The Sullivans DD- 637 - História

The Sullivans DD- 637 - História


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The Sullivans
(DD-637: dp. 2.060, 1. 376'6 ", b. 39'7", dr. 13'9 "; s. 35,2 k., Cpl. 329; a. 5 6", 10 40 mm., 7 20 mm., 10 21 "tt., 6 dcp., 2 dct .; cl. Fletcher)

O Sullivans (DD-637) foi estabelecido como Putnam em 10 de outubro de 1942 em San Francisco, Califórnia, pela Bethlehem Steel Co .; renomeado The sullivanB em 6 de fevereiro de 1943; lançado em 4 de abril de 1943; patrocinado pela Sra. Thomas F. Sullivan, a mãe dos cinco irmãos Sullivan, e encomendado em 30 de setembro de 1943, Comdr. Kenneth M. Gentry no comando.

Após o shakedown, os Sullivans começaram com Dortch (DD-670) e Galling (DD-671) em 23 de dezembro e chegaram a Pearl Harbor cinco dias depois. Durante as operações de treinamento em águas havaianas, o navio foi designado para Destroyer Squadron (DesRon) 62. Em 16 de janeiro de 1944, ele partiu de Pearl Harbor com o Grupo de Tarefa (TG) 58.2, com destino às Ilhas Marshall. A caminho do Atol de Kwajalein, o grupo foi acompanhado pela Battleship Division (BatDiv) 9. Dois dias depois, quando os navios de guerra americanos se aproximaram de seu alvo, piquetes foram enviados à frente para proteger a força principal do inimigo.

Em 24 de janeiro, o TG 58.2 chegou ao ponto de lançamento ao amanhecer para ataques aéreos contra Roil. Por dois dias, o sullivanB exibiu Essex (CV-9), Intrepid (CV11) e Cabot (CVL 22) enquanto lançavam ataques aéreos quase contínuos. Posteriormente, o contratorpedeiro continuou suas operações ao norte e noroeste das ilhas Roi e Namur no grupo Kwajalein até 4 de fevereiro, quando o TG 58.2 se retirou para Majuro para reabastecer e reabastecer.

Em andamento ao meio-dia do dia 12, os Sullivans exibiram a surtida do TG 58.2, com destino a Truk. Os mesmos porta-aviões cujos aviões haviam explodido Roi e Namur viajavam na van - Essex, Intrepid e Cabot - agora se dirigiam para a base da fortaleza japonesa no Pacífico Central. A partir do momento em que o grupo chegou ao seu ponto de lançamento em 16 de fevereiro, os porta-aviões lançaram o que parecia ser ataques aéreos quase contínuos contra Truk. "Nenhuma oposição inimiga de qualquer tipo foi encontrada", escreveu o comandante dos Sullivans, "indicando que os ataques iniciais foram uma surpresa completa."

Embora o inimigo possa ter demorado para reagir no início, eles logo contra-atacaram - torpedeando o Intrepid às 0010 do dia 17. O porta-aviões reduziu a velocidade para 20 nós e perdeu o controle de direção. Os Sullivans, Owen (DD-536) e Stembel (DD-644) ficaram ao lado da transportadora atingida e a escoltaram até Majuro para reparos. Atingindo Majuro em 21 de fevereiro, o destróier logo navegou para o Havaí, chegando a Pearl Harbor em 4 de março para docagem seca e manutenção.

Em andamento novamente no dia 22, o SullivanB cobriu a surtida dos 58,2, 58,9 e 50,15 do TG de Majuro, com destino às Ilhas Palaus, Yap e Woleai. Na noite do dia 29, enquanto os navios de guerra americanos se aproximavam da área-alvo, aviões inimigos os atacaram, mas foram expulsos pelo fogo antiaéreo dos navios. No dia seguinte, o SUtIiVa? ZB examinou os porta-aviões durante os ataques aéreos e naquela noite ajudou a repelir um ataque aéreo japonês.

Depois de retornar a Majuro para reabastecimento, o navio de guerra rastreou TG 68.2 durante ataques aéreos em Hollandia, Tanahmerah, Wakde e Aitape para apoiar operações anfíbias na Nova Guiné. No final de abril, o SullivanB participou do apoio a ataques aéreos na base japonesa de Truk. No dia 29, durante um desses ataques, os japoneses retaliaram com um ataque aéreo de baixa altitude. O radar americano detectou quatro aviões japoneses a 25 quilômetros de distância, vindo rapidamente em altitudes que variam de 3 a 500 pés. Quando os aviões chegaram ao alcance, Tha Sullivans abriu com uma montagem dupla de 40 milímetros e cinco canhões de 5 polegadas. Dois aviões caíram no mar devido ao disparo dos navios americanos, e um cruzamento à frente do waB sullivanB foi levado sob fogo e caiu em chamas de seu feixe de bombordo.

Os sullivans chegaram ao largo da costa noroeste de Ponape na tarde de 1º de maio e forneceram cobertura para os navios de guerra liderados por lowa (BB-61) que bombardearam a ilha. Do lado desligado da tela, o sullivanB disparou 18 tiros de alcance extremo em Tumu Point. Ela então notou três barcos de desembarque japoneses encalhados e mudou seu fogo para eles. No entanto, ela recebeu a ordem geral de cessar-fogo logo em seguida.

Durante a aposentadoria da unidade de tarefa, os sullivans reabasteceram de Yorktown (CV-10) e chegaram a Majuro em 4 de maio. Dez dias depois, o TG 58.2 fez uma nova surtida - com destino às ilhas Marcus e Wake. Lançando o primeiro ataque às 8h00 do dia 19, os porta-aviões americanos mantiveram ataques aéreos quase contínuos, sem interrupções do inimigo, por três dias. No caminho de volta para Majuro, os Sullivans e seus destróieres irmãos conduziram uma busca completa, mas sem sucesso, por um suposto submarino.

Em 6 de junho, o The Sullivans começou novamente, com destino a Saipan, Tinian e Guam, para proteger os porta-aviões na realização de ataques aéreos. No oecaSiOn, enquanto na tela, o radar dos Sullivans detectou "bisbilhoteiros" inimigos ao redor da periferia da formação - e antes do amanhecer às 03h15 do dia 12, o TG 68.2 abateu um deles em chamas.

Os ataques do segundo dia contra Saipan ocorreram no dia 13 para apoiar os desembarques americanos ali. Designados para o dever de estação de comunicação entre as forças-tarefa, os Sullivans permaneceram dentro da distância visual de ambos os 58.1 e 58.2 do TG durante o dia. Naquele dia, ela pegou 31 marinheiros mercantes japoneses depois que seu navio foi afundado na costa e transferiu esses prisioneiros para a nau capitânia Indianápolis (CA-35).

No dia 19, aeronaves jananesas atacaram o grupo de trabalho. Os Sullivans pegaram um avião visualmente a uma distância de ._ss de cinco milhas. "Judies", mergulhando de 23.000 pés, pressionou seus ataques. Um deles, levado sob o fogo dos Sullivans, foi disparado pelas baterias de 20 e 40 milímetros da nave e, momentos depois, caiu bem perto do horizonte. Os ataques aéreos americanos contra a Ilha Pagan, feitos sem retaliação inimiga, culminaram com os ataques Saipan-Tinian-Guam; e os Sullivans procederam com TG 58.2 para Eniwetok para manutenção.

