Pearl Harbor Atttack
Reports 
Pearl Harbor Atttack
Reports Source: Wallin, Homer N. Pearl Harbor: Why, How,
Fleet Salvage and Final Appraisal. (Washington DC: Government
Printing Office, 1968): 297-327.
Note: Some of these accounts are copies of enclosures attached
to the action reports of individual ships.
USS West
Virginia
USS Oklahoma
USS Arizona
USS California
USS Maryland
USS Tennessee
USS
West Virginia
Lieutenant Commander T. T. Beattie wrote as follows:
About five minutes to eight I was in the wardroom just finishing
breakfast, when word came over the loud speaker from the officer-of-the-deck,
"away fire and rescue party." This was followed immediately
by a second announcement over the loud speaker, "Japanese
are attacking, all hands General Quarters," and the general
alarm was rung.
I heard several dull explosions coming from other battleships.
Immediately I left the wardroom and ran up the starboard passageway
to the bridge. The Captain was just ahead of me and proceeding
in the same direction.
At this time the ship listed at least five or six degrees and
was steadily listing more to port. The Captain and I went to the
conning tower, our battle stations, and at this time dive bombing
attacks started to take place and numerous explosions were felt
throughout the ship. Upon testing our communications with central
station and to the guns we found they were disrupted. I suggested
to the Captain as long as no communications were in the battle
conning tower that we leave there and attempt to establish messenger
communication and try to save the ship. We went out on the starboard
side of the bridge discussing what to do. During all this time
extremely heavy bombing and strafing attacks occurred. The ship
was constantly shaken by bomb hits.
The Captain doubled up with a groan and stated that he had been
wounded. I saw that be had been hit in the stomach probably by
a large piece of shrapnel and was very seriously wounded. He then
sank to the deck and I loosened his collar. I then sent a messenger
for a pharmacists mate to assist the Captain.
Just then the USS Arizona's forward magazines blew up with
a tremendous explosion and large sheets of flame shot skyward,
and I began to wonder about our own magazines and whether they
were being flooded. I posted a man with the Captain and went down
to the forecastle where a number of the crew and officers had
gathered. I got hold of a chief turret captain to check immediately
on the magazines and to flood them if they were not flooded at
this time. Large sheets of flame and several fires started aft.
Burning fuel oil from the USS Arizona floated down on the
stern of the ship. Just then the gunnery officer, Lieutenant Commander
Berthold, came aboard and I asked him to try to flood the forward
magazines. Shortly thereafter I was informed that the after magazines
were completely flooded but that they were unable to flood the
forward magazines as the water was now almost to the main deck.
At about this time a large oil fire swept from the USS Arizona
down the port side of the USS West Virginia. We had no
water on board as the fire mains and machinery were out of commission
and we were unable to do any fire fighting at all. I got into
a motor launch to go to the stern of the ship to investigate the
fire. The smoke was so heavy that I could not see aft of the bridge.
As I got into the boat a sheet of flame swept on top of us and
we barely managed to get free of the fire. I then had the boat
take me aft. The burning oil on the water swept by the ship and
I managed to return to the quarterdeck. I realized then that the
ship was lost.
The attack lasted approximately thirty minutes. We were able to
fire all our ready ammunition on the anti-aircraft batteries,
but were unable to replenish it as the ship was flooded. I then
told the men on the quarterdeck, with the exception of a small
working party, to leave the ship. I believe at this time that
all the wounded had been taken off the ship and it was extremely
dangerous for anyone to remain aboard; that nothing could be done
to save the ship and shells from the secondary batteries were
constantly exploding due to the intensive heat of the fire midships.
The conduct of the crew and officers was outstanding. There was
no confusion and every man and officer did his duty as well as
he was able under the conditions.
Lieutenant (jg) H. B. Stark wrote as follows:
Shortly before eight o'clock on Sunday morning, I was in my room
double george [room GG] on the half deck. Double george is the
third stateroom counting from aft on the starboard side of the
half deck, in the third watertight compartment from aft. As I
was getting up from my bunk I heard the call "Away Fire and
Rescue Party," followed immediately by General Quarters.
This was followed almost immediately by two or three violent explosion
in quick succession. The ship started listing to port right away.
