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 Maryland
Ensign W. O. Beach of Commander Battleships Staff wrote as follows:
Having the Communication Staff Duty, I was on board during the
subject action and had just finished eating breakfast a minute
or two before the first alarm. I was still sitting in the wardroom
when I heard a short burst of machine gun fire which was immediately
followed by the sounding of General Quarters. When General Quarters
was sounded I walked to one of the open Ward Room ports and looked
out, seeing a plane swoop up over the Oklahoma and Maryland,
the plane having evidently just dropped a torpedo. I then walked
aft to the Flag Office, finding Ensign Bradway there, getting
what information he could from Radio Central and telephoning it
to Flag Plot. Leaving the Flag Office, I went up the ladder to
the port side of the quarterdeck and saw numerous Japanese aircraft
were bombing us and that the Oklahoma was already listing
to port. Returning to Ward Room country, I sent the mess boys
to close the Ward Room ports and saw that Ensign Bradway was having
the ports in the Flag Office closed.
A group of men from the Oklahoma, standing near number
three turret on the starboard side, asked for orders; I directed
them to dog down the hatch leading to Officers' Country, forward
on the starboard side, which was still open and then get below
the protective deck. On returning to the Flag Bridge, I found
there was nothing in particular that I could do in Flag Radio
to stayed out on the bridge to take Lt. Comdr. Horne's place as
best I could until be returned to the ship.
I did not note very carefully the type or number of planes attacking
Although there must have been fifty or more all told, Most of
them seemed to be a low wing dive bomber type and their markings
(the rising sun on the wings and fuselage), were very distinct.
They seemed to attack in three or four waves, bombing and dropping
torpedoes. the first and main attack being a torpedo attack. Our
anti-aircraft guns were relatively slow coming into action but
it was amazing to me how fast they did get into action considering
the circumstances. The attacks were centered on the heavy ships
with other attacks being made on Hickam Field and the Naval Air
Station. I saw only one plane shot down during the action. This
plane was hit squarely and blown to pieces as it dived on the
Naval Air Station. I observed another plane apparently disabled
and headed for a crash. This plane was going from Pearl toward
Hickam Field when last seen.
Commander E. Kranzfelder of the Staff of Commander Battleships
wrote as follows:
Commander Sabin and I were at the Moana Hotel in Honolulu when,
at approximately 0820 on the morning of December 7th, we received
a call from the telephone operator telling us that an emergency
existed at Pearl Harbor and that we should return to our ships
as soon as possible. We proceeded to Pearl Harbor as expeditiously
as possible and arrived on board the Maryland at about
0925.
Upon boarding the Maryland I proceeded immediately to the
bridge. While on the bridge a man from the Oklahoma contacted
me and stated that assistance was required on the Oklahoma
and that there was urgent need for cutting equipment. At this
time Lieutenant Mandelkorn proceeded to the Oklahoma to
assist in the rescue work. A short time later I informed the Admiral
that I believed I could be of assistance in connection with the
rescue work on the Oklahoma and he directed me to do all
I could to release any entrapped personnel. Before leaving the
Maryland I obtained a copy of the Oklahoma booklet
of plans for use in connection with the cutting of holes in the
Oklahoma's hull,
With the energetic assistance of Lieutenant Mandelkorn the efforts
of the rescue group were organized. Lines were rigged from the
bilge keel at intervals along the bottom, telephone communication
was established with the Maryland, an air supply line was
quickly rigged from the Maryland to the Oklahoma,
strainers were removed from main injections and over board discharge
in an attempt to gain access to the engine room. Contact was established
with two men entrapped in the evaporator pump room through a small
overboard discharge connection in the hull. Food and water was
passed down to these men. From information obtained from these
men as to their location in the ship and with the aid of the booklet
of plans it was possible to determine the best locations to cut
access holes in the ships bottom. Since, with the exception of
the reserve feed bottoms, practically the entire bottom of the
Oklahoma consists of oil tanks, considerable care had to
be exercised in cutting holes with an oxyacetylene torch in order
not to open holes in the bottom which would permit the egress
of oil with the attendant fire hazard. Fortunately the information
obtained from the entrapped men was correct and entrance holes
were out in a cofferdam. In the meantime Lieutenant Commander
W. L. Benson had arrived on the Oklahoma and since I considered
that lieutenant Mandelkorn's and my services would be required
in connection with the remaining battleships in distress, we returned
to the Maryland and I reported to the Admiral that the
rescue work had been placed in charge of Lieutenant Commander
Benson who would keep me advised of the progress and of any additional
assistance or equipment he needed for the rescue work.