Em andamento em 30 de junho, os Sullivans retomaram o trabalho na tela de porta-aviões lançando ataques aéreos para apoiar as operações contra Saipan e Tinian. Durante esta ação, o Sullivans serviu como navio de direção de caça para o TU 58.2.4.

No Dia da Independência, os Sullivans se juntaram à Unidade de Bombardeio Um (TU 58.2.4) para conduzir um bombardeio em terra de aeródromos, baterias de terra e outras instalações na costa oeste de Iwo Jima. Os navios pesados ​​do grupo abriram fogo às 1500, e a fumaça e a poeira logo obscureceram os alvos ao longo da costa oeste da ilha, dificultando a localização. O Sullivans, segundo navio em uma coluna de contratorpedeiros, abriu fogo em 1648 contra aviões estacionados na pista sul. Após três salvas de alcance, o navio começou a atingir o "Bettys" bimotor estacionado em revestimentos ao longo da faixa. Cinco aviões explodiram, e oito outros aviões provavelmente foram danificados por estilhaços e queima de gasolina. Minutos depois, um navio inimigo semelhante a um LST foi atingido pelos tiros dos Sullivans e pegou fogo pela popa. Enquanto o Miller (DD-535) fechava para completar a destruição do navio inimigo, os Sullivans e o restante da unidade de bombardeio se retiraram e se juntaram ao TG 58.2.

De 7 a 22 de julho, o TG 58.2 operou ao sul e oeste das Marianas, realizando ataques aéreos diários nas ilhas de Guam e Rota antes de retornar a Garapan Anchorage, Saipan, para permitir que os porta-aviões reabastecessem as bombas. A caminho na madrugada do dia 23, os Sullivans acompanharam o grupo de trabalho enquanto ele acelerava em direção ao Palaus para ataques aéreos nos dias 26 e 27. Ela se juntou ao TG 58.4 para serviço temporário em 30 de julho e continuou os ataques aéreos até 6 de agosto, quando se juntou ao TG 58.7, o grupo de bombardeio pesado, e operou com o TF 34 até 11 de agosto, quando o grupo retornou a Eniwetok para reabastecimento.

No início de setembro, enquanto a Marinha se preparava para tomar o Palaus, os Sullivans apoiaram ataques aéreos neutralizantes contra bases aéreas japonesas nas Filipinas. Na madrugada do dia 7, ela deu início ao piquete de radar para o TG 38.2 e continuou a tarefa através das greves dos dias 9 e 10. De 1800 em 12 de setembro, os navios notaram um aumento na atividade aérea - observando muitos bogies que apenas orbitavam as formações como bisbilhoteiros. Os porta-aviões conduziram novos ataques ao centro das Filipinas nos dias 13 e 14 e, em seguida, mudaram o curso para o norte para sujeitar Manila a ataques aéreos com início no dia 21. Três dias depois, aviões americanos atingiram novamente o centro das Filipinas.

Retornando ao porto de Tanapag, Saipan, na madrugada do dia 28, os Sullivans foram ao lado de Massachusetts (BB-59) para munição, provisões e manutenção de rotina. No entanto, as ondas cruzadas no ancoradouro varreram os Sullivans com força contra a pele de aço do encouraçado, danificando o casco e a superestrutura do destruidor. Após uma breve missão de patrulha anti-submarino, ela foi para Ulithi em 1º de outubro.

Enquanto passavam por reparos delicados ao lado de Dixie, os Sullivans formavam parte de um ninho de destruidores. Eles foram levados para longe do barco durante uma forte tempestade que atingiu o ancoradouro. Os Sullivan derivaram livremente na direção do vento e ganharam força "com pressa". No entanto, ela colidiu com Uhlmann (DD-687). Muitos barcos pequenos estavam sendo sacudidos, e os Sullivans resgataram quatro homens do show de Stockham antes que ele desaparecesse sob as ondas. Quando a tempestade diminuiu no dia 4, o navio de guerra voltou para Ulithi para completar a revisão abreviada do concurso ao lado de Dicie.

Em 1615 em 6 de outubro, os Sullivans fizeram uma surtida com os porta-aviões e os protegeram durante ataques contra alvos em Formosa e Ryukyus. Na noite do dia 12, quando os aviões retornaram aos porta-aviões, o radar avistou o primeiro de muitos aviões japoneses descendo do norte. Nas seis horas seguintes, aproximadamente 50 a 60 aeronaves japonesas sujeitaram a força-tarefa americana a ataques aéreos contínuos. Quase 45 minutos após o pôr do sol, os Sullivans avistaram um "Betty", vindo baixo a estibordo, e atiraram nele. Durante os 15 minutos seguintes, a formação à qual o The Sullivans estava anexado derrubou três aviões entre 1856 e 1954, o próprio destruidor levou cinco aviões sob fogo. Variando a velocidade entre 18 e 29 nós, a formação realizou oito manobras de emergência. Repetidamente, voltas oportunas e o grande volume de tiros disparados pelos navios repeliram os ataques aéreos inimigos.

A segunda fase do ataque começou em 2105 no dia 12 e continuou até 0235 no dia 13. Os japoneses aumentaram o uso de "janela" para interferir nas transmissões do radar americano enquanto seus sinalizadores iluminavam a noite com uma luz fantasmagórica. A formação fazia fumaça sempre que aviões lançadores de sinalizadores inimigos se aproximavam, criando um efeito de névoa assustador que ajudou a confundir os pilotos inimigos. Enquanto isso, os Sullivans e os outros navios em formação executaram 38 movimentos de curva simultâneos a velocidades entre 22 e 25 nós, enquanto seus canhões mantinham um fogo constante para repelir os atacantes.

No dia seguinte, os porta-aviões novamente lançaram ataques bem-sucedidos em Formosa. Durante a aposentadoria noturna que se seguiu, a formação novamente foi atacada por torpedos japoneses carregando "Betties", que desta vez atacaram e danificaram Canberra (CA-70). Os Sullivans então ajudaram a proteger o cruzador danificado. No dia 14, os torpedeiros "Betty" marcaram contra Houston (CW-81). Os Sullivans Boon se juntaram à tela que protegia os dois cruzadores golpeados pela batalha enquanto eles se retiravam em direção a Ulithi.

As coisas progrediram bem até o dia 16, quando os japoneses montaram um pesado ataque aéreo para tentar acabar com os "aleijados". Houston cambaleou sob o impacto de um segundo golpe de popa, e os Sullivans abriram fogo contra o "Frances" que havia feito o ataque e espirrou no avião japonês. Os Sullivans e Stephen Potter (DD-538) pegaram um segundo "Frances" sob o fogo e o derrubaram da proa de Santa Fé (CL-60).

O Sullivane resgatou 118 homens de Houston e os manteve a bordo até o dia 18, quando os transferiu para Boston (CA-69). Enquanto os cruzadores danificados se dirigiam para Ulithi, uma força de superfície japonesa tentou fechar a formação antes que o TF 38 interviesse para trazê-los de volta. Os Sullivans transferiram equipamentos de salvamento para Houston e ajudaram com os muitos feridos do navio. Por sua parte na direção das tentativas de resgate e salvamento do destruidor, Comdr. Richard J. Baum recebeu sua primeira Estrela de Prata.