Grabbing an armload of clothes, I ran forward and found only one
man on the half deck manning the repair phone. Between us we started
closing watertight doors working from aft, although we did not
check the after door leading to the airplane crane room, which
normally should be shut. As I dogged down [closed] the door forward
of my room I heard something let go in the compartment, some leak
starting violently. By that time there were a few more men in
the compartment above. The large watertight hatch over that space
was dropped and I crawled out through the escape scuttle. As I
did I skidded over to port and landed in about four feet of water
with a scum of fuel oil. I decided to work my way along the starboard
side of the third deck to see if counter-flooding was being accomplished.
To my mind there was no danger of sinking in that shallow water
but there was great danger of turning over on the port side, as
the port list was getting greater. As I dropped down into the
trunk to the steering motor room, fire and grains of burning powder
showered around me. With the help of a marine sentry the slight
fire was extinguished but we could not completely shut the hatch
leading down to the steering motor room; it seemed jammed although
almost shut. I sent the marine up to shut the hatch over me as
I undogged the starboard door. When I stepped into the mess attendants
compartment someone helped me to shut the door. At that time I
first noticed that it was completely dark except for a glimmer
of a flashlight forward. I groped my way along the deck to the
next compartment through the open door and found the damage control
gear locker. Puccio, S.F., 3c, I think, had broken into the locker
and was hunting for counterflood cranks. He found one and I found
one; also a flashlight. I told him to flood forward while I did
aft. I ran back into the after compartment and started cranking.
We worked for some time on three voids, I believe, but were unable
to build up any pressure before the men started falling to the
deck [overcome by fuel oil fumes?]. The valve settings were on
open, we could not lift any, and the men were all passing out.
I grabbed someone and told everyone to haul somebody out the starboard
hatch on the quarterdeck just aft of the break of the deck, Then,
again I remember nothing until I was under the overhang of turret
two, my turret. My head ached terrifically, I could not breathe,
and all my extremities tingled as if they had been asleep and
were just being awakened. Finding out from my CTC [Chief Turret
Captain]., Crawford, that no one was in control, I started for
that station with the starboard anti-aircraft guns firing in my
face, it seemed to me. That was the first time I realized the
anti-aircraft guns were firing. I ran into Lieutenant Ricketts
on the boat deck by a number three anti-aircraft gun and asked
him if be needed men. He said, "Yes, on the anti-aircraft
ammunition supply." I noticed several anti-aircraft officers
on the battery and it was functioning wonderfully. I got back
under the overhang of the turret, but the hatches were closed.
I passed out in the exertion of opening the right tail hatch,
but was able to tell Crawford to get men on the antiaircraft ammunition
train. How long I lay there trying to breathe I do not know until
Crawford returned, told me that the ammunition train was flooded,
that all boat deck ammunition was exhausted, and that the Captain
had ordered "Abandon Ship!" I made sure that my turret
was evacuated, then remember hitting the water from the forecastle.
I tried to swim but was too weak. Clover, E.F., G.M. 2 c, and
Hitcher, H.C., Sea. 1c, of my division held me up and dumped me
into a life raft. The next I definitely remember I was on Ford
Island at the dispensary.
USS
Oklahoma
Pay Clerk D. L. Westfall wrote as follows:
At the time of the attack I was in my room shaving. The word was
passed "Away Fire and Rescue Party;" just as I was leaving
my room the second word was passed for all hands to man their
General Quartets Stations closely followed by a shock of a hit.
I glanced at my clock as I was leaving my room and noticed the
time was a few minutes before 8:00 A.M.
I started for my station in Radio Central; as I was passing along
the third deck up a port ammunition passageway, I felt two more
hits. The lights went out in the passageway except for one battle
light and two panel lights in the boat crane machinery space.
By the time I reached the compartment abreast the armory the ship
had picked up a 10-15 list to port; there were a couple of battle
lights on in this compartment. Water and oil were bubbling up
along the junction of the bulkhead and deck of the electrical
work shop, port side. Repair personnel were busy closing watertight
doors.
When I reached Radio Central, personnel there had just started
evacuating on the orders of the Communication Watch Officer. Radio
equipment apparently was out of commission as I noticed many pieces
of equipment knocked over or dangling by wires. Back up on the
third deck all lights were out and only a few flashlights were
available. About this time the word came along from man to man
to "Abandon Ship." I helped a partially incapacitated
man to the second deck and then joined in a line passing injured
men along to the ladder by the dental office. I lost all knowledge
of time while here, but after some minutes, Ensign McClelland,
who was beside me in the line, said be was feeling faint and then
collapsed. I noticed other men dropping around me. I stooped over
to pick up Mr. McClelland but when I stooped over I got dizzy
and fell. I seemed to be paralyzed from the waist down, had great
difficulty breathing, but had enough strength in my arms to drag
myself to the ladder and up a couple of steps before collapsing
completely [fuel oil fumes are mentioned on other ships as being
cause for such collapses].