During the remainder of the day and until after midnight Lieutenant
Mandelkorn and I made numerous trips to the other battleships
in distress. I considered that we could be of most use in coordinating
the delivery of essential salvage equipment such as submersible
pumps, diving equipment and arranging for tug service for the
California and Nevada. At about 1930 the list on
the California had increased to about 9 and recommendations
were made to the Commanding Officer to counter flood two of the
starboard firerooms to prevent the ship from capsizing. Likewise,
arrangements were made with Commander Base Force to carry out
two anchors from the bow of the Nevada to prevent her from
slipping further into the channel.
At about 2100 Lieutenant Mandelkorn and I were aboard the tug
Vireo when all batteries in the harbor opened fire on approaching
planes. A short time after firing subsided, a man was rescued
from the water over the stern of the Vireo. The man was
placed in a stretcher and taken on board the California.
From conversations with personnel of the Vireo it was learned
that be had been in an Enterprise plane.
Of the observations as to conduct of personnel that came to my
notice during the day, I consider that of Lieutenant Commander
W. I. Benson, Engineer Officer of the Oklahoma as outstanding.
His vigorous efforts in connection with the work of rescuing his
entrapped shipmates on the Oklahoma deserves recognition.
Commander W. F. Fitzgerald, Jr., Operations Officer, Staff of
Commander Battleships wrote as follows:
I was the regularly assigned Staff Duty Officer on the morning
of 7 December 1941 . . . Shortly before 8 o'clock I was undressed
and ready to take a bath when I became conscious of intermittent
explosions. I quickly jumped into my trousers and grabbed a hat
and blouse and started for the top side. I was hardly out of my
room when General Quarters were sounded. I proceeded immediately
to the Flag Bridge, telling all men I encountered enroute to the
bridge to man their battle stations and to be calm. Upon arrival
on topside, which I estimate to be about 8 o'clock, I noticed
smoke, flame and many explosions throughout the harbor. I believe
I heard machine gun fire from the Maryland at this time
but I am not positive. I am conscious of having seen the Oklahoma
upright but with a perceptible list to port. My first glance did
not indicate to me that she was rolling over. Heavy explosions
continued. Upon arrival on the Flag Bridge I immediately checked
with Captain Godwin to see if be was making all preparations for
getting underway. He said that he was. Shortly after my arrival
on the Flag Bridge, Captain W. R. Carter, Chief of Staff, said,
"We can't do much good up here. Lets go down to the guns
and give them a hand." We both proceeded to the 5" AA
batteries and split up, each one doing what be could to assist
in organizing the gun crews, ammunition parties, and assigning
to stations men who were not otherwise engaged. During all this
time the flame, smoke and noise were terrific. My memory indicates
that there was some 5" gunfire on the Maryland upon
my arrival at the guns but of this I am not certain since it was
impossible to tell just who was firing, and the fact that I concentrated
on getting in action guns which had not yet opened fire, I judge
this time to be about 0810. At about this time I noticed Lieutenant
Mandelkorn and gave him various directives such as organizing
a party to obtain steel helmets for all men topside, getting air
to the batteries, getting spare tools for the guns, etc. I judge
that about 0815 there was sufficient air pressure to use the power
rammers on the starboard battery. It was not until an appreciable
interval afterwards that the port battery obtained sufficient
air. However, in the meantime the port battery fired by hand power.
During the ensuing 10 or 20 minutes I was greatly assisted by
the cool headed actions of Anderson, Charles C., Coxswain and
Heiteman, Raymond A., GM3c of the Maryland. The actions
of these two men were outstanding in every respect. They got not
only their own gun into action but also assisted other guns. It
may be doing an injustice to any number of other excellent men
who performed their duties in an equally outstanding manner but
who, due to their location, did not come particularly under my
observation.
Shortly after my arrival at the guns the Oklahoma rolled
over. Numerous men from the Oklahoma swam to the Maryland
and upon coming aboard I immediately assigned them gun stations
or details in the ammunition party. After the gun crews were organized
and in action, and under command of their own battery officers,
I returned to the Flag Bridge. Upon arrival on the Flag Bridge
I noted that a great number of bombs were still falling. A terrific
explosion took place on what I thought was the stern of the Tennessee
but which I have since learned was on the Arizona. A large
fire was in progress on the West Virginia. I believe it
was about this time that I noted that the Nevada was underway
and standing down the channel. She seamed to be in good shape
until about the time she arrived abreast of 10-10 dock at which
time she was heavily bombed. I noted that she later turned around
in the channel and was apparently aground. Up until this time
I cannot definitely state that I saw any formation of enemy planes.