Em 20 de outubro, os Sullivans se juntaram ao TG 38.2 para ataques aéreos programados no centro das Filipinas em apoio aos desembarques de Leyte. Na madrugada do dia 24, o reconhecimento localizou uma força de superfície japonesa ao sul de Mindoro, e os porta-aviões americanos lançaram ataques aéreos o dia todo contra os navios de guerra inimigos. Naquela manhã, um ataque aéreo japonês se desenvolveu, e o Sullivan abateu um caça "Oscar".

Em 25 de outubro, as forças inimigas foram avistadas descendo do norte, o TF 34, incluindo o The Sullivans, foi formado e dirigido para o norte, seguindo os grupos de porta-aviões em TF 38. Na madrugada do dia 26, os porta-aviões lançaram ataques aéreos para assediar a superfície japonesa unidades, agora cerca de 60 milhas ao norte. Em 1100 TF 34 inverteu o curso, completou os contratorpedeiros com combustível e formou o grupo de ataque rápido TG 34.5 com lowa (BB61), New Jerseg (BB-62), três cruzadores leves, The Sullivans e sete outros contratorpedeiros. A força americana errou os japoneses por três horas, mas cruzou com um retardatário e relatou o afundamento de um cruzador da classe Atago. Os registros japoneses não confirmam a afirmação.

Depois de varrer para o sul ao longo da costa de Samar, caçando "aleijados" inimigos, os Sullivans e outra unidade do TG 34.5 reportaram ao TG 38.2. O contratorpedeiro então permaneceu na área filipina, examinando os porta-aviões rápidos e aguardando nas tarefas de guarda do avião, até meados de novembro. Ao anoitecer do dia 19, durante um dos muitos ataques aéreos travados pelos Sullivans, o destruidor danificou um "Betty" com tiros e o viu desaparecer no horizonte, fumegando, mas permanecendo obstinadamente no ar. Seis dias depois, ela teve melhor sorte quando suas armas incendiaram um avião japonês e o jogaram no mar. Dois dias depois, seu grupo de trabalho voltou a Ulithi.

O destróier realizou exercícios de treinamento de 8 a 11 de dezembro antes de retornar ao TG 38.2 para examinar seus navios de guerra durante os ataques aéreos a Manila e ao sul de Luzon, começando em 14 de dezembro. No dia 17, com pouco combustível, o The Sullivans começou o reabastecimento, mas, com o clima piorando minuto a minuto, ela interrompeu a operação. Um tufão varreu a Frota, com o vento cronometrado em cerca de 115 nós na manhã de 18 de dezembro. Três destróieres foram afundados e vários navios danificados pelos ventos e ondas. Os Sullivans - ajudados pelo "trevo da sorte" pintado em seu funil - emergiram do tufão ilesos e, no dia 20, começaram a procurar por homens perdidos de outros navios no mar. O mau tempo persistente resultou no cancelamento dos ataques aéreos, e os Sullivans retiraram-se para Ulithi na véspera de Natal.

Após uma breve corrida de ida e volta para Manus, escoltando lowa, os Sullivans fizeram uma surtida de Ulithi em 30 de dezembro para rastrear os ataques aéreos do TG 38.2 em Formosa em apoio aos pousos americanos em Luson. O mar agitado forçou um adiamento de três dias de um ataque de alta velocidade em direção ao alvo originalmente planejado para a noite de 6 de janeiro de 1945. Durante a noite do dia 9, a força-tarefa passou pelo Canal de Bashi e entrou no Mar da China Meridional. Três dias depois, aviões porta-aviões do TG 38.2 varreram Saigon e a baía de Camranh, na Indochina, atacando qualquer navio mercante inimigo que encontrassem.

Logo após a conclusão dos ataques aéreos, um grupo de bombardeio, TG 34.5, foi formado para ir atrás de possíveis "aleijados" e despachá-los com tiros de superfície. Conseqüentemente, dois navios de guerra, dois cruzadores pesados, três cruzadores leves e 15 destróieres correram para a baía de Camranh, mas descobriram que ela estava desprovida de navios japoneses. Ao longo do dia, no entanto, os pilotos de porta-aviões tiveram mais sorte e desfrutaram de um verdadeiro "dia de campo" com o ecastal marus. Durante os ataques aéreos subsequentes na Ilha de Hainan, Hong Kong e Formosa, os Sullivans serviram em um piquete de radar 10 milhas à frente do grupo de tarefa.

Uma breve pausa para manutenção em Ulithi no final de janeiro precedeu a implantação do navio com o TG 58.2, cobrindo os porta-aviões enquanto lançavam ataques aéreos devastadores contra a própria pátria japonesa, atingindo Tóquio e outros alvos em Honshu em 16 e 17 de fevereiro. De 18 a 21, o poder aéreo baseado em porta-aviões americano atacou posições japonesas contestando os pousos em Iwo Jima. Mais greves foram programadas para Tóquio quatro dias depois, mas o mau tempo forçou seu cancelamento. Retirando-se da área, o TF 68 abasteceu e começou uma corrida de alta velocidade em Okinawa ao meio-dia de 28 de fevereiro. Mais tarde naquele dia, os Sullivans avistaram e destruíram uma mina à deriva. Na madrugada de 1º de março, Hellcats, Avengers, Dauntlesses e Helldivers atacaram as posições japonesas em.Okinawa. Os navios da força-tarefa não encontraram oposição do mar ou do céu e logo se retiraram em direção a Ulithi.

Os Sullivans fizeram uma surtida 12 dias depois, com destino a Kyushu e ao sul de Honshu para apoiar a invasão de Okinawa. Mais uma vez exibindo o TG 68.2, os Sullivans aguardaram enquanto as transportadoras lançavam ataques aéreos em 14 de março. Em 20 de março, os Sullivans abasteceram da Enterprise (CV-6) em 1152, liberando o lado do porta-aviões cinco minutos depois, quando um alerta kamikaze enviou os navios apressados. Em 1439, os Sullivans começaram a manobrar para ir ao lado da Enterprise novamente - desta vez para pegar uma peça para sua antena de radar FD. Logo, porém, outro ataque aéreo inimigo espalhou os navios. Como a linha ainda não havia sido lançada ao porta-aviões, os Sullivans aumentaram a velocidade e liberaram-na enquanto outras naves do grupo de trabalho abriam fogo contra os atacantes. Um avião japonês mergulhou através do fogo antiaéreo e colidiu com Halse1y Powell (DD-686) à popa enquanto o contratorpedeiro abastecia ao lado de Hancock (CV19). O contratorpedeiro atingido perdeu o controle de direção e começou a desviar-se da proa do grande porta-aviões, e apenas uma manobra rápida e radical por parte de Hancock evitou uma colisão.

Os Sullivans logo fecharam Halsey Powell para prestar assistência emergencial. Ela diminuiu a velocidade até parar 11 minutos depois e abaixou sua baleeira a motor para transferir seu oficial médico e companheiro de farmacêutico para Halsey Powell, quando outro kamikaze saiu dos céus aparentemente inclinado a colidir com os Sullivans. Em 1610, o radar do destróier detectou o "Zeke" em sua abordagem e, assim que o baleeiro a motor saiu da água, o Sullivan saltou à frente com todos os motores impulsionando em velocidade de flanco.

