Joseph E. Goffeney US Navy USS Case

I was a twenty year old sailor serving aboard the U.S.S. Case (DD 370) moored in Pearl Harbor, then part of the Territory of Hawaii, on December 7th, 1941. That I am here to relate my experiences on December 7th was a stroke of incredible good fortune. Good luck seemed to follow the Case throughout the entire war. Out of the nine destroyers that comprised our squadron, only four survived the war. Three of our squadron were destroyed during the initial attack on December 7th; the Cassin (DD372) and the Downes (DD375) were in dry- dock ahead of the battleship Pennsylvania, and the Shaw (DD373) was in the floating dry-dock tied up in the Navy Yard. Our squadron had been operating in Hawaiian waters in late November and entered Pearl Harbor on Friday, November 28th to commence a three- week period of upkeep and minor overhaul. The Case had been scheduled to go into the floating dry-dock. However, the Shaw had a minor collision with an oil tanker while practicing fueling at sea, and went into the dry-dock instead of the Case. Lucky for the Case; very lucky for me! My battle station was ammunition hoist operator in the forward magazine. That is exactly where a 500 lb. bomb hit the Shaw causing an explosion that completely shattered the ship forward of the bridge, and sinking the dry-dock in the bargain. As things turned out, we went alongside the U.S.S. Whitney, a destroyer tender, and started a three-week overhaul. On the morning of December 7th I had the cold iron watch in the engine room from 4 A.M. until 8 A.M. A cold iron watch is set when the ship's boilers are cold, and steam, electrical power, and other necessary services are received from another source, such as the dock or a tender. In the engine room we had been working on key pieces of machinery for a week while receiving all of our services from the U.S.S. Whitney. Our electrical generators were disassembled, the condensers were open, and in the firerooms the boilers were opened up for cleaning. Parts of our main battery, the 5" 38 caliber guns, were over on the tender for calibration or repair. In short, the Case was unable to get underway, and almost unable to defend itself. One last observation before getting into the description of the attack as I perceived it. On Saturday morning December 6th, after a shipboard inspection by our Commanding Officer, all hands were ordered to the fantail. We were told that our country's relations with Japan were rapidly deteriorating. When at sea all lookouts were to be constantly on the alert and if, and when general quarters sounded, we were to man our battle stations on the double, and be prepared to do battle. To quote our C.O., "It looks like we are going to have trouble with our little brown brothers." That afternoon the senior officers went ashore, and the ship was left in charge of a reserve Lt. Junior Grade, and a reserve Ensign. Our Commanding Officer wasn't able to get back to the ship until sometime after 9 A.M. the morning of December 7th, between the first and second wave of attacks. My 4 to 8 watch that morning was uneventful, as cold iron watches are. I was relieved about 7 A.M. by the next watch stander to eat breakfast. When I returned to the engine room I made a fresh pot of coffee for the late risers, who started straggling down into the engine room for that first cigarette and a cup of coffee. Our first indication that something was amiss was when we heard a .50 caliber machine gun on the destroyer alongside start firing. The first comment was, quote "Somebody is going to get their ass in a sling for firing a machine gun in the harbor" unquote. Then a few seconds later there was another burst of machine gun fire followed by the crack of a 5" gun firing. I climbed out of the engine room hatch onto the main deck, and as I looked aft a Jap torpedo bomber flew past so low that I could see the pilot looking down at us. The big red circle on the side of the fuselage left no doubt as to what was happening. I ran aft to the fantail, and looking out over the harbor, Ford Island was a mass of smoke and flames. Jap planes were buzzing around, and my recollection was that they reminded me of a swarm of angry bees. About the same time, to the left of the stern of the ship, over the end of Ford Island, there was a tremendous explosion. I presume that was the death throes of the battleship Arizona. I ran forward to man my battle station as ammunition hoist operator in the forward magazine. Just as I was about to go below, the young reserve Ensign stepped out of the wardroom in his skivvies. He asked me what was going on, and I told him in no uncertain terms. His response was "My God! What are we going to do?" I suggested that it might be a good idea to sound general quarters, because being a Sunday morning a lot of men were sleeping in. I went down to my battle station in the forward magazine. Just as I arrived, electrical power from the tender failed, and the entire ship was plunged into darkness. I groped my way back up to topside. The attack was at its height by then. We were firing our .50 caliber machine guns, but I don't know how effective our gunners were. As soon as power was restored all engineers were ordered to their work stations. We started putting back together again what we spent a week taking apart. Even down below the sounds at the battle going on were very apparent, and an occasional cheer would ring out when our gunners scored a kill. I remember shaking so badly that it took two hands to get a wrench on a bolt. I soon got over that as a feeling of rage swept over me. I remember that intense emotion, even today, after almost 60 years. During the attack I went to topside on some errand, and looking out over the harbor, the shrapnel falling on the water looked like an approaching rainstorm. The Case was finally able to get underway and leave the support of the U.S.S. Whitney about 15:50. Our first wartime assignment was to depth charge an enemy midget sub that was lying on the bottom of the harbor. It has been clobbered by the alert gunners on the U.S.S. Curtis when it bobbed to the surface close by. We dropped a 600 lb. depth charge on the sub in about 4Oft. of water. We flattened the sub but almost sank the Case in the process. We patrolled the harbor all night; going around Ford Island, passing the Arizona burning, then past the West Virginia still shooting flames and dense black smoke into the air, past the Oklahoma bottom side up, and then the Utah, and back around again. After things had settled down and a steaming watch had been set, a friend and I sat dawn on the torpedo tubes at the top of the engine room hatch in the cool night air, and tried to collect our thoughts. We were physically and emotionally exhausted. Together we pondered the imponderable. As we slowly patrolled past our burning battleships our minds rejected what we were seeing. We could not believe that Japan would have the audacity to attack us in our bastion. We finally decided that the Japs had really messed up, and that in a matter of a few months our Navy would wipe the Japanese fleet from the Pacific. We would later learn that the Japanese Navy was a skilled and deadly adversary, and that their weaponry was equal to ours, and in some cases superior. Of course two young sailors had no way of knowing that Japan's primary objective was to force a negotiated peace, so as to secure their dominance in Southeast Asia and China. After patrolling in the harbor all night, we went alongside the dock for fuel and provisions. We left the harbor to assume a patrol station off Diamond Head about 1200 December 8, 1941. Fires were still burning in the Arizona and the West Virginia, and great columns of black greasy smoke still rose into the sky. We patrolled for about a week, going slowly in circles. It seemed interminable, and of course, rumors and speculation were rampant. Then one morning the fighting tops of battleships were seen moving out at Pearl Harbor. They were the Pennsylvania, the Tennessee, and the Maryland; the only battleships that were still able to get underway. With other destroyers we formed a screen, and set a course for the West Coast. We arrived at the Bremerton Navy Yard between Christmas and New Years after a rough, cold, and depressing crossing. And that was how the war began for the U.S.S. Case. The United States that we had left in October, was indeed another country; a country that would never be the same again. During the next four years the Case steamed about 325,000 miles, and participated in seven major engagements, all in the Pacific. Only three men serving on the Case lost their lives during the war, none due to enemy action. However many good men who left the Case for duty on other ships made the final descent to Davy Jones' Locker in the defense of freedom and their country.

Information provided by Joe Goffeney