However, I did see numerous planes which seemed to be conducting
single dive bombing attacks. While on the starboard side of the
Flag Bridge I felt the Maryland shudder from what was apparently
a near miss off the port bow. Within a second or two I saw a bomb
land on the forecastle of the Maryland and shortly thereafter
(a matter of a few seconds) a large geyser of water sprung up
on the starboard how of the Maryland apparently from another
near miss.
Within a few minutes a dive bombing attack was noted coming in
from the port side across the forecastle of the Maryland
at an altitude which appeared to be at the lowest point not over
200-250 feet. There were about six or seven planes in this particular
attack. One of the planes burst into flames and crashed from what
I believe was a direct hit from the 1.1" starboard battery
of the Maryland. This was followed in a few moments by
another plane which was shot down over Ford Island but which apparently
was not in flames. About this time I noticed a bombing attack
over the ships in the North Channel. One of the planes in flame
apparently landed directly on the Curtiss. By this time
the guns of both the port and starboard batteries were firing
continuously at the enemy planes. The ships seemed to be recovering
from the shock of the original surprise and were performing excellently.
The fires on the Arizona and West Virginia seemed
to be increasing and frequently the Maryland was entirely
coveted with heavy black smoke. In the meantime various officers
of the staff had reported back on board and had immediately taken
their stations. As near as I can remember I saw Commander Battleships
on the Flag Bridge for the first time about 0905.
I cannot speak too highly of the conduct of the men during the
entire action, There was no panic whatever. As I went from gun
to gun and ammunition party to ammunition party I noted that even
though there might have been surprised and fear present every
man was willing and anxious to do his bit and after only a word
or two of encouragement turned to his task with zest and efficiency.
During the entire action broken clouds covered the entire sky.
There were many patches of blue but in general the clouds and
smoke made a low ceiling.
Various tugs, lighters, and small boats were directed by Commander
Battleships to proceed to the West Virginia and Arizona
to assist in putting out the fire. In addition rescue parties
were sent to the Oklahoma, which by now had rolled over
about 150 degrees, in order to cut holes in the bottom and rescue
the men who were trapped inside.
In regards to extinguishing the fires, two incidents stand out
prominently my mind, One was the action of Garbage Lighter YG-17
which, without hesitation, went alongside the West Virginia
and for over 24 hours poured water on the flames both on the ship
and on the edge of the burning fuel on the water. The other was
the outstanding action of a motor whaleboat from the Honolulu
which made repeated trips directly along the edge of the burning
fuel oil on the water in order to extinguish it and prevent its
spreading. This boat repeatedly caught fire itself but as soon
as the flames were extinguished would return to its task of extinguishing
the dangerous fire on the water. Incidentally, this fire on the
water was a real menace to all the ships at the interrupted quay
wall. Extraordinary efforts were made by all concerned to keep
the flames away from the Tennessee and the Maryland.
At some time during the morning I saw an explosion in the vicinity
the Pennsylvania and at another time saw a destroyer in
drydock being blown up. It was not until later in the morning
that I realized the California had been badly damaged.
I had noticed that she was hit but at first did not appreciate
the heavy list which I subsequently noticed.
Lieutenant Commander D. H. Johnston of Commander Battleships Staff
wrote as follows:
About 0825, December 7, I received information via phone regarding
the attack on Pearl Harbor. At this time I was at my home, Apt.
29, Edgewater Beach.
I proceeded to Pearl Harbor with Comdr. Curts, CincPac Staff and
Ens. Tyng, USS Helena. Enroute we observed heavy smoke
over Pearl Harbor and Hickam Field. At the Fleet Landing I embarked
in a Maryland motor launch in company with Commander Haines,
Lt. Comd. Horne and several other officers attached to the Maryland.
At this time the second attack began. Planes plainly marked as
Japanese were dive bombing on the vessels in the harbor. Heavy
AA fire was being maintained by all vessels in the Yard and harbor
Upon arrival on board about 0915 I proceeded directly to my station
in Flag Plot, supervising the recording of information and plotting
such contacts as were received.
At 1030 Captain Bode (Oklahoma) was directed to go to the
Naval Air Station to take charge of survivors from the disabled
ships and to arrange for delivery of ammunition.
By this time oil from the Arizona burning on the surface
of the harbor was being blown down on the Tennessee, West
Virginia and the Maryland. The Yard garbage lighter
YG-17 took position on the port quarter of the West
Virginia and rendered invaluable service in fighting the fire.