Trazendo o leme direito, os Sullivans manobraram radicalmente enquanto seus canhões de 20 e 40 milímetros lançavam torrentes de projéteis no "Zeke", que passou 30 metros acima do mastro e escapou. Enquanto isso, Halsey Powell conseguiu atingir um curso constante a cinco nós; e, com os Sullivans, ela se retirou em direção a Ulithi. No entanto, seus problemas ainda não acabaram. Às 1046 do dia seguinte, 21 de março, os Sullivans pegaram um avião, fechando a partir de 15 milhas. Visualmente identificada como uma "Frances" bimotora, a aeronave foi atingida por fogo a 10.000 jardas pela bateria de 5 polegadas dos Sullivans. Halsey Powell também se juntou a ela e, em poucos meses, a "Frances" caiu no mar a cerca de 3.000 jardas ao lado do The Sullivans. Em 1250, uma patrulha aérea de combate (CAP) Helleat de Yorktown, sob a direção de Halsey Powell, espirrou outro "Frances". Às 13h20, um CAP Helleat da Intrepid, dirigido pelos Sullivans, derrubou um "Nick" ou "Dinah".

Em 25 de março, os Sullivans e Halsey Powell chegaram a Ulithi, o primeiro para manutenção antes dos exercícios de treinamento e o último para reparos de batalha.

Em seguida, o navio de guerra se encontrou com o TF 68 ao largo de Okinawa e protegeu os porta-aviões que apoiavam os desembarques na ilha. Enquanto operava em serviço de piquete de radar no dia 15, o navio sobrevoou o ataque aéreo inimigo, mas abateu um avião e saiu ileso. Ela continuou a desobstruir as patrulhas de piquete de radar para o grupo-tarefa, variando de 12 a 40 milhas fora do corpo principal da força. Na tarde de 29 de abril, ela começou a abastecer de Bunker Hill, mas um alerta kamikaze interrompeu o reabastecimento, forçando os Sullivans a fugir do lado do porta-aviões. Durante a ação que se seguiu, Hazelwood (DD-531) e Haggard (DD-555) foram atingidos por aviões suicidas japoneses, mas sobreviveram.

Os Kamikazes continuaram a atormentar os navios do TG 58.3 enquanto apoiavam as tropas que lutavam em terra em Okinawa. Tudo, desde embarcações de desembarque a navios de guerra, era um jogo justo para os pilotos japoneses determinados a morrer por seu imperador em um incêndio de glória. Na manhã de 11 de maio, um kamikaze colidiu com o Bunker Nill. Os Sullivans prontamente fecharam o porta-aviões para prestar assistência e recolheram 166 sobreviventes. Depois de transferi-los para navios em TG 50.8 e reabastecer seus bunkers de combustível, ela ajudou a filtrar o TG 58.3 durante ataques aéreos em Kyushu.

Em um ataque aéreo matinal três dias depois, o galante velho guerreiro Enterprise foi atingido por um kamikaze. Quatro aviões inimigos foram abatidos no corpo a corpo - um dos Sullivans no que provou ser sua última ação de combate durante a Segunda Guerra Mundial.

Os Sullivans ancoraram na Baía de San Pedro, Golfo de Leyte, em 1º de junho para recreação e manutenção. Ela partiu de Leyte no dia 20, com destino, via Eniwetok e Pearl Harbor, para a costa oeste. O contratorpedeiro chegou a Mare Island, Califórnia, em 9 de julho e, dois dias depois, fez uma revisão. Ela, portanto, perdeu a atividade final da frota, que desceu a cortina no último aet da guerra. Desgastado por uma série de golpes desferidos por seapower ameriean e atordoado pelo poder destrutivo quase ilimitado de duas bombas atômicas, o Japão capitulou em 15 de agosto, encerrando a guerra.

Enquanto isso, uma vez que o retorno da paz reduziu enormemente a necessidade de navios de guerra da Marinha, o Sullivana foi descomissionado em San Diego em 10 de janeiro de 194 - logo após sua revisão ser concluída - e ele foi colocado na Frota da Reserva do Pacífico.

O destruidor permaneceu lá até maio de 1951, quando começou o trabalho de reativação que o preparou para o recomissionamento em 6 de julho de 1951. O destruidor logo rumou para o sul, transitou o Canal do Panamá e avançou para o norte até seu porto de origem, Newport, RI. Durante o inverno de 1951 e 1952, o navio de guerra conduziu exercícios de treinamento na costa leste e no Caribe.

No final do verão de 1952, os Sullivans partiram de Newport em 6 de setembro, com destino ao Japão. Seguindo pelo Canal do Panamá, San Diego, Pearl Harbor e Midway, ela chegou a Sasebo em 10 de outubro, mas começou no dia seguinte para se juntar à Força-Tarefa 77 na costa leste da Coréia. O navio serviu na tela dos porta-aviões rápidos que lançavam ataques aéreos repetidos para interditar as linhas de abastecimento do inimigo e apoiar as forças terrestres das Nações Unidas que lutavam contra os comunistas. Permanecendo nesta função até o dia 20, os Sullivans viajaram para Yokosuka, no Japão, para uma breve reforma.

Depois de um cruzeiro para Buckner Bay, Okinawa, os SuUivans voltaram ao TF 77 em 16 de novembro para retomar as atividades de triagem e de guarda de avião. Ela apoiou os porta-aviões enquanto eles atacavam as linhas de abastecimento norte-coreanas, aproximando-se a 75 milhas da base soviética em Vladivostok. Os caças MiG-15 se aproximaram da força-tarefa, mas a patrulha aérea de combate Grumman F9F "Panthers" derrubou dois dos atacantes e danificou um terceiro no primeiro combate da história entre caças a jato sobre a água.

O contratorpedeiro voltou a Sasebo em 5 de dezembro. Em 14 de dezembro, ela se juntou às forças das Nações Unidas bloqueando as costas coreanas - interditando o tráfego marítimo e bombardeando alvos costeiros para apoiar as tropas terrestres das Nações Unidas e para interditar as operações de abastecimento do inimigo. Chegando na Área "G" no dia seguinte, os Sullivans fizeram contato com o inimigo no dia 16 ao largo de SongJin, um importante terminal ferroviário e centro de suprimentos. Nos dias seguintes, ela bombardeou trens e túneis e freqüentemente abria fogo para destruir o material rodante e depósitos da ferrovia e evitar reparos em trilhos e edifícios.

No dia de Natal de 1952, quando os Sullivans acertaram em cheio uma ponte ferroviária, ela foi tomada sob fogo de artilheiros comunistas em terra. Cinquenta tiros de canhões inimigos não conseguiram tocar o navio, embora quase-misses tenham derramado estilhaços no convés do navio. O fogo da contra-bateria do navio destruiu pelo menos uma das problemáticas baterias da costa.

Os Sullivans partiram de Yokosuka em 26 de janeiro de 1953. No caminho para casa, o navio de guerra chegou à Baía de Buckner; em Hong Kong; Subic Bay; Cingapura; Colombo, Ceilão; Bombay, Índia; Bahrein; e Aden, antes de navegar pelo Mar Vermelho, transitar pelo Canal de Suez e prosseguir via Nápoles para Cannes, França. Após uma breve parada para abastecimento em Gibraltar, o navio de guerra chegou a Newport em 11 de abril.