******************************************************* U.S.S. Case My purpose in compiling this history of the U.S.S. Case was two-fold. First, to write a complete history, I felt it necessary to go back to the time in the middle of the Great Depression when the construction of the ship was authorized. Many documentaries about our Navy ships that have been written in recent years pick up at the start of WW II. The Case had been in commission more than four years when the war started, which was about half of her total life span. She had steamed many thousand of miles and visited many foreign ports before the war started. Secondly, I wanted to inject personal experiences that I and others who served aboard the Case remember. These recollections, if accurately recounted, are as much a part of the ship's history as are the matter of fact log entries which merely record arrivals, departures, and destinations. Aside from my personal recollections, information is taken from The History of the Ship, which was submitted to the Secretary of the Navy by Cmdr. R.S. Willey as per AlPac 202 and AIPac 219. Other information was gleaned from Samuel Elliot Morrison's "The Two Ocean War" a short history of the U.S. Navy in the Second World War. Information was also take from the book "U.S. Navy Destroyers of World War II" by John C. Reilly, Jr. Credit should also be given to shipmate R.E. Franklin. His poetry about life and times aboard the Case adds another perspective to shipboard life on a destroyer during the war years. A thank you to Rex Miles for providing a copy of the ship's log for December 7, 1941. Some may feel that I have given too much credit to the Engineers in this accounting, but during my 62 months aboard the Case, all but three months which was spent as a mess cook, were spent below deck in the 'Black Gang." Many officers came and went during my tour on the Case. Four of them I will always remember. Cmdr. Bedillion was Commanding Officer at the start of the war. He was a fine officer and held in high regard by all aboard. LCDR. "Jake" Waterhouse, Chief Engineer and then Executive Officer, was a compassionate fair-minded man with a genuine concern for his men. Then there was Lt. Al Sheperd, Gunnery Officer; to me he was the epitome of what a Naval Officer should be. LtJg. "Fritz" Bertsch was one of the first reserve officers to report aboard. He had awesome responsibilities thrust on him when he was suddenly assigned the duties of Chief Engineer. He was probably the youngest Chief Engineer in the Navy at the time he was assigned. He bit the bullet and did his job well. He earned the respect and affection of the men under him. There are many more men deserving of special mention that served on the Case, too many to single out, but one C.P.O. stands out in a category unto himself. I don't even know his first name, but I remember everything else about the man. He served his thirty years and had retired. He was fifty some years old when he was called out of retirement to duty on a destroyer, the Case. He never complained, and was an example of what a true leader of men should be. His name is Brown CMM USN. The Case had its dark side. We had miscreants, thieves, malcontents, and goldbrickers, much the same as any cross section of society. But when the chips were down we all answered the calls and did our duty. When I first started writing this "history," I couldn't believe the number of words that I had forgotten how to spell. I don't have the vaguest notion where to use punctuation. The reader will also find a lot of typographical errors in spite of the word processor's best efforts to keep me on the right track. So I hope that whoever may read this work will judge it, not on it's grammatical correctness, but rather on it's substance. Joseph E. Goffeney -------------------------------------------------------------------------------- September 19, 1934 to December 6, 1941 -------------------------------------------------------------------------------- The Case was born on September 19, 1934. If you can perceive the ship a living entity, as most of us who served aboard her did, that was the date her keel was laid She continued to grow, and on September 14, 1935 the ship was launched at the Boston Navy Yard. A year later on September 16, 1936 the U.S.S. Case was placed in commission. The ship was named after Rear Admiral Augustus Ludlow Case, Commander in Chief, U.S. Naval forces during the Civil War. Miss Muriel Rodgers Case, great granddaughter of the Admiral christened the ship. After acceptance trials the Case went on her shakedown cruise to Bermuda, and the Mediterranean Sea, visiting ports in France, Italy, and North Africa. The ship returned to the Boston Navy Yard for a brief period to correct any discrepancies that showed up during the shakedown cruise. The Case then proceeded down the East Coast in route to Norfolk, Va., but visiting other ports along the way. During this period the officers and men familiarized themselves with their new home, and engaged in underway training exercises. The Case was one of sixteen destroyers that comprised the Mahan class. Fifteen Mahans were commissioned in 1936 with the last ship of the class following in 1937. The Mahan class was the third group of the so-called modern destroyers. They were preceded by the Farragut class and the Porter class. Each succeeding class of destroyers saw changes in design, particularly in engineering and fire control. There had been a twelve-year hiatus in the construction of new destroyers. The new ships were a radical departure from the old four-stack design. The new ships strongly resembled the design of the British destroyers that were being built at that time. The Mahan class was 341 ft. in length, and 35 ft. 5 in. in width. They had a standard displacement of 1500 tons and 48,000 shaft horsepower. The maximum rated speed was 37 I½ knots, but later on in combat situations the Case logged a sustained speed of 39 knots (43.875 M.P.H.). As the war years dragged on our gallant lady began to get tired, and 34 knots (38.24 M.P.H.) was just about all she could manage to do. The engineering configuration of the Mahans was two firerooms and one engine room. From a damage control standpoint this was not a desirable design. With both main engines and all essential auxiliary machinery in one space the ship was more vulnerable to disablement. The basic hull design of the Mahans was used in the design of 35 more pre war destroyers. The engineering concept and the topside configuration were changed in later models, but the basic hull design remained the same. Eight of the sixteen Mahan class destroyers were lost during the war. On January 1, 1938 the Case left Norfolk, Va. bound for San Diego, Ca. via the Panama Canal. Upon arrival in San Diego she joined the Pacific Fleet and was assigned to Destroyer Division 6, Destroyer Squadron 3. The Case took part in the annual Spring Fleet maneuvers with Destroyer Squadron 3 in Hawaiian waters. Upon return to San Diego in late April 1938, personnel were sent to various specialized training schools in the San Diego area. Destroyers were being upgraded, particularly in fire control, sonar, and damage control and additional training was essential. The routine for ship operations was out to sea on Monday morning, and back in port Thursday evening or Friday. The ship often anchored in the evening at Coronado Rhodes off the Silver Strand in full view of the Hotel Del Coronado. Occasionally orders would be received that detailed a duty that would break the routine. During the summer of 1939, the Case received orders to proceed to Oakland, Ca., and take aboard the Naval R.O.T.C unit of the University of California at Berkeley for a training cruise to Alaskan waters. The itinerary took the ship up the Inland Passage with stops at Juneau and Anchorage. Upon return to San Diego routine training and upkeep continued as before. After recruit training at Great Lakes, Ill., and attending a Class "A" school at N.T.C. San Diego, the author of this history reported aboard the U.S.S. Case, December 31, 1939. I was assigned to the Case because my brother was serving aboard her. It was policy at that time to allow brothers to serve together on the same ship, if they requested it. The Navy reversed this policy after the light cruiser, U.S.S. Juneau was sunk at Guadalcanal and the five Sullivan brothers were lost. On April 1, 1940 the Case along with the rest of Des Ron 3 left San Diego for the annual spring Fleet Maneuvers. The squadron rendezvoused with battleships and cruisers from Long Beach and proceeded to Hawaiian waters. The fleet engaged in war maneuvers for about three weeks and then anchored at Lahina Rhodes, Maui for a brief period of shore leave. There were three more weeks of maneuvers after which the Fleet pulled into Pearl Harbor on the island of Oahu. During this period President Franklin D. Roosevelt ordered the fleet to be based at Pearl Harbor rather than the West Coast of the mainland. Naval strategists believed that this shift of naval power westward would serve to intimidate the Japanese who were becoming increasingly bellicose. During July or August 1940 the Case made a cruise to Midway, Johnson, and Palmyra Islands. The purpose was to survey the anchorages and facilities of these islands for possible military bases. The ship returned to Pearl Harbor and training continued. Destroyers were repainted in different camouflage designs for evaluation. The Case at one time was painted flat black. Other ships were painted deep sea blue, and some were painted with the dappled or zigzag design. November 