a captain.

Over the subsequent decades, the firm expanded as Copeland continued as a partner, handling a range of cases including maritime and commercial litigation. Copeland’s wartime heroism, particularly his command during the Battle off Samar, bolstered his standing in Tacoma, contributing to his reputation as a respected and principled attorney.

He served as president of the Tacoma School Board and as a commissioner for the Port of Tacoma. Copeland maintained an active practice as a member of the Washington State Bar Association for over 38 years until his death in 1973.

Copeland advanced steadily through the ranks in the Naval Reserve after the war, reaching the rank of Captain in the 1950s before his promotion a final promotion to Rear Admiral in 1961. He became the first University of Washington graduate to achieve flag rank.

USS RAYMOND

The USS Raymond (DE 341) also began life in Houston, Texas, commissioned on 15 April 1944 with Lieutenant Commander Aaron F. Beyer, Jr., in command. Off to Boston, the Raymond underwent sea trials before transferring to the Pacific.

In the Pacific, she became part of the escort group – along with the John C. Butler – protecting the Fanshaw Bay.

DE 341 USS Raymond — *USS Raymond* (DE 341 )

After laying a smoke screen to protect the task unit from the rapidly approaching enemy ships, Beyer, ordered Raymond on a torpedo run against the closing enemy. Leaving the port side of the escort carrier formation, Raymond launched three torpedoes at the heavy cruiser Haguro . As the torpedoes missed, Haguro opened fire on Raymond with fifteen 8-inch salvos from only approximately 200 yards. Turning back to protect the Taffy 3 escort carriers already under attack, the Raymond miraculously escaped damage from Haguro’s salvos. She next engaged heavy cruisers Chikuma and Tone with 5-inch gunfire at 0814.

At 0840, Raymond joined Samuel B. Roberts (DE-413) in engaging the Japanese cruiser line from a distance of 5,900 yards. The two ships heavy rate of fire coupled with repeated attacks from U.S. aircraft convinced Adm. Kurita to retire the Center Force from the battle.

Despite saving the landing force at Leyte, Taffy 3 suffered the losses of escort carrier Gambier Bay (CVE-73), escort ship Samuel B. Roberts, and the destroyers Hoel (DD-533) and Johnston (DD-557). Later in the day, kamikaze aircraft appeared overhead the American task force, one crashing and sinking escort carrier St. Lo (CVE-63) at 1125. Raymond acted as the primary vessel in rescuing 108 survivors from the stricken escort carrier.

Aaron F. Beyer, Jr.

Aaron F. Beyer commanded the USS Raymond off Samar. He lies at rest at the Fort Rosecrans National Cemetery.

Captain Beyer was graduated from the Naval Academy with the Class of 1933, and was commissioned Ensign in the Naval Reserve on October 10, that year. He was subsequently employed as a Sales Engineer with Armstrong Cork Company and Gulf Refining Company until the National Emergency prior to World War II. In 1946 he was transferred from the Naval Reserve to the US Navy in the rank of Commander, and was advanced to the rank of Captain, to date from July 1, 1956.

Volunteering for active duty, he reported in July 1940 to Headquarters, Ninth Naval District, Great Lakes, Illinois. Three months later he was transferred to the Navy’s V-7 program at Northwestern University, Chicago, where he served as an instructor until January 1942. Enroute to England in February 1942, he reported aboard USS Impulse (at that time the HMS Begonia, a corvette) and served aboard as Executive Officer and Navigator until September of that year.

on to command

After brief instruction at the Submarine Training Center, Miami, Florida, he commanded successively the USS PC-589 (Atlantic), USS Wileman (DE22) and USS Raymond (DE 341) (Pacific). It was while he was aboard the Raymond that he was awarded the Navy Cross for heroism in the Battle off Samar Island on October 25, 1944, and is entitled to wear the Ribbon for the Presidential Unit Citation awarded Admiral C. A. F. Sprague’s Task Unit 77.4.3 for heroic action on that date.

Detached in December 1944 as Commanding Officer of the Raymond, he served during the latter months of the war on the Staff of Commanding Service Force, US Pacific Fleer, this followed by duty as Chief Staff Officer to Commander Transport Division 33. From February 1946 to July 1947 he had consecutive duty as Executive Officer of the USS Arthur Middleton (APA-25) and USS Okaloosa (APA-219), and after instruction at the General Line School in 1947-1948, served for two years as Recorder of the Board of Decorations and Medals, Executive Office of the Secretary of the Navy.

beyond samar

DE USS Raymond approaches the CVE Sangamon for refueling with other CVEs in the wake - October 1944. — DE USS Raymond approaches the CVE Sangamon for refueling with other CVEs in the wake – October 1944.

From August 1950 through September 1952 he commanded the USS Brinkley Bass (DD-887) and was twice awarded the Bronze Star Medal for exceptionally meritorious service in action against North Korea and Chinese Communist forces. In October 1952 he returned to Great Lakes for duty as Executive Officer of the Service School Command, Naval Training Center, and three years later reported to the Staff of the Commandant, Fourteenth Naval District, as Assistant Chief of Staff for Administration. On January 17, 1958 he assumed command of an ammunition ships, the USS Mt. Katmai (AE 16), a unit of the Service Force, US Pacific Fleet.

Beyer lies at Fort Rosecrans National Cemetery section Q grave 195.

KAISER SHIPYARDS TODAY

With the war’s conclusion the Kaiser Shipyards closed. The industrialist went on to other ventures. Some of the yards around Portland gained new life especially at the Swan Island docks where drydocks offer repair to ships of various makeup.

Portland's first commercial airport was set on Swan Island in 1932. — Portland’s first commercial airport was set on Swan Island in 1932.

The island transformed into a Kaiser Shipyard in 1942 specializing in creating oil tankers for the Navy. The airport moved out to along the Columbia River across from the Kaiser yards in Vancouver.

The ship repair yard today on the north end of Swan Island.

The Oregon Ship Construction yards near the St. John’s Bridge remain a semi-abandoned stretch of the east bank of the Willamette River in between a large car import dock at Terminal 4 and the bulk cargo docks of Terminal 5.

Here are the Kaiser Oregon Ship Construction yards hard at work in 1945.

Google maps show the location of the Oregon Ship Construction yards today with the car import dock to the right and the bulk freight docks are further off to the left. Note the Kaiser Vancouver yards at the top along the north bank of the Columbia River.

quiet in vancouver

The shipyards in Vancouver remain heavily industrialized today with various enterprises functioning in the old Kaiser yards. The launch ways still open onto the Columbia River, though long quiet. They remain visitable but only by boat today. Kaiser Permanente did sponsor the building of a three-story tower to allow visitors to look out over the old shipyards, though trees have grown up over time obscuring the line of sight.

Compare today's downstream view to this upstream view with the finish of the yard close at hand as the war was ending. — Compare today’s downstream view to this upstream view with the finish of the yard close at hand as the war was ending.

Looking downstream over the former Kaiser shipyards in Vancouver. — Looking downstream today over the former Kaiser shipyards in Vancouver.

The launch ways at the Vancouver Kaiser Shipyards are long quiet today - John Zingale, Google Maps. — The launch ways at the Vancouver Kaiser Shipyards are long quiet today – John Zingale, Google Maps.

FURTHER EXPLORATION

For great, fairly new book about the Kaiser Shipyards in the Portland, Oregon area during World War II, look no further than Liberty Factory: The Untold Story of Henry Kaiser’s Oregon Shipyards by Peter Marsh – 2021, Seaforth Publishing.