After passing out I had only flashes of consciousness until mid-afternoon.
When I recovered I was at the Naval Air Dispensary on Ford Island.
Shortly thereafter I joined a bunch of men going over to BOQ [Bachelor
Officers Quarters] at the Air Station and started a check on survivors
from the supply department.
The action of everyone I observed was cool and purposeful as soon
as they fully realized we were actually under attack. The only
confusion was occasioned by lack of lighting. My life itself is
proof of the courage and disregard of personal danger on the part
of unknown shipmates.
Second Lieutenant William G. Muller, Jr., wrote as follows:
I had just returned aboard ship on the 0745 motor boat; the boat
came alongside the gangway at approximately 0750. On reaching
the Junior Officers' mess the word came over the loud speaker
system, "Air attack, all unengaged personnel seek cover,
these are real Japanese bombers." I could hardly believe
that this was a real attack but the excitement and reality of
the voice convinced me to move. I left the mess and started aft,
first stopping off at my room to get my pistol. My room is on
the starboard side, just aft of the Junior Officers mess. I left
my room and went over to the port side to enter the third deck
via the hatch just adjacent to the Warrant Officers mess. A line
had formed by this time and men were pouring down into the third
deck. I finally found an opening in the line and started down
the ladder. I had just reached the third deck and was almost opposite
the ladder when the first torpedo hit. The explosion came from
the vicinity of the Wardroom and was not a violent one. The line
was still moving down into the third deck and I was opposite the
Communication office when the second torpedo hit. This explosion
caused violent repercussions and the whole ship seemed to tremble.
I figured the hit was almost adjacent to where I was standing.
By this time I decided to leave as water was beginning to flood
into the third deck and the ship started listing to port. I assume
there were a couple hundred personnel in that third deck and only
a few of us were able to reach a hatchway in time. Two more torpedo
hits were sustained by the time I was able to work my way back
to the hatch I had entered and to get up to the second deck. The
ship was about 35 to port by this time and the decks were too
slippery and steep to walk on. I worked my way to starboard by
use of dogs and fittings on the bulkhead. During this time I heard
the last two explosions which were somewhere amidship or aft.
There were six torpedo hits that I heard in all.
With difficulty I made the starboard side and climbed into my
room which I knew had an open port. The porthole was almost overhead
and I climbed through it, slid down the side which inclined about
50 and jumped into the water.
Ensign H. F. Rommel wrote as follows:
The first bombs were from dive-bombers on the hangars at Ford
Island. Then a torpedo plane, coming in from over Ford Island,
dropped a torpedo at a ship at 10-10 dock, The ship was hit about
midships and the explosion seemed upward with many splinters.
I ran aft and passed the word "A cruiser has just been sunk.
These are real bombs and real torpedoes. Man the anti-aircraft
battery."
The ship listed slowly but steadily. No word was received over
the speaker to abandon ship. I escaped via the overhang hatch
and was picked up by a battleship motor launch. We continued pulling
men out of the water. It was difficult due to the oil making everyone
slippery. Men with undershirts could be pulled into boats by grabbing
the shoulder piece and sleeve on each side while men who had stripped
were very slippery. It is recommended that men be instructed not
to remove undershirts when abandoning ship.
Ensign J. M. Doherty wrote as follows;
When the word was passed to man battle stations I left the J.O.[Junior
Officers] Mess for the third deck. On the way down the ladder,
the first bomb or torpedo hit. Before I ever got to the Communications
Office, oil was pouring into the compartment A-122-P from a hole
near frame 60. We had no time to set Zed ["Zed" or "Condition
Zed" refers to the closure of all watertight hatches and
doors] and I guess there were four or five hits in about five
minutes, The ship listed to port and oil was knee deep on the
third deck after the first five to seven minutes.
Bunks and bedding interfered considerably with people trying to
get around. They were all over the deck at all angles and in everyone's
way. The ladder to the second deck was bent and twisted and the
lights went out after approximately the fourth hit.