1940 saw the Case enroute to Mare Island Naval Shipyard for an extensive three months overhaul. Thirty-day leaves were granted to all crewmembers eligible. In February 1941 the Case rejoined DesDiv 6 at Pearl Harbor and maneuvers and training continued. In late February DesRon 3 received orders to prepare for a cruise to Australia and New Zealand via American Samoa. DesRon 3 in company with two light cruisers left Pearl Harbor in early March 1941 and crossed the Equator on March 7, 1941. In spite of increased readiness conditions because of the deteriorating international situation, we were not at war, so elaborate preparations were made to receive NEPTUNUS REX and his cohort Davy Jones, to preside over the "Crossing The Equator" ceremonies. All members of the crew who had not previously crossed the Equator were considered "Polywogs" and were required to undergo the initiation rites. No distinction was made between officers and enlisted men during the initiation ceremonies. All were lowly Polywogs. In fact, certain officers who were less than circumspect in their dealings with enlisted personnel were singled out for special attention. After a brief stop at Samoa, the squadron split up, with DesDiv 5 going to Sydney, Australia and DesDiv 6 going to Auckland, New Zealand. The New Zealanders greeted the crews of the American ships with enthusiasm. This was a country that was at war, and had lost many of its young men fighting the Germans in North Africa. Our visit seemed to lift the moral of the people. We left New Zealand reluctantly, and headed back to Pearl Harbor, via Tahiti. The stay in Tahiti was short but memorable. There was no overnight liberty, but the ever-resourceful destroyer sailor didn't let that stand in the way of joining the non-stop partying going on shore. The Case returned to Pearl Harbor the first part of April. During the time between April, 1941 and October 1941 the Case with DesDiv 6, engaged in various training and gunnery exercises. Honolulu in the years just prior to the war, contrary to rumors in the United States, was not an idyllic tropical paradise. There was no overnight liberty for enlisted men except for special circumstances, and on weekends and paydays the streets were wall to wall sailors. Fistfights on the streets and in the bars were common, but were dealt with quickly and severely by the shore patrol and the military police. Lines of sailors outside houses of ill repute extended a half block or more down the street waiting for three minutes of romance for three dollars. Our Commanding Officer, Lt. Cmdr. H.G. Smith, had a genuine concern for the moral and physical well being of his crew. He made arrangements to use a beach house on the windward side of Oahu from a friend who was stateside at the time, for recreational use by his crew. With the cooperation of the U.S.S. Shaw, the Captain arranged for the purchase of a large flat bed truck. Every day in port a group of twenty or more sailors left the ship at 0800 and traveled over the Pall for a day at the beach near a small, out of the way village. Senior petty officers were assigned on a weekly basis as caretakers. Some of the "Old Salts" aboard considered this to be "Modern Navy"and resisted the plan in favor of the bars and whorehouses on Hotel Street in Honolulu. This problem was soon solved. Every day in port a notice was posted on the ship's bulletin board in bold face type that read: THE FOLLOWING NAMED MEN ARE INVITED AND WILL ATTEND A BEACH PARTY. MUSTER ON THE QUARTERDECK AT 0800. Tragically, on one of the trips, the truck lost a front wheel and rolled over. A sailor from the Shaw was killed and several others were injured. That was the end of the trips to the beach. In September the Case received orders that directed the ship to proceed to San Diego for a thirty-day period of rest and recreation. A state of National Emergency was in effect by then because of the torpedoing of two American destroyers in the Atlantic by German U-Boats. So it came as a pleasant surprise when the Case was released from operations for a month. The ship arrived at San Diego in early October 1941 and tied up at Navy Pier at the foot of Broadway. Because of the National Emergency all that were on liberty were required to report back at the dock at 2000 (8 p.m.) for muster. If there wasn't any change in the ship's readiness status we were allowed to continue on liberty until the next morning. The month passed pleasantly but quickly, and preparations were made to return to Pearl Harbor. The morning of November 2 saw the Case clearing Ballast Point bound for Hawaiian waters. This was the last time the Case would see San Diego Harbor, which had been her home for many years. The ship reported for duty with DesDiv 6, DesRon 3, November 8, 1941 at Pearl Harbor. After three weeks of patrol and additional training exercises the Case went alongside the U.S.S. Whitney, a destroyer tender, on November 28 for a three-week maintenance period. The ship had originally been scheduled to enter the floating drydock in the Navy Yard, but the U.S.S. Shaw DD 373 had a minor mishap during training exercises and entered the drydock instead of the Case. As things turned out this was a rare bit of good luck for the Case. In company with the Case alongside the Whitney were the U.S.S. Selfridge DD 357, U.S.S. Conygham DD 371, U.S.S. Reid DD 369, and U.S.S. Tucker DD 374. -------------------------------------------------------------------------------- December 7, 1941 to December 13, 1945 -------------------------------------------------------------------------------- The morning of December 7, 1941 found the Case one week into a regular scheduled overhaul. All essential services were being supplied by the tender. (i.e. lighting, power, and water). The sights of our 5" 38 caliber main battery along with other parts necessary for firing were on the tender for calibration or repair. In the Engineering Department the boilers were open for cleaning and shut off valves in the main steam lines leading from the boilers to the engine room were removed and sent over to the tender for refacing. One of the two main electrical generators was out of service. The evaporators used to make fresh water for the boilers and use by the crew were disassembled. In short, the Case was unable to get underway, and very limited in its ability to defend itself. It was a Sunday morning that December 7th, with a holiday routine in effect. The crew was allowed to sleep in and the only people stirring about was the oncoming watch, in the galley crew, and a few hardy souls who were planning to go on a hike in the hills behind Pearl Harbor. (Refer to copy of ship's log for December 7, 1941, page 929, attached). General Quarters were sounded at 0757 and within four minutes the gunner's mates had the 50 caliber machine guns ready to fire. The destroyer nest opened fire at 0808 at strafing Zeros and low flying torpedo planes struggling to gain altitude. The nest scored its first kill at 0813. Enemy planes strafing from the direction of Pearl City crossed our bow ahead of the nest and were taken under fire. One burst into flames and crashed and exploded on Aiea Heights. At 0830 a plane diving towards Ford Island from the northeast was shot down. At 0908 a plane attempting to strafe the nest was splashed off the starboard bow. The attack continued until 1104. At the onset of the attack, the tender cut off electrical power to the nest and the ships were plunged into total darkness below decks. When electrical power was restored all engineers reported to their work stations and started putting the engineering plant back together. In less than eight hours they put back together what they had been taking apart for a week. The Case was ready to get underway at 1600 and reported for duty at 1604 [4.04 P.M.] Our first assignment was to drop a depth charge on an enemy submarine stuck in the mud in about 40 feet of water. It was decided that a special device had to be rigged to prevent the depth charge from detonating before the ship was able to get a safe distance away. With everything set the 600 lb. charge was rolled off the stern of the ship. The fact that the charge was automatically set to explode when it rolled off the rack was overlooked. It exploded with a tremendous concussion that lifted the stern of the ship up out of the water. A towering geyser of mud and water came down on the fantail, and the electrical generators were knocked off the line, plunging the ship into total darkness below decks. Those of us who were below decks thought that we had been torpedoed or had struck a mine. The Case was assigned to patrol inside Pearl Harbor the first night of the war. As we circled Ford Island, we slowly passed the Arizona and then the West Virginia, both still burning. Then we passed the Oklahoma on our starboard side; her bottom looming up with men still trapped inside her. On the port side we passed the shattered hulk of the destroyer Shaw and the floating drydock in which she was moored. Then on around the end of Ford Island, passing the sunken remains of the target ship Utah, also capsized. At 5 knots we continued this patrol until the next morning. The ship went alongside the dock in the early morning at the Navy