She maintained her position in spite of repeated explosions of
ammunition in the West Virginia's ready boxes. Several
ships' boats assisted by cutting in close to the flames and using
CO2 extinguishers. At 1142 the USS Tern was directed to
assist.
About 1300 divers reported on board and under the direction of
Commander Kranzfelder and Lieutenant Mandelkorn proceeded with
rescue operations on the hull of the USS Oklahoma.
I had no opportunity to observe the conduct of the men during
the actual engagement except for the crews of small boats which
continued returning personnel to their ships in spite of the bombing
attacks. The conduct and spirit of the men after the engagement
I considered excellent.
Lieutenant E. P. Holmes, Staff of Commander Battleships, wrote
as follows:
Early in the morning of December 7, 1941, I was proceeding with
Lieut. Comdr. (MC) A. C. Hohn enroute to Fort Shafter. We observed
the sky in the general location of Pearl Harbor to be filled with
bursts and heard heavy firing.
We decided to proceed to Pearl Harbor and to go to our ship. Enroute
we observed the firing to continue and at one point saw a great
explosion in or near Pearl Harbor which we thought to be an oil
tank explosion, but which we have come subsequently to believe
to have been the explosion of the Arizona.
I saw numerous groups of airplanes in the sky, but have no knowledge
of their identity or number. I noted at this time that there was
considerable cloud-cover over most of Pearl; otherwise clear.
When we arrived in the Yard the first attack was over. I ran to
the Officers Club Larding; Lieut. Comdr. Hohn stopped near the
Fleet Landing to attend to some injured men who were just beginning
to get ashore. At the landing I saw the Oklahoma had turned
over. Great fires on the surface of the water were burning near
the West Virginia and Arizona, completely obscuring
the latter. The West Virginia was already settling low
in the water. I jumped in the first boat available, ComDesRon
One gig, with a junior officer, from the California; left
him at the California (he stepped from the boat to the
Main Deck of the California); and proceeded to the Maryland,
arriving at about 0840-0850. A lull in the attack occurred at
this time and when I boarded the Maryland. I went to my
room to put on some shoes and get binoculars, Signal Book and
revolver. While there another attack started. As soon as I could
get out (Main Deck hatches were closed at this time), I proceeded
to the Signal Bridge, passing over the Boat Deck. Somewhere enroute
I felt a considerable shock which I thought a near miss. In passing
across the Boat Deck I noted a large number of empty cartridge
cases. All hands at the guns seemed to be very tense but collected
and determined.
I remained on the Signal Bridge the rest of the day. Much intermittent
firing occurred and several groups of Japanese planes were sighted
and fired at. The planes observed were single wing, single-motored
types of moderate speed, probably not over 200 mph, at the most.
I saw but one that gave evidence of being hit in the air. It was
over the location of Hickam Field; broke, into smoke and appeared
to be in difficulty but I did not see it crash.
When the Commander-in-Chief, Pacific Fleet order was received
not to sortie our bridge passed it by visual to the Phoenix,
Raleigh, and Detroit who were underway. When later
the order was intercepted for all cruisers and destroyers to sortie
we made a hoist to all cruisers and destroyers to sortie indicating
the originator as the Commander-in-Chief, Pacific Fleet,
When the fire was raging in and alongside the West Virginia,
YG-17 promptly and without orders put its bow into the
fire and pumped water onto it for hours. The Tern and Widgeon
were ordered by Commander Battleships to assist. Their able work
eventually checked the fire. At one point in this fire fighting
episode a motor whale boat from the Honolulu expended CO2
extinguishers in the fire by the West Virginia by making
repeated runs along the edge of the fire. Each time this was done
the sides of the boat broke into flames, which had to be put out
before the next run The heat was so intense that the men in the
boat had to lean way over the unexposed side to protect themselves.
The Maryland delivered a heavy AA fire from all AA batteries
on each occasion of opening up. The 1.1 mounts near the Signal
Bridge functioned very well. It is believed, however, that both
these guns and the .50 cal. machine guns had a tendency to open
fire at too great ranges. This was caused, no doubt, by eagerness
to engage the enemy but should be guarded against in the future.
After the West Virginia fire had been brought under control,
YG-17 and the Tern were directed to shift their
efforts to the fire burning in the Arizona. This was done
in the forenoon of December 8. During that same day the Navajo
reported to Commander Battleships for orders. After determining
that the California did not need her services she was likewise
ordered to assist in fighting the fire in the Arizona.
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