O contratorpedeiro operou em seu porto de origem bem no verão de 1953, antes de se deslocar para o Mediterrâneo para uma viagem de serviço com a 6ª Frota. Ela permaneceu nesta função até o final do ano e retornou a Newport em 3 de fevereiro de 1954 para operações na costa leste e no Caribe até maio de 1955. Ela novamente se deslocou para águas europeias e mediterrâneas de maio a agosto daquele ano antes de retornar para Newport no final do verão.

Nos anos que se seguiram, o SullivanR continuou alternando as operações na costa leste com implantações no Mediterrâneo. O verão de 1958 viu uma ameaça comunista à segurança do Líbano, e o presidente Dwight D. Eisenhower ordenou que navios americanos desembarcassem tropas ali para proteger os americanos e ajudar a estabilizar a situação tensa. Os Sullivans apoiaram os desembarques de fuzileiros navais em Beirute, no Líbano. Depois que sua presença dissipou a crise, ela voltou aos Estados Unidos para uma revisão de três meses no estaleiro naval e subsequente treinamento de reciclagem na Baía de Guantánamo, Cuba. De volta a Newport em março de 1959, os Sullivans se juntaram a um grupo de caçadores / assassinos baseado no Lago Champlain

(CV-39). Então, depois de fazer um cruzeiro de treinamento de aspirante no qual conduziu operações de guerra anti-submarino, o contratorpedeiro navegou para outra implantação no Mediterrâneo que durou até que ela voltasse para casa no outono.

As operações fora de Newport ocuparam os Sullivans até a primavera de 1960, quando ela se dirigiu ao sul para avaliações ASROC em Key West, Flórida. Durante esta implantação em climas do sul, o navio de guerra ajudou a resgatar cinco sobreviventes de um Stratotanker KC-97 da Força Aérea acidentado que tinha espirrou no Cabo Canaveral.

Após os exercícios da OTAN em setembro, os Sullivans visitaram Lisboa, Portugal, antes de uma rápida viagem pelo Mediterrâneo, Canal de Suez e Mar Vermelho, para Karachi, Paquistão Ocidental. No final de outubro e em novembro, o destróier veterano participou da Operação "Midlink III", operações conjuntas com navios de guerra iranianos e britânicos do Paquistão. Depois de retornar ao Mediterrâneo, o SullivanR conduziu exercícios com a Marinha Francesa e com a 6ª Frota e chegou em casa a tempo para o Natal.

Em janeiro de 1961, o SullivanR auxiliou nos testes de mar de Abraham Lincoln (SSBN 602) ao largo de Portsmouth N.H., antes de seguir para o sul e participar da Operação "Trampolim". Enquanto estava no Caribe, ela visitou a Martinica. Brevemente de volta a Newport no início de março, os sullivans logo retornaram às Índias Ocidentais para apoiar exercícios de pouso marítimo em Vieques, Porto Rico.

Em abril, o navio começou um treinamento intensivo nas águas da Flórida para se preparar para cobrir uma projeção espacial do Projeet Mereury. Os sullivans se juntaram ao Lago Champlain (CVS-39) em Mayport, Flórida, e tomaram posição. Em 5 de maio de 1961, Comdr. A cápsula espacial de Alan Shepard passou por cima e caiu perto do Lago Champlain e foi rapidamente resgatada por helicópteros do porta-aviões. Os sullivans então fizeram um cruzeiro de aspirantes em junho, visitando Nova York e Halifax, na Nova Escócia.

De setembro de 1961 a fevereiro de 1962, o The Sullivans passou por uma grande reforma no Estaleiro Naval de Boston. Ela seguiu para a Baía de Guantánamo logo depois para treinar para o serviço como um navio-escola. Posteriormente, ela serviu como um destruidor modelo no qual os alunos oficiais puderam ver e aprender os fundamentos da operação do destruidor. Em maio e novamente em agosto, os Sullivans fizeram cruzeiros de treinamento para o Caribe para a Escola Destroyer.

Em outubro, após a descoberta de mísseis soviéticos em Cuba, o sullivanR juntou-se às forças navais americanas que bloqueavam a ilha durante as negociações com a União Soviética sobre o assunto. Quando o governo soviético retirou as armas estratégicas, o destruidor voltou para Newport.

Em 7 de janeiro de 1963, os Sullivans partiram de Newport com destino ao Caribe e outro cruzeiro de treinamento. Após seu retorno a Newport, ela conduziu operações locais para o Destroyer Sehool. A trágica perda do submarino nuclear Thresher (SSN-593) ao largo de Boston em 10 de abril de 1963 fez com que o destruidor apoiasse as investigações de emergência do desastre.

Pelo restante de 1963 e nos primeiros meses de 1964, os sullivans continuaram a treinar alunos oficiais. Em 1º de abril de 1964, o destróier foi transferido para a força de treinamento da reserva naval, e seu porto de origem foi mudado para a cidade de Nova York. Partindo de Newport em 13 de abril, o navio de guerra seguiu para Nova York e assumiu sua reserva escolhida novamente. Seus cruzeiros com as reservas embarcadas foram dedicados principalmente a exercícios ASW e levaram o navio a portos canadenses como Halifax, Nova Seotia, St. John, New Brunswiek e Charlottetown Prince Edward Island, ao norte até Palm Beach, Fia., Em o sul.

Em 7 de janeiro de 1965, o Sullivans foi desativado no Estaleiro Naval da Filadélfia. Ela permaneceu na reserva na década de 1970. Em 1977, ela e o cruzador Little Rock (CG-4) foram processados ​​para doação à cidade de Buffalo, N.Y., onde agora servem como um memorial.

Os sullivans receberam nove estrelas de batalha pelo serviço na Segunda Guerra Mundial e duas pelo serviço na Coréia.


Endereço:
Buffalo e Erie County Naval e Parque Militar
One Naval Park Cove
Buffalo, Nova York 14202
(716) 847-1773
Faxe: (716) 847-6405
Email: [email protected]
http://www.buffalonavalpark.org/
http://www.ussthesullivans.net/
Latitude: 42.8776470449, Longitude: -78.880470137
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USS The Sullivans tem o nome de cinco irmãos que perderam a vida na Batalha das Ilhas Salomão quando seu cruzador, o USS Juneau (CL-52) foi afundado. Ela é um excelente exemplo da classe Fletcher, a maior e mais importante classe de destruidores dos EUA na Segunda Guerra Mundial, formando a espinha dorsal das forças destruidoras durante a guerra.

The Sullivans serviu com distinção na Segunda Guerra Mundial, participando de combates intensos, resgatando aviadores caídos e ganhando nove estrelas de batalha por seu serviço.

Após a implantação na Coréia, o bloqueio cubano e os esforços de resgate para o sub Debulhadora, ela estava acamada. Adquirida pela cidade de Buffalo, The Sullivans é exibido na cidade & # 8217s à beira do lago com USS Pedra pequena, USS Croaker, e uma variedade de aeronaves e veículos militares.


Salve ‘The Sullivans’ - Famoso Destroyer da 2ª Guerra Mundial em Perigo de Ser Perdido

OS CUSTODIÁRIOS DA um navio de guerra histórico que enfrenta um futuro incerto espera que os usuários das redes sociais se unam para ajudar a manter o navio à tona.

USS The Sullivans (DD-537) is a 78-year old Fletcher-Class destroyer that saw action in both World War Two and Korea. Since 1977, the vessel has been maintained as a museum ship by the Buffalo and Erie County Naval & Military Park in Buffalo, New York, along with the light cruiser USS Pedra pequena and the submarine USS Croaker.