Yard to take on fuel and provisions. We also provided berthing for 32 displaced sailors. The Case cleared port and assumed anti-submarine patrol off Diamond Head. The ship was on station about a week, and of course rumors were rampant. Then one morning three battleships that were able to get underway cleared port. They were the Maryland, Tennessee, and the Pennsylvania. The Case along with other destroyers formed a screen, and set a course for the West coast, arriving at the Bremerton, Washington Navy Yard between Christmas and New Years Day. It was rough crossing and the Case required some minor repairs before proceeding on to San Francisco. As an aside, it should be noted that with four battleships on the bottom of Pearl Harbor, plus other smaller ships also uninhabitable, there were suddenly more than 5000 sailors looking for a place to live. The receiving station ashore that normally fed and berthed about 800 men could not accommodate that many homeless. As a result, any ship that was operable took aboard as many personnel as possible. The Case welcomed aboard, mostly on a temporary basis, thirty-two men. Included in the group were a Sgt. U.S.M.C., a Musician First Class, and a Boilermaker 2/c. Some stayed on the Case and became permanent members of the crew. Needless to say, the Marine and the musician were soon transferred. While at Bremerton liberty was granted, but because our pay records were destroyed when the Shaw was sunk, there was no payday and everybody was broke. It had been rumored that a reserve officer that had recently reported aboard was from  a wealthy eastern Ivy League family. This was confirmed when he went ashore and returned with a suitcase full of cash. He loaned everyone on the ship $20.00. Needless to say, he was at the head of the pay line when we finally did get paid. The Case was assigned to escort duty from San Francisco to Pearl Harbor from January 1942, until the 23rd of May 1942. Several round trips were made, with brief stays at the Mare Island Navy Yard at Vallejo, California to up date our weaponry and to change the crews berthing compartments to accommodate more men. The convoys between San Francisco and Pearl Harbor were slow and tedious. Anything that could float was pressed into service. Coastal steamers, lumber packets, ferry boars, and even what appeared to be a Great Lakes ore carrier were utilized. The convoys could only make eight to ten knots, and the trips took from two to three weeks. Every morning stragglers had to be rounded up, and herded back to the convoy. On one occasion, while trying to organize a convoy in dense fog just outside the Golden Gate, the Case and another destroyer, the U.S.S. Anderson DD 411, collided. Both ships had to return to Mare Island for hull repair. No one complained because it meant a few more days in port. The last trip to the mainland (which was called the Pineapple Run) was in early May 1942. The ship was in San Francisco for about 24 hours. The crew was divided into two liberty parties of four hours each. Intelligence reports indicated that something big was about to happen and all fighting ships available were needed in the Hawaiian area. The Case arrived back in Pearl Harbor May 14, and departed for Kodiak, Alaska May 23, via Midway Island. Twenty-four hours before departure from Pearl Harbor, a company of Marine Raiders boarded the Case for transport to Midway Island. Their Executive Officer, Lt.Col. Jimmy Roosevelt, son of the President, saw them aboard but did not depart with them. Traveling at 15 ½ knots we arrived at Midway in about 2 ½ days, stopping only long enough to disembark the Marines and top off our fuel tanks. We continued on to Kodiak arriving May 31, 1942. Upon arrival we went alongside the U.S.S. Blackhawk, an ancient destroyer tender that had been on the China station when the war started. It was a surprise to see her, because she was believed to have been sunk by the Japanese shortly after the war started. After a brief period alongside the tender, the Case assumed off shore patrol and other routine duties. The first of June 1942 found the Case on routine patrol in the vicinity of Dutch Harbor, a base about halfway out the Aleutian chain. To the southeast a task group under the command of Rear Admiral Theobold in the light cruiser Nashville, along with four other cruisers and a nine destroyer striking force, were on patrol. The first phase of the Midway battle was about to begin, with a feint by a Japanese strike force at the Aleutian Islands, but specifically at our base at Dutch Harbor. Another objective was to establish advanced bases at the end of the Aleutian chain. The Japanese struck Dutch Harbor June 3, 1942 and again on June 4. Our main force was positioned too far away to the East to respond and the Case and two other destroyers were left to fend for themselves. The ship took refuge in a fog-bound inlet and remained hidden. The Japanese knew we were in the area and we could hear their search planes overhead looking for us, to no avail. On June 7, 1942 the enemy occupied Attu and Kiska entirely unopposed while our task group of five cruisers and nine destroyers spun circles south of Kodiak Island. On August 7, 1942 the Case, in company with cruisers and other destroyers, participated in the bombardment of enemy forces occupying Kiska. During this action the Case took an enemy tanker under fire and is credited with sinking it. During retirement from the area Japanese planes appeared, but were driven off by anti-aircraft fire. A short time later our forces established a base on Adak Island, unopposed, and began construction of an airfield. The Case, in company with other ships, escorted the landing force from Kodiak to Adak. Anything that would float was utilized in making this move, including a three-masted sailing schooner in tow by an Army Corps of Engineers tugboat. The Case remained on patrol off Adak, covering the establishment of the base until October 10, 1942. It was during this period involving the landing and the establishment of the base on Adak that the main propulsion engines of the Case were in continuous operation for more than seventy days. On October 10, 1942 long awaited orders were received directing the Case to proceed immediately to Pearl Harbor. We arrived there October 18, 1942. Before leaving the Aleutians, it might be worthwhile to relate a few facts about the rigors of that tour of duty. First, the weather was almost always stormy, and the waters in this corner of the Pacific Ocean were extremely rough. Destroyers were not noted for ideal living conditions, even in fair weather. It was difficult to get a good night's rest. To keep from rolling out of your bunk, one had to sleep bottom side up with one leg pulled up to act as a prop. At times the ship's cooks could not prepare proper meals, and the crew subsisted on soup and sandwiches. The Case negotiated Umnak Passage four times. This is a narrow passage between Umnak Island and another island  providing access from the North Pacific Ocean to the Bering Sea. It is reputed to be one of the roughest stretches of water to be found anywhere on this planet. Later on in the war the U.5.S. Worden DD 352 of the Farragut class, went on the rocks trying to negotiate that passage. The ship broke up and went down with a loss of fourteen men. The sudden onset of hostilities with Japan caught the Navy woefully unprepared to provide supplies and provisions, especially in remote areas. At the start of the war there were only two supply ships and one refrigeration ship to supply the entire Pacific area. Destroyermen's reputation for being the most resourceful sailors in the Navy was well deserved. The crew of the Case soon found a way to replenish our dwindling larder. During our deployment in the Aleutians the Case and other ships were, on occasion, dangerously low on provisions, especially meat and fresh produce. Whenever possible the crew put fishing lines over the side, and supplied the ship's cooks with plenty of fresh fish to feed the entire crew. The fish caught were mostly cod and some halibut. It was with a sense of relief that the crew left the North Pacific. However, the rigors of that tour of duty, in the future would serve the crew well. All too soon the ship would be heading for the bloody battleground of the Solomon Islands. The Case stayed in Pearl Harbor for two days when orders were received to escort a convoy to San Francisco. Case departed October 20, 1942 and arrived at the West Coast October 30. The ship entered Mare Island Navy Yard for further upgrading of our armament and minor repairs. The crew was divided into three sections with each section getting a three-day pass. This would be the most liberty the crew would get in a more than a year's time. November 11, 1942 saw the ship clearing port, herding a group of merchant ships into some semblance of order, and setting a course for Pearl Harbor again. The ship arrived back at Pearl Harbor on November21, 1942 after an uneventful crossing. Time was utilized in conducting training exercises and confronting simulated damage control and fire fighting casualties. The Case departed Pearl Harbor for the South Pacific December 6,1942 escorting tankers and supply ships. The crew was now