I got out a port on the second deck. I think that ports should
not be sealed up but left open for personnel to escape Ladders
should be fastened at the lower end and not be allowed to hang
loose as when the ship turns over the ladders jam up the hatches.
There should be more hatches in more compartments. Ships should
not be overcrowded with people "training" if ships are
in dangerous areas. Let the people train in peaceful waters on
ships not likely to be hit.
Shipfitter, First Class, W. T. Link wrote as follows:
Time was short and in such time word was passed, "Japanese
Airplane Attack--All unengaged personnel seek cover on the third
deck--Set condition Zed--Man your Battle Stations."
By sending the men to seek cover on the third deck, jammed ladders
prevented quick access to repair stations and also crowded repair
stations.
Repair One was never fully manned and three men were dropping
large hatches. Oil made it necessary to turn nuts with wrenches.
Chain stanchions secured with nuts could not be removed in the
short time we had and hatches were not closed at all. Countless
parts were not closed because of the necessity of using a wrench
to turn the slick oily nuts.
I never did hear "Abandon ship" and Repair One did not
all escape.
I escaped through a port in the A Division living space, had no
trouble, and ran around or up to the bottom of the ship. I obtained
a life jacket out of the water along side of the ship and put
it on. I helped another sailor back on the ship and was pulled
on the ship again myself by Birnel SF2/c. Then I swam to the rescue
boat. I did not dive off the ship, only shoved off into the water,
I was never excited but was covered with oil.
Chief Water Tender, L. C. Bickley wrote as follows:
On or about 0800, 7 December 1941, the word was passed to man
all battle stations. I went to #2 Fireroom Pumproom and was starting
pumps until the water came in through the air ducts and flooded
the pumprooms. The hatch to #2 Pumproom was down and I couldn't
get it up, so I dived and swam into #1 Pumproom and out. The lights
were out and I couldn't see where the two men went that were with
me. I got to H Division living compartment and water started coming
in so I went out through a port hole in the wash room after the
ship rolled over, and was picked up by a motor launch and put
ashore in the Navy Yard. The only word I got over the phone was
to get ready to get underway.
Many men were lost in the lower handling rooms of turrets. Falling
14-inch shells killed and injured a great many. About 125 men
remained in an air pocket in the shipfltters shop, but when the
space was opened, water rushed in as air rushed out. Only one
man of this group saved himself by swimming to the CPO [Chief
Petty Officer] pantry on the third deck and out through an open
porthole. His story is as follows as gained from excerpts of statement
given by Chief Machinist, Second Class I. M. Hull:
The lights were out. I went to the shipfitter shop and tried to
get up the hatch leading to the CPO quarters but water washed
me back. The ship had listed 90 to port so I tried to swim out
through the same hatch but was washed back again and landed in
the C100s along the Conveyor. I dogged the door down to the shipfitter
shop. The ship listed another 90 thus being all the way over.
We had about 125 men in the C100s. After 4 hours, the men tore
the door off the shipfitter shop. Water and oil came into the
C100s and rose to waist level. I swam to the CPO pantry and out
a port hole. None came with me. I left the ship about 1300, 5
hours after the ship sank,
The story of D. Weissman, Seaman, First Class is as follows:
I was in the lower handling room of Turret IV. After the first
hit, I went to the shell deck. The lights went out and the ship
started to turn over. I went to the lower handling room and followed
a man with a flash light. I entered the trunk just outside of
handling room on the starboard side. The lower handling room flooded
completely. Water entered the trunk. I dove and swam to the bottom
of the trunk and left the ship through the hatch at the main deck
and swam to the surface.
Eleven men in the lower handling room of turret IV escaped through
the lucky bag. When the rescue party cut a hole in the lucky bag,
the water rose rapidly but all men were removed before the water
flooded the lucky bag completely.
Five men were in the five inch twenty-five caliber handling room
preparatory to sending up anti-aircraft ammunition. They escaped
to the five inch handling room and reduced flooding through ventilation
ducts by stuffing rags in the lines. They were eventually saved
by the rescue party by way of the shaft alley.
Eight men with water up to their necks were rescued from the steering
compartment after these men, who had set condition "Z,"
were enabled to enter the steering room through the hole made
for them. Three holes were made in all; pumps were in use constantly
to keep the level of the water and oil below the danger point.
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