Earlier this year, park officials announced that after decades of exposure to the elements, the vessel is taking on water.

Paul Marzello, president and CEO for the Buffalo and Erie County Naval & Military Park is appealing to the public to raise $1 million to help repair The Sullivans.

“A full bow-to-stern survey of the ship’s hull was conducted and an engineered plan developed for the necessary repairs,” said Marzello. “It involves applying a two-part epoxy coating to the entire hull below the waterline and the installation of a cathodic protection system that will prevent further corrosion.”

The Sullivans is named in honour of the five Sullivan brothers who died together on the light cruiser USS Juneau in the Solomon Islands in 1942. Although U.S. Navy regulations prevented siblings from serving on the same vessel, the brass made an exception when the brothers agreed to enlist if they could remain together.

On Nov. 13, the Juneau, which had already been heavily damaged in combat off Guadalcanal, was torpedoed by a Japanese submarine after withdrawing for repairs. The ship foundered in just 20 seconds there were only 10 survivors.

Security concerns prevented the parents from learning of their sons’ deaths until January, when a trio of naval personnel arrived at the Sullivan home in Waterloo, Iowa to deliver the grim news. The boys’ father Tom asked which of his sons had been killed the officer-in-charge reported that all of them were dead.

In the wake of the tragedy, Tom and mother Alleta Sullivan became America’s most famous Gold Star Family. The two delivered speeches across the country at factories and shipyards.


How Melissa Gilbert Feels About Going From Size DD to ‘Just an Average B’

Health concerns prompted Melissa Gilbert to remove her breast implants.

Melissa Gilbert Opens Up About Removing Breast Implants

— -- Melissa Gilbert is used to being in the spotlight.

The 50-year-old actress who, for a decade, played Laura Ingalls Wilder on the iconic TV series, “Little House on the Prairie,” grew up before our eyes. She's starred in a string of TV movies and even served as president of the Screen Actors Guild.

Lately, Gilbert has been making headlines for her decision to have her breast implants surgically removed earlier this month.

In an interview with ABC News, Gilbert talked about her decision to downsize from a cup size DD to a B.

“Just an average B, not a big B,” Gilbert said.

Gilbert said she’d had implants for 20 years -- first saline, then silicone. Insecurity about her physical appearance set in long before she underwent any operations because she was a “late bloomer,” she said.

In her last couple of years of her time on “Little House on the Prairie,” Gilbert said she played an adult version of her character.

“It was just an assumption that it was time to wear a padded bra, that an A-cup was not enough. I had to be a B,” she said.

“So you imagine the message in my head is like, ‘OK, well, these are not right,’” she said.

Making matters tougher, her on-screen nemesis and off-screen friend, Alison Arngrim -- who played Nellie Oleson on the show -- was developing physically, while she wasn’t, Gilbert said.

“There was a huge difference," Gilbert said. "I was wearing, like, you know, Speedo one-piece bathing suits. She was wearing all these sort of sexy bikinis and stuff. I was nowhere near that,” Gilbert said.

She added: “She's a year older than me and she's wearing bras.”

Gilbert has written on her blog that after her first son was born and she had finished breast-feeding, her then-husband made negative comments about her chest. After the divorce, she decided to have breast implants when she started dating again.

The implant surgery went well, but in 2004, she started reading how implants should be replaced every 10 to 15 years, she wrote. Hers were already 12 years old.

Removing the implants has brought benefits, said Gilbert, who appeared on season 14 of ABC’s “Dancing With the Stars.”

“Not only do I feel healthier and better, but I don't have these inappropriately large breasts that were wrong for my body, kind of getting the way,” she said. “I sleep more comfortably. And the bonus is I have disc issues in my neck. And I have absolutely no pulling on my shoulders. And all the pain in my neck has completely disappeared since the surgery."

Gilbert said her third husband, actor Timothy Busfield, has backed her decision.

“My husband has been so supportive and so sweet about this whole process . He said, ‘Do it, go. Go,” she said.

Now that the removal is over, her husband “seems perfectly happy,” Gilbert said. “I don't think he's mourning or grieving anything.”

Although she removed her implants, Gilbert said she’s not against them, but she hopes women who are considering such augmentation consider all the risks before going under the knife for what is major surgery.

“The one thing that the medical community will admit to is that breast implants will not last forever in your body. And have to be replaced,” she said. “When you're getting the implants, you're making a commitment -- not just to that operation, but [to another one] every 10 to 15 years.”

She agreed that women likely don’t consider that aspect when they’re first considering breast enhancement.

“And when they hear it, ads on the radio, like I did in the car the other day, ‘We're having a special for $4,000 for implants,’ women go, ‘Oh my gosh, $4,000 for implants, that's great.’ But you don't realize that 10, 15 years from now you're going to have to do it again. And again. And again,” she said.


The Sullivans DD- 637 - History

THE LAST VOYAGE
From the book, "Tales of the USS CONKLIN DE 439"
by M. E. Oseas McNamara

( The USS Conklin DE 439 had been heavily damaged, nearly sunk in a typhoon off Okinawa June, 1945, and had to return to the United States for repair. On the last section of her trip, her last voyage, she was escorted by the Sullivan Squadron)

The CONKLIN had been escorted from Pearl Harbor back to the United States by the Sullivan Squadron of 5 destroyers consisting of the USS The Sullivans DD-537 with the USS Miller DD-535, USS Owen DD-536, USS Stephen Potter DD-538, and the USS Tingey DD-539.

The squadron was named for the 5 Sullivan brothers, Albert, Francis, George, Joseph and Madison, who had grown up together in Iowa, enlisted in the Navy together in response to the Japanese attack on Pearl Harbor, and had insisted on serving together on the same ship despite the Navy’s reservations.

The brothers were assigned to the cruiser USS JUNEAU CL-32, and in November of that year the ship was torpedoed and sunk. All 5 brothers were killed in that battle at Guadacanal in a story too sad for me to bear to repeat. Only 10 of the nearly 800 crewmen of the USS JUNEAU survived.

When President Roosevelt heard of the JUNEAU disaster and the fate of the five brothers, he was profoundly moved. He wrote to their parents that an entire nation shared their sorrows. The President directed that the next ship to be commissioned be named the USS THE SULLIVANS, not the more usual “USS Sullivan”. President Roosevelt wanted the name to capture the essential ingredient of the story - the commitment and self-sacrifice of a family of average Americans stirred to great deeds.

That the CONKLIN was escorted home from the war by the Sullivan Squad is replete with meanings. My Dad would have been 15 and a sophomore in high school when he learned of the attack on Pearl Harbor. Many of those who became the crew of the CONKLIN were so young then. Imagine, if you cannot remember, the emotions of young men, and what urges to protect family and country must have been stirred in their hearts to hear of such an assault. Think what they saw next, as their fathers, brothers, cousins, uncles, and neighbors changed before their eyes from someone they thought they knew into something else.

Ernie Pyle writes about it best, this transformation, in his book 'Brave Men'. Warfare reveals a deep part of a man’s soul. A part he knows is always there, but that the rest of us rarely or never get a chance to see. And I think that part is his true self, for good or bad, and he knows it.

It is with a sense of wonder that I think about the men I knew as I was growing up, my relatives and neighbors, and try to imagine these family men who I remember from summer picnics and Thanksgiving dinners as they must have been in WWII. There is my Uncle Jimmie Rauch, paint salesman and football fan. I try to imagine him as a waist-gunner on a B17 Flying Fortress in North Africa as his plane screams through the air amid a hail of enemy fire. I think about my gentle Uncle Bob Frank, good father and husband, now so quiet, and I try to picture him in the middle of bloody chaos as an infantryman crawling through the mud of Europe, and as witness to hell when liberating the concentration camps at Dachau. And even now I look at my neighbor William Hultgren who lives alone with his cat, and who is getting a bit bent and gray with age. As he walks slowly in the slanting morning sun to get his mail I wonder what he did to win his Bronze Star at the Battle of the Bulge. He won’t tell me.

I think about these things and I am jealous. And sad. Because I realize that I could know these men, or my Dad, for decades and still at some level never understand them as well as I would if I had spent one week with them in combat in WWII.

Something deep in Thomas and Alleta’s five boys responded too, when their close friend was killed on the USS ARIZONA during the attack on Pearl Harbor. The Sullivan brothers became instantly famous when they enlisted together, and they appeared in moviehouse newsreels and papers nationwide, including my Dad’s hometown of Pittsburgh. I know this because a young woman from Pittsburgh, Margaret Jaros, wrote to one of the brothers, Joseph “Red” Sullivan, when she saw his picture in the newspaper. He answered her letter, and they corresponded frequently after that. In May of that year, 1942, JUNEAU shipmate Bob McCann headed home to Pittsburgh on liberty, and Red, with his brother Francis Sullivan came along. Red paid a call on Margaret, and after a brief courtship they became engaged.

I’m sure, then, that the boys of my Dad’s parochial high school in Pittsburgh, almost all of them poor and Irish Catholic, were very aware of the Sullivan brothers who were so much like themselves. They must have had a special bond to them, seen them as symbols of who they were and who they hoped to be.

In the hearts of my Dad, Uncle Jimmie and all of boys of North Catholic high school of Pittsburgh, in the hearts of all the young boys of that generation, when they learned at the end of 1942 that the JUNEAU had been sunk and all five Sullivan brothers had been killed in the battle for Guadacanal? There had to be a wave of horror and fear at this terrible news. But you already know what they did. They enlisted. My father even enlisted prematurely, “during his minority”. And since most of the crew of the CONKLIN were young men his age, who had only turned old enough to enlist in mid-war, they must have been influenced by the sacrifice of the Sullivan brothers too.

Many years later, my Dad’s life would be touched indirectly by the Sullivan brothers again. Long after the war, two of my father’s close friends would be Mr. and Mrs. Bill Dietrich. Mrs. Angie Dietrich had been born Angeline Caracciolo in Galeton, Pennsylvania. Her brother, Anthony “Tony” Caracciolo F1c was lost on the USS JUNEAU along with the Sullivan brothers. Tears will still come to Angie’s eyes when she speaks of her brother, and not long ago she traveled half way across the world to place a wreath on the waters where Tony died. There is no sense of time in the heart. There is no past. It is all now.

May I also here tell the young and foolish who belabor under such illusions of past and present that the brave, handsome, innocent, muscular, strong, funny, frightened, loving, determined young men of the CONKLIN are all still here. When a man ages, the young man does not leave but is merely added-on-to. We don’t loose parts of our soul, we only acquire them. If you are speaking to a silverhaired grandfather and fail to see the passionate serviceman within him, it is not because that brave young man has gone, it is only because of your own failure to evoke him.

So perhaps in some symbolic way the Sullivan brothers that led the young sailors of the USS CONKLIN DE 439 out to the war also brought them home. When I try to picture it I see the CONKLIN in her haze gray and black camouflage paint and battered decks steaming across the huge flat expanse of the Pacific seas, the waters slate gray and embroidered like swiss lace with small white burst of sea foam. Around the CONKLIN like guards around a quarterback I see the 5 ships of the Sullivan Squadron, bright in the morning sunlight. But as quick as I imagine them, I can’t help it, I see the shades of the Sullivan brothers themselves, so tall they could hold the destroyers in their hands like toys. Maybe they do. They are wearing their jaunty blue dress uniforms with those improbable ribbons on their hats, and have that gregarious smile the Irish have even when they are sober. Especially then, perhaps. Looming over the Sullivan brothers I see more figures. These figures are incredibly tall. I have the sense that they are protective, and gentle, but they are so huge that I can’t make them out. I don’t think I’m supposed to be able to make them out. Ainda não, de qualquer maneira. I think they are angels.


The Story Of Frederick Morris And Clifford Farr Of The USS CONKLIN DE 439
In The Typhoon Of June 1945


With good reason, sailors dread violent storms at sea, which are called hurricanes in the Atlantic, typhoons in some parts of the Pacific and cyclones in others. In combat they can cause more devastation than the enemy, which is even recognized in the word “Kamikaze’. The origin of the word ‘Kamikaze” is from an oriental name of a typhoon that saved 14th century Japan from an invasion when it swept away Kubla Khan’s ships.

Typhoons are a common event in the far Pacific, but 2 typhoons in particular are remembered for the devastation they caused the United States Navy in WW2. The first of what have been called “Halsey’s typhoons” occurred in December of 1944, during which 3 destroyers rolled over and sunk. Despite the efforts of Admiral Halsey and the nascent meteorological service he instituted, the US Navy was caught in a second severe typhoon in June of 1945 when ships from Admiral Jocko Clark’s Task Group 1 which had been bombing Okinawa sortied east to meet a huge fleet train of supply ships several hundred miles east of Japan.

The following, is just one of the thousands of stories of courage and heroism that occurred in both typhoons as men battled for their lives and the lives of their fellow sailors.

After a night of high seas, wind and storm, the typhoon of June, 1945 reached it’s peak in the dark early morning hour of 5AM, at which time a freak wave hit the destroyer escort USS CONKLIN DE 439 and rolled her onto her side. The ship rolled more the 72 degrees, and lost all power. By rights the ship should have continued to roll and sink. A freak wave reportedly knocked the ship upright again.

Inside the crippled ship men were tossed like matchsticks in the dark, and Anthony J. Monti S1c was killed when he was thrown violently against a bulkhead. Outside, 4 brave men who had been attempting to pilot the ship were swept overboard from the Flying Bridge. Two of these were Lt. Peter Nicholas Meros, Gunnery Officer, and Rudolph Andrew Slavich S1c, who gave their lives. Also swept overboard were the young sailors Bridge Talker Frederick Morris GM2c and Signalman Striker Clifford Farr S1c. This is their story.

.
The righting of the CONKLIN by a freak wave was not the only miracle that occurred that day.
There were two more.

The CONKLIN had a rubber raft with an outboard motor. The raft was tied to the side of the ship. They had traded the Seabees for it, giving them a water motor-scooter they never used. It was strictly illegal, but .

The CONKLIN also had regulation life rafts, rectangular and made from cork. When the ship rolled onto her side in the fury of the typhoon, a life raft tore loose from the starboard side, and the rubber raft tore loose as well. Because of these rafts, two lives were saved.

“A gunner’s mate was washed over the side and washed back onto the fantail. I think his name was Morris. He was a bridge talker.”

What follows is the story of Frederick Morris after he was washed overboard. To listen to him narrate his story in his deliberate, thoughtful, and wondering tone gives chills down the spine. His own incredulity at what happened, 55 years after the fact, is evident.

“I was on watch on the Flying Bridge. You couldn’t talk to the other people on the Bridge because of the noise from the storm. I had speaker phones on. I saw this huge wave coming, and I thought -didn’t everybody see it? I had to push Lt. Meros to get his attention, and I pointed at this huge wave off the port bow. Then this monstrous wave flipped us over on our side.

The water pushed Meros and me into a corner. It was so terrific I thought - how can we take it? I thought our ribs might break. Then I was floating around on the top of the ship. All I could see was white. I was holding onto the phone, it was all I had to hold on to. I figure I got this phone so I pulled on the wire so I could pull myself over to where it was plugged in. I pulled on it, and I just got a dead end.

Then I was just going over the side of the ship. There were two openings, one on each side of the Flying Bridge to come in and out, that’s where we came out and down of. I was frightened I would hit something on the way down the side of the ship, but there was nothing, the ship must have just laid down on her side.

Then I was in the water and I saw a cork pontoon floating by me, and a rubber raft we had got a couple weeks before. They were both right there, can you believe it? I had to make a choice which one do I grab? I got on the rubber one, which was probably the worst thing you could possibly do in a typhoon in those 120 mile per hour winds because they would flip it and send it flying. But the ship had rolled over starboard and believe it or not the water behind it was as calm as a millpond because of the how the wind was playing and the ship was like a wall.

I saw the ship -rolled to her side - coming at me. I could reach up and then all of a sudden I saw the ship coming down some more and I gave a leap and grabbed a scupper but the ship kept rolling over and I went underwater.

There were some life lines underwater and I grabbed a rail wire on a post and hung on. I could hold my breath pretty good. I was thinking “ How deep am I? -I’ve got to let go, is the ship sinking?“ That would be the end of me so I let go and came up 50 to 80 feet away from the ship. I had my life jacket on and I had my rain gear on over that, but the life jacket made me pop right up to the surface.

It’s just unbelievable what happened next but when I came up God help me the raft was right behind me again -can you believe that? I grabbed it and jumped up.

The ship was going past me. I was about 20 feet out and I saw guys running out on deck and hollering at me to jump, but I said I can’t jump, it was too far. Then believe it or not the ship drifted aft back at me. Now I was about 10 feet out and I waited to the last second and I thought ‘I’ve got to take a chance and leap.’ I didn’t have much time. A wave came at me again. I got a little closer and gave a leap and I grabbed a gunnel. Some man grabbed my arm. Then I was laying on the deck heaving water. I didn’t know I had even swallowed any until it came up. “

“On the stern of the ship, at the rear ,was a “Screw Guard’, made out of 2.5 inch pipe. The propeller goes outside the hull, and the Screw Guard was a pipe frame welded to the hull around the propeller to keep it from hitting anything when we came into dock.

I was standing with the depth charge racks between us, which was safer and we saw this fellow coming to us on a raft. We were still rolling pretty hard. I went over the side rail and dropped down on the screw guard and put my arm out and grabbed him.”

But the young signalman Clifford Farr was still lost.

The teenage Farr had washed off the other side of the ship than Morris, into turbulent, raging seas and lashing rain. That, or the swirling currents had spun him around to the other side of the ship. All he knows is that one moment he was standing by Lt. Heller on the Bridge, and the next he was hurling through the air. A split second later he was plummeting into the dark waters. He fought his way to the surface. He was close to the overturned vessel, and saw a cork raft being buffeted against the side of the ship. He grabbed it and tried to hold on.

“Another look out striker, no older than me, got washed off the Conklin and made it to a cork life raft. It was a net of ropes with cork . We had a chance to talk to him. He said when he was in the water he couldn’t breathe because of the spray and the raft kept turning over.”

In the darkness of early morning the boundary between sea and sky itself must have been blurred and almost lost for the young sailor, with the foaming, breaking waves and torrential rains spun horizontal by the force of the typhoon. Clifford Farr was saved by the cork raft, and by his own determination.

“I read somewhere that I was out there 3 hours, but that’s not true. It was more like 30 minutes. I wouldn’t have lasted that long. It wasn’t the cold, it was that it took so much energy. I was a good swimmer, but that would have been too long for anybody.”

During the typhoon the ships of the convoy had tried to stay miles apart to avoid collision. Farr was an almost invisible single point tossed in dark night seas, lost much of the time below the line of sight in the depths of the troughs of the waves. Without signal lights or flares, and with the howling winds obliterating any shout for help, his chance of rescue was virtually nonexistent. But in the third truly inexplicable event of this day he was seen and rescued by another destroyer escort, the USS Donaldson DE 44.

DECK LOG: DONALDSON DE 44
Tuesday 5 June 1945.

0715 - Sighted man on raft dead ahead all engines stopped. Maneuvering to pick up man.

0720 - FARR, C.S. off CONKLIN taken aboard, treated for shock and immersion.

Clifford Farr S1c:
“They threw a line down. ..2 sailors, that were tied down to the ship from the inside. After I got on the ship I slept for 12 hours.”

The typhoon continued for hours, but the worst was over.

(Footnotes) Morris had gone over the side of the ship that was rolling into the water. In eerie coincidence the USS Donaldson DE 44 had a virtually identical experience in the typhoon of 12/44 as the Conklin had in the typhoon of 6/45, including the loss of 3 men and a roll of 78 degrees. When I suggest the hand of God saved Farr, Morris and the CONKLIN, in no way do I mean to imply that He abandoned Meros, Slavich and Monti who died. God reminded Job that we can not understand His ways. For all we know, these three men are much more fortunate than we are.

Update May 24, 2001

Since this article was written, Ms. McNamara has learned that George Caracciola, the brother of Tony Caracciola of the USS JUNEAU who died with the five Sullivan brothers, is a member of DESA. He served aboard USS HAMMANN (DE131). Angie (Caracciola) Dietrich says that George was reading his copy of DESANews (where this article first appeared in the Sept.-Oct. 2000 issue) and saw her and his brother's name and called up Angie.

Update January 30, 2003

Senhor. Frederick W. Morris, 82, of Niantic, CT, died Friday, January 17, 2003.


Derek Chauvin Bio, Wife, Kids, Suicide, Height, Police History

The world witnessed the death of countless African-American people at the hands of White-Americans. Never in history, the movements against it got so intense until the death of George Floyd on 25 May 2020. The profile of Derek Chauvin, the Minneapolis officer who took George Floyd’s life, surfaced out in public. And it revealed multiple faults on his part in his 19-years of a career as a police officer.

This Derek Chauvin bio delves into the details of his life, a career as a police officer, and his suicide watch.

Derek Chauvin Bio: Age, Birthday, Zodiac

Derek Chauvin was born on 19 March 1976. He turned 45 years old while celebrating his birthday in March of 2021.

Per his date of birth, he occupied Pisces for a zodiac sign.

Wiki — Parents, Siblings, Family

Derek Chauvin was born to his father Robert Michael Chauvin and his mother Carolyn Runge in Ramsey, Minnesota. Staying married for almost a decade, his parents parted ways after their divorce. Following the divorce, his mother remarried.

No further details on Derek’s parents were shared as of the time of penning this wiki on Derek’s life and career. And, that included the details on his possible siblings.

Height, Weight, Distinct Features

The Minneapolis cop Derek Chauvin stands at a height of 5 feet 9 inches (1.