fully aware of the desperate fighting that had taken place in the vicinity of Guadalcanal and the heavy losses in both men ships that the Navy had suffered there. Arrived at Suva, Fiji December20, 1942. Liberty was granted, and the crew found Suva to be a clean, beautiful and friendly place to visit. Natives approached the ship in their bum-boats offering bananas and other tropical fruit for sale. Business was good. Any kind of fresh fruit was a luxury at that time. Departed Fiji December 25, escorting a convoy to Guadalcanal. The ship arrived there December 30, ahead of the convoy to conduct a search of the unloading area. When this duty was completed, we escorted a convoy to our base at Esperito Santo in the New Herbrides Islands arriving on January 1, 1943. It was here that an unfortunate incident occurred that caused the Case to fail to meet a deployment schedule; the only time during the entire war that this happened. The ship had arrived at Esperito Santo from Guadalcanal, and went alongside the U.S.S. Dixie, a tender. The crew immediately went over to the tender for ice cream. Just about every one from the Captain on down had ice cream of some sort In about two to three hours the entire crew started dropping with nausea, vomiting, and diarrhea. Soon all hands were down and unable to perform their duties. The ship's doctor, Lt. Mann and his pharmacists mate did what they could, but they were as sick as everyone else. The doctor carried his own bucket with him and used it often. The Case was scheduled to get underway at 8 a.m. the next day, but the orders were canceled. As mentioned before, this was the only time during the entire war that the Case was unable to deploy when ordered. A few of the men were so sick and dehydrated that they had to be transferred to the sickbay on the tender where they could receive proper treatment. On January 5, 1943 the Case made another deployment to Guadalcanal, arriving on January 8th. Her duties consisted of anti-submarine patrol and other routine functions.  The Case entered Tulagi harbor on a couple of occasions and was once called on to give close-in gunfire support with our 5" guns to the troops of Guadalcanal. The most noteworthy event during this period occurred, literally, on a dark and stormy night. The ship, along with a New Zealand gunboat, was on patrol in the "slot" between Guadalcanal and Florida Islands. During this time, the Japanese, reluctant to risk any more transports, were using destroyers as high speed transports to ferry troops and supplies down from their base at Rabaul. They dropped off large waterproof pouches full of rations and medical supplies, which would hopefully be picked up by their troops ashore. The so-called "Tokyo Express" made almost nightly runs from their bases further up the Soloman Island chain. On this night the Case radar picked up a large group of enemy destroyers led by what was believed to be a light cruiser. As the enemy force closed on the Case word was passed that we would commence firing and begin a torpedo run at a range of 4000 yards. Fortunately at the last minute the group changed course and the Case remained undetected. The luck of the Case once again prevailed. The next day some of the pouches that had been dropped were retrieved and found to be rations. The ship departed the Guadalcanal/Tulagi area on January 17, escorting ships to Espiritu Santo arriving there January 20. During the next phase of operations, which extended from late January until September 1943, the Case operated primarily with carrier Saratoga out of our base at Noumea, New Caledonia. While operating out of Noumea the Case was afforded a much needed period of tender overhaul. There was plenty of opportunity for liberty but no place to go except the Red Cross Canteen. The ship organized a beach party for all hands not on duty. It turned out to be quite a rowdy affair. During this extended period of operations the Case lost her first man. In very rough waters leaving Noumea, Shipfitter 3/C L.C. Hale was washed overboard. Attempts to rescue him were futile. The ship got underway May 9, 1943 for Pago Pago, Samoa arriving May 13. After refueling Case rendezvoused with H.M.S. Victorious, a British aircraft carrier, the U.S.S. North Carolina, and the destroyers Pringle, Converse, and Smith. The group set a course for Noumea and arrived there May 17, 1943. Routine carrier escort duties continued. On September 23, 1943 the Case departed Noumea with orders to proceed directly to the Mare Island Navy Yard. After a brief stop at Bora Bora, Tahiti for fuel the ship proceeded non-stop to San Francisco. This was the limit of the ship's cruising range, but the engineers came through with an outstanding performance of engineering plant efficiency, and we arrived at our destination with fuel to spare. It should be noted here that from May 9, 1943 until November 2, 1943 the ship was underway 127 days Out of 145 days. This period of overhaul would be the ship's longest stay in port since the overhaul from November 1940 through January 1941. The overhaul and modernization began immediately. The crew was moved off the ship and on to an old converted ferryboat where we berthed and took our meals. This was a welcome and much needed time for leave and recreation. The Case had been at sea almost continuously since leaving Pearl Harbor for the South Pacific in December 1942. It was a time to reunite with loved ones. It was a time to meet sons and daughters that had been born during our long absence. Time passed quickly and all too soon the crew moved back aboard and the final preparations were made for getting underway. Many of our experienced men were transferred to new construction and a large draft of recruits fresh from boot camp reported aboard. Little did anyone know that officers and men alike would soon be tested to the limits of their bravery and endurance. The Case left the Mare Island Navy Yard November 27, 1943 bound for Adak, Alaska. Two days out the ship encountered very severe rough weather. What then ensued was a terrifying experience for all hands, but especially for the recruits that had just reported aboard. Everyone aboard at that time must have their own version of what happened, but all would agree that the prospect of facing a watery grave was very real. Sometime during the 2000-2400 watch as the ship pounded through increasingly high seas and hurricane force winds, it rolled over on its starboard side more than 45 degrees. One of the blower intakes that supplied ventilation to the after part of the engine room became submerged, allowing sea water to gush through the ducting spraying the main power distribution panel. The panel literally exploded, with balls of electrical energy shooting from gaping holes that were burned in the structure. Electrical power was immediately lost for the entire ship plunging it into total darkness. This meant no radio or navigational equipment, no ventilation, and most critical of all, no electro-hydraulic steering engine. The engineroom and fireroom immediately shifted to all steam auxiliary machinery and continued to operate, but the ship had lost its ability to steer and navigate and the loss of ventilation in the engineroom caused the temperature in that space to soar to 135 degrees. Below deck the berthing compartments, mess hall and engineering spaces all were plunged into total darkness. 12 Because the ship was unable to steer it began to wallow in the troughs between the gigantic waves. An attempt to steer manually was made, but a combination of seawater and hydraulic oil on the deck of the steering engine compartment along with the violent motion of the ship made it impossible to do. In fact, one of the men who tried to do this suffered broken ribs. The Captain then tried to control the ship by varying the speed of the propellers; sometime reversing one while going full speed ahead on the other. This for the most part was futile and the ship continued to take a pounding as thirty-foot waves continued to crash down upon the ship. On topside the force of the waves began to tear away ladders, handrails, lifelines and reels of mooring hawsers. The motor whaleboat that was normally secured on the starboard side at the break of the forecastle was shattered and disappeared, leaving only the block and tackles dangling from the boat davits. The lifeline stanchions that were screwed into sockets that were welded to the deck were torn away leaving holes into the crews quarters below. Every time the ship rolled over seawater gushed through these holes onto the bunks below. The compartments below began to flood. Bedding fell off the bunks into the water that was sloshing back and forth with every roll of the ship. Locker doors came open spilling their contents into the mess. Some lockers were torn loose and toppled over to add to the mess. Water was eight to ten inches deep in the berthing spaces. The recruits that had never been to sea before were totally traumatized. They huddled together on the compartment deck and tried to hang on to anything that was within their grasp. It was during this time of uncontrolled rolling and wallowing that the Case took her record rolls: 64 degrees to the port and 58 degrees to the starboard. These rolls were measured and recorded in the engineroom by an instrument called an inclinometer. Consider for a moment that a 45-degree roll is half way over!! The ship didn't just roll over and roll back. She lay on her side and struggled like a wounded animal trying to get up. Water started pouring down the after-fireroom stack and out the fireboxes of numbers three and four boilers. The ship was taking on water at an alarming rate and with every roll she was slower in righting herself. Below decks sailors tried to hang on but soon became disorientated. What had been the deck had now become the bulkhead and visa-versa. Men hanging on valve wheels or hand rails on the starboard side of the ship faced a 35 ft. fall when the ship rolled over on its port side. Some lost their grip and fell and several men were injured. Men prayed who had never prayed before. Storage racks on the main deck that depth charges were stored in were torn loose by the force of the water. Depth charges were heard crashing back and forth; 600 lbs. of TNT threatening disaster. Finally a courageous seaman at the risk of his own life ventured out on deck and cleared debris so the depth charges could roll over the side. A lot of credit for saving the ship must be given to the ship's electricians led by Harrison Shedd EMC. Working with flashlights and battle lanterns in 130 degree heat, they jury-rigged cables from the control panel for the emergency diesel generator around the burned out main control panel to energize circuits for the steering engine, navigational instruments, the gyro compass, and a ventilation blower for the engineroom. This was accomplished in about six hours. The emergency diesel generator was then started and was soon laboring at full load. It faltered a few times, but its' doubtful that any emergency generator was tested as long or as hard as that old Fairbanks-Morse. With steering power restored the ship was able to set a course back to San Francisco. A muster of all hands found two men missing; a warrant officer who had just reported aboard and Shipfitter 1/C, J.A. Mitchell. The Case returned to San Francisco in the late evening of December 1, 1943 and anchored in San Francisco Bay overnight. Next morning we proceeded on to the Mare Island Navy Yard for repair of the extensive damage done by the storm. It took a little more than two weeks to get everything done and the crew was grateful for two more weeks in the states. In the interim the orders were changed and on December 16, 1943 the ship out to sea again, this time bound for Pearl Harbor. The only plus to the whole incident was that we had avoided another tour of duty in the Aleutians. The Case arrived at Pearl Harbor December 22, 1943. Additional repairs were made at the Navy Yard there and when completed the ship engaged in training exercises for the new crewmen. The ship departed Pearl Harbor on January 19th and joined carrier task group 58.4 in support of the assault of Eniwetok. After 32 days of continuous operations the Case entered Eniwetok Lagoon on February 22, 1944. The atoll was not completely secured when we entered the lagoon through the deep-water passage. On the way in we passed a destroyer lying off Parry Island firing at suspected Japanese positions. Parry Island was a beautiful little island, completely covered with palm trees. White sandy beaches encircled the island and the waters of the lagoon were crystal clear. When the Case returned to sea after a few hours the Marine assault on Parry Island was already underway. When the ship returned to Eniwetok about a week later, Parry Island looked like a gigantic lawnmower had gone over it. Hardly a palm tree was left standing. The 1350 Japanese defenders were dug in and so well concealed that their positions were difficult to spot even from a few feet away. Marine losses were 302 killed, but the Japanese were wiped out to a man. The beautiful idyllic South Sea island had been reduced to a trash-strewn sandspit. On March 1, 1944 the Case entered Majuro atoll, a beautiful deep-water lagoon that had been occupied with only slight enemy opposition. This was a real eye opener for the crew of the Case. At anchor were huge new Iowa class battleships, four Essex class aircraft carriers, plus several Independence class light carriers, cruisers galore, and 2100-ton destroyers by the dozen. For a ship that had been relegated to obscure areas of the war, and operated with mostly pre war ships and hardware, what we saw was truly a revelation. After a brief period of upkeep the Case departed Majuro March 8, 1944 and arrived at Espiritu Santo March 13, 1944. Ten days were spent here taking on stores and performing routine maintenance tasks. Departed Espiritu Santo March 23 and jointed task group 36.2 for strikes against Palau and the western Caroline Islands. This air assault continued for three days from March 30th through April 1st. The Case returned to Majuro April 6th and joined a logistics group. Our task was screening fleet oilers that were supporting task group 58.1 making strikes against Hollandia, New Guinea. While on this operation the Case crossed the equator, back and forth 18 times in one 24-hour period. On April 25, 1944 Case was reassigned to carrier task group 58.1 and participated in the strikes against the Japanese bastions at Truk and Satawa on April 29th and 30th. These strikes just about neutralized Truk as a major base for the enemy. We returned to Majuro on May 4, 1944. The Case enjoyed a brief respite during the next few weeks, being assigned to routine patrol duties and to perform necessary repairs and maintenance. This allowed the ship to send recreation parties to a small island that had been designated as a recreation area. Recreation usually consisted of two Spam sandwiches, two warm beers, and returning to the ship with a skull splitting headache. The Case departed Majuro on June 6, as part of task group 58.4 for the invasion and capture of the Mariannas Islands. The task group was maneuvering close enough to the islands for our air strikes to be fully effective. At the same time this put our ships in jeopardy from the enemy's land based aircraft. During the evening of June 15 the task group was attacked repeatedly by enemy twin engine torpedo bombers. The attacks were repulsed without damage to the group, but some of our sailors were hit by friendly fire when the planes flew up between two ships and our gunners were intent on the target and not what was beyond. On June 19 Japanese carrier air groups attacked the group. Most were splashed by our fighter planes before they got within range of our task group. Those that were able to penetrate our fighter screen were shot down by the task group AA fire. On June 23rd the Case picked up a Japanese pilot floating in a life raft. He had been in the water several days. He was badly sunburned, dehydrated, and his buttock and legs had developed ugly saltwater ulcers. He was taken to sickbay and treated by the ship's doctor. He gave his name as Kikuthi Isakama. He was treated with consideration and when strong enough he was allowed to sit on topside and watch the flight operations of our task group. Of course, he was under constant guard. When he had regained enough strength he was transferred by high line to the carrier Essex, where our intelligence officers interrogated him. The period from June 19 through June 21 was called "The Great Mairannas Turkey Shoot". It was thus far the greatest carrier battle of the war and the most disastrous for the Japanese. Japan lost 346 planes and two aircraft carriers. Our losses from all causes were 130 aircraft and 76 airmen. During this three-day battle the Case was at general quarters almost continuously, even at night. Japanese land based planes were snooping around the task force all night long requiring the ship to maintain maximum battle readiness. During this operation the Case was underway from June 6 until July 14; a period of 39 days, much of it at flank speed. The ship entered Eniwetok Lagoon on July 14 and went into the floating drydock for minor hull repairs. July 20, 1944 found the Case at sea again joining Task Group 58.1 in support of the operations to recapture Guam. The carrier group began strikes against the Bonin Islands on August 4th and 5th. When this operation was completed the Case was detached from the task group to assume patrol and escort duties between Eniwetok and the Guam/Saipan sector. This assignment continued until September 16, 1944. While at anchor at Saipan the Case received orders to take aboard several doctors and Pharmacist Mates with blankets and medical supplies, and proceed at high speed to the southwest to rendezvous with the submarines Sea Lion and Pompanito. We were to assist as needed to care for a group of Allied prisoners of war who were survivors from a torpedoed Japanese troop transport, carrying the Allied prisoners to Japan. When the ship was sunk the escorting Japanese ships refused to pick up any survivors other than their own. They had been adrift for five days before the subs discovered their identity and picked up the 127 survivors remaining. When the Case reached the rendezvous area, the seas were too rough to transfer the survivors in their weakened condition. The medical team and their supplies were transferred to the subs and the Case returned to Saipan on 20 September 1944. During the rest of September and until October 6th, Case served as an escort and patrol vessel in the Mariannas area. On October 6, 1944, as part of Task group 30.2 the ship departed Saipan for the bombardment of Marcus Island. The shelling started early on October 9th, 1944 and continued intermittently the entire day. Return fire was heavy and fairly accurate throughout the bombardment, but the Case was not hit. However, one 3-in. gun salvo straddled the ship with near misses hitting a few yards on either side. The task group returned to Saipan arriving there October 11, 1944. The Case was then ordered to join task group 38.1 under the command of Admiral McCain. Rendezvous made October 16th. The task group then departed for the vicinity of the central Philippines in support of the landings at Leyte. These operations commenced on October 18th, and continued until October 23rd, when the task group was ordered to Ulithi, an advanced base in the western Caroline Islands, for refueling. Orders were received on the morning of the 24th to reverse course and head back to the Philippines at 30 knots. Surface units of the Japanese Fleet were engaging escort carriers under the command of Admiral Sprague. Admiral McCain ordered an air strike at extreme range, knowing that the planes would not have enough fuel to return to the carriers. The Case in company with other destroyers were ordered ahead of the task group at flank speed [36 knots] to reach a point where the planes could ditch, and the airmen could be picked up. About sunset our returning planes were picked up on radar and directed in. Soon the planes started "splashing in" close at hand to the waiting destroyers. The Case picked up several aircrews. Only twelve of our airmen from Task Group 38.1 were lost during this action. The task group returned to Ulithi on October 29, 1944 and remained there until November 8th. A ten-day respite in port didn't happen very often, and the crew made the most of it, performing needed repairs and upkeep. When the landings at Leyte were over, the task of supplying the troops ashore remained. On December 11, 1944 a convoy of supply ships proceeding through Suragio Straits came under a heavy kamikaze attack, one of the first of the war. The destroyer Reid DD 369 was hit by suicide attackers and sunk. The ship was hit between number 3 and 4 guns and the bomb exploded in the after magazine blowing the entire stern of the ship apart. The Reid sank in less than three minutes with 150 survivors. Mention is made of this because the Reid was next to the Case December 7, 1941 at Pearl Harbor. Case and Reid often operated together especially in Alaska during the early months of the war. She was in the truest sense of the word the sister ship of the Case. Another event that will never be found in official historical records or the ship's log occurred during the period of extensive operations [February 1944-December 1944]. One of the ship's two main electric generators threw a turbine blade. This was a major engineering casualty. The normal operating speed for this turbine was slightly more than 10,000 rpm so the damage was severe. Repairs of this magnitude would normally be undertaken only in a Navy yard. To be able to supply the power requirements for full battle readiness, it was necessary that both generators be on the line. Someone remembered that stored away in one of the firerooms was a large crate that had been there since the ship went into commission in 1936. Sure enough! The ship was carrying a spare turbine rotor. The decision was made and permission was granted to attempt this repair underway. Working night and day in extreme heat this difficult and highly technical repair was successfully completed. Harold T. Lyons C.M.M. and Carl 0. West M.M. 1/C deserved commendations for their outstanding achievement, but none were ever forthcoming. The Case joined Task Group 30.2 comprised of heavy cruisers and destroyers for a bombardment of Iwo Jima on November 8, 1944. The task group arrived at Iwo about midnight November 11th, and the bombardment continued until 0130. Return fire was sporadic and inaccurate. The task group then returned to Ulithi arriving there November13, 1944. On November 20, 1944 the Case was assigned to escort Cruiser Division 5 from Ulithi to Saipan where the group was to rendezvous with other ships for another bombardment of Iwo Jima. At 0532 while patrolling at the entrance to Ulithi Atoll, a periscope was sighted between the Case and the exiting cruisers. The sub was definitely identified as an enemy midget submarine. The Case set a collision course for the sub, but it managed to evade the onrushing ship. On the second attempt at ramming the sub apparently did not see the Case as he held a true course for the nearest cruiser. The sub was struck by the bow of the Case abaft of the conning tower on the port side. Parts of the sub were observed going aft on either side of the ship. Case returned to Ulithi where a diver inspected the hull and reported no visible signs of damage. The ship then made a trial run at 30 knots and reported nothing abnormal. However, it was believed that the port propeller was slightly damaged because a short time later it was necessary to remove it for repairs. The Case departed for Saipan on November 22nd, and was assigned to off shore patrol until December 6, 1944. On that date the Case rendezvoused with the cruiser bombardment group and proceeded to Iwo Jima where the task group bombarded the island during the day and without benefit of air cover. The task group returned to Ulithi December 10, 1944. Recreation at Ulithi consisted of the usual two Spam sandwiches and two warm beers, and as a bonus a chance to explore the infamous island, Mog Mog. This island paradise was about one half mile long and a couple hundred yards wide. It was infested with sand fleas and hermit crabs scurrying about. After a brief period of upkeep and recreation, the task group got underway, clearing port on December 16th bound for Saipan, arriving there one day later. On December 22, 1944 Case joined Task Group 94.9 and proceeded north for another daylight bombardment of Iwo Jima. The shelling began at 1300 hours on December 24, 1944. At 1320 hours the Case and the U.S.S. Roe were ordered to pursue an enemy destroyer type ship which was steaming north away from Iwo at high speed. The Case and the Roe gave chase, and steaming at full power slowly closed the distance between the ships. After about two hours of hard steaming the Case opened fire at extreme range. The Roe opened fire soon after. Maximum range for our 5" guns was about 15,000 yards. The Case opened up at 14,600 yards. Aided by an Air Force B-24 bomber spotting our fire, the Case soon scored the first hits on the fleeing enemy. Scoring a hit midships at the waterline slowed the Japanese ship to 14 knots. Both U.S. destroyers quickly closed in and sank the enemy ship with close and effective gunfire. It should be noted here that at the height of the action, all hands who were topside and not actually engaged in firing the guns had their eyes riveted on the enemy ship being blown to pieces by our hard hitting salvos. EXCEPT ONE!!! L.V. Hayes, a seaman 1/C, whose battle station was lookout on the wing of the bridge, was doing the duty assigned him, which was scanning the sea and the sky ahead of the ship and called out a warning at 1552. The Case turned away from the target and a torpedo passed close by on the port side. At 1553 another torpedo passed close by on the starboard side. It was a certainty that had the ship not turned way she would have been hit by both torpedoes and sunk. Seaman Hayes received a commendation; little enough for having saved the ship. The target sank at 1559 with many survivors struggling in the moderately rough sea. The Case drifted in close to the survivors until they were right against the side of the ship. They refused assistance and rejected lifelines that were thrown to them. Cargo nets were put over the side but not one tried to climb aboard. Bogey contacts were picked up on the radar screen, so the Case steamed off at 20 knots to rejoin the task group. During this action the Roe was hit on the bridge by enemy fire, injuring the Commanding Officer and other personnel in the immediate area, but there were no fatalities. It was noted that there were an inordinately large number of survivors in the water for the size of the ship. It was reported later that the enemy ship was being used as a high-speed transport, and was carrying a load of soldiers to Iwo Jima. On the return trip to Saipan the Case developed excessive vibration in the port propeller shaft. Repairs were accomplished at Saipan which had become a major advance base. The ship left port again on January 22, 1945 in company with a task group that included two pre-war battleships. They were excellent platforms for heavy pre-invasion bombardments that would soon take place. The first shelling that involved battleships took place January 24, but the Case was assigned to anti-submarine security patrol during the bombardment. The task group then headed south with the Case breaking off for Saipan while the battleships and their escorts continued on to Ulithi. The ship arrived back at Saipan February 2, 1945. Operational data for February and March of 1945 was missing from the logs that were available to the author. I know that the Case was at anchor at Saipan February 12 through February 15, 1945, because your "historian' received orders to report to the Receiving Ship, Treasure Island, San Francisco, California, FFT (for further transfer) on February 12th. I left the Case the next day after 5 years and 2 months aboard. I reported to the Receiving Station at Saipan, and made arrangements to catch a Military Air Transport Service (MATS) PB4Y flying boat to Honolulu. We left Saipan at 0600 on the 14th. As we left the plane flew right over the Case. As I looked down at her trim lines, a wave of nostalgia came over me. After all she had been my home and a good one for more than five years. I settled down for the 24 hours flight to Honolulu. I dreamed of the reunion with wife and family soon to come. After the operations that involved the assault and occupation of Iwo Jima the Case was relegated, more or less, to rear echelon duties. There were long periods at sea performing escort duties, manning radar picket stations, anti submarine patrol and air-sea rescue duty. New and larger destroyers with more firepower were being assigned to the fast carrier task groups and ground support and radar picket stations around Kinawa. However, several incidents occurred that broke the routine and kept life from getting too boring. For more than a month the Case remained at sea during an extended period of anti submarine patrol, air-sea rescue, and radar picket duty in the Saipan/Iwo Jima sector. On April 17, 1945 the Case was ordered out to investigate a surface radar contact. Investigation found the contact to be Japanese hospital ship. It was allowed to proceed unmolested. On May 27th, the ship rescued 2nd Lt. Dale E. Ellis, an Army Air Force B-24 bomber pilot who had been in the water since May 14th, a total of 13 days. He was suffering from salt-water sores, dehydration, and exhaustion. He was transferred to Army medical facilities at Iwo Jima. The Case bombarded Kita Iwo Jima on May 30, 1945. The ship encountered no opposition or return fire. On June 7th, the Case recovered 2nd Lt. W.J. Wajtaszek A.A.F. of the 21st Fighter Group, 46th Fighter Squadron. He was transferred to the Army Medical Facility at Iwo Jima. The Case was on radar picket station, 320 degrees true, 60 miles from Mt. Suribachi when the enemy surrendered August 15, 1945. A fitting climax to Case's fine war record was when she was ordered to Chichi Jima to accept and supervise the terms of surrender of the Japanese forces on the Bonin Islands. On September 2, 1945, the Case in company with the U.S.S. Dunlap DD 384 departed Iwo Jima and arrived off Tatsumi Wan, Chichi Jima at 0845 September 3, 1945 to accept the surrender of the Japanese forces in the Bonin Islands. The Case patrolled close at hand, while Commodore Magruder USN accepted the surrender of the enemy forces. Departed Chichi Jima at 1155, the same day, inroute to Iwo Jima, arriving there at 1700. At 2200 (10 PM) underway again as a task group with Commander R.S. Willey in U.S.S. Case as task group commander. Arrived off Futami Ko, Chichi Jima at 1145 September 4, 1945 and our minesweepers commenced sweeping operations to clear the harbor area of mines. On the evening of the 7th it was reported that a safe channel had been swept, and entry to Futomi Ko was made by the Case at 0834, September 8, 1945. The Captain of the Case, Commander R.S. Willey assumed duties as S.O.P.A. (Senior Officer Present Afloat), and Commander Naval Occupation Forces, Chichi Jima. At 1226 the U.S.S. Dunlap carrying Captain H.P. Smith moored alongside the Case and the Japanese liaison group reported aboard the Dunlap for the first conference. At 1625 the Dunlap with Captain Smith aboard departed for Iwo Jima. The Japanese liaison party reported aboard the ship daily at 0900. They had been ordered to repair the airfield, clear the harbor of wreckage, repair navigational aids, and set buoy markers and to dispose all explosives in 100 fathom of water. No trouble of any kind was encountered in dealing with the Japanese, who were fully cooperative. The entire crew of the Case was able to acquire souvenirs provided by the Japanese. Swords, pistols, and rifles were distributed to the crew according to rank and rating. The Japanese garrison totaled more than 22,000 well-armed and well-trained troops, all willing to fight to the death for their Emperor. The leap frog strategy of the U.S. high command saved thousands of lives, for both sides, by isolating entire sectors of enemy held territory. It was estimated that an assault on Chichi Jima would have been as costly as was Iwo Jima. On September 19, 1945, Commander C.R. Kear USN, Commanding Officer of the U.S.S. Trippe DD 403 assumed command of the U.S. Naval Occupation Forces, Chichi Jima. The Case left the area the same day for Iwo Jima. She arrived there at 1730, stopping only long enough to fuel and to receive passengers aboard. Case got underway for the United States at 2155. The ship had last departed the U.S. January 19, 1944, and returned to San Pedro, Ca. October 16, 1945; a total of 21 months of almost continuous sea duty. The Case left the west coast and continued on through the Panama Canal up to New York City where she anchored in the Hudson River for the Presidential Review by President Truman on Navy Day, 1945. After a brief stay in New York City the ship departed for the Norfolk, Va. Navy Yard for decommissioning. The U.S.S. Case DD-370 was decommissioned December 13, 1945. She served her country, manned by a crew without peer, for nine years and three months. By a SupShips directive effective December 1947 the ship was disposed of by sale. -------------------------------------------------------------------------------- Epilogue -------------------------------------------------------------------------------- On the preceding pages you have read about the travels and trials of the U.S.S. Case and her crew. These pages tell the story of strength and the devotion to duty of the men who served on her. They faced weeks and months of utterly boring routine, punctuated by brief periods of excitement and sometimes terror, with no prospect of any change in the foreseeable future. However, to build a framework that will help the reader gain a better perspective of which has been documented in these pages, here are some facts and figures that will emphasize the truly extraordinary achievements of the Case, her crew, and especially her engineering department. The following statistics were compiled by Ensign Kaplan who was Assistant Engineering Officer when the Case was put Out of commission at the Norfolk Navy Yard. From December 7, 1941 until December 13, 1945 the Case steamed 321,570 miles or almost 13 times around the world. During six separate months the Case steamed more than 10,000 miles, and during February, 1944, which was a 28 day month she steamed 11,751 miles for an average 17 1/2 miles per hour, every hour for the entire month. This amounts to 420 miles a day. The Case, never once, due to an engineering breakdown, failed to meet a deployment schedule. As a fitting climax to its performance, which rivals that of any other ship, the Case steamed 12,000 miles from the Bonin Islands via Iwo Jima, the Marshall Islands, Pearl Harbor, San Pedro, California, the Panama Canal, and on to New York City. This is a tribute to the people who back in the 1930's designed and built the engineering plant, and to sailors who operated and maintained it. The Case was awarded seven battle starts on the Asiatic Pacific Service Medal for the following engagements. Pearl Harbor..December 7, 1941 Marshall Islands29 Jan. - 2 Mar.1944 Asiatic/Pacific Raids.30 Mar. - 9 Oct.1944 Includes assaults on: Palau, Yap, Ulithi, Woleai, Truk, Satawas, Ponape, The bombardment of Marcus Island Hollandia Operations.21 April - 1 June 1944 Mariannas Operations..11 June - 15 Aug.1944 Includes assaults on: Saipan, Tinian, and Guam, Battle of the Philippine Sea, The Boninin Island Raids The assault of Luzon & Leyte15 Oct. - 25 Nov.1944 Iwo Jima Operation 11 Nov. - 16 Mar.1945 The U.S.S. Case also earned the Navy Occupation Service Medal for the period 2 September to 1 November 1945. During surface engagements with the enemy the ship sank an enemy destroyer north of Iwo Jima December 24, 1944. On March20, 1944 Case rammed and sank an enemy midget sub. One merchantman was claimed sunk by the ship during the bombardment of Kiska on August 7, 1942. The Case participated in nine shore bombardments of enemy held islands. The Case did not incur any damage to the ship, nor have any personnel casualties due to hostile action. From December 7, 1941 the Case fired 6,616 rounds of 5" shells, 7,905 rounds of 40 MM ammunition and 50,246 rounds of 20 MM ammunition. The war record of the Case was not spectacular when compared to some of the other destroyers that survived the war, but she performed all tasks that were assigned her, and did them well. She served her country to the highest traditions of the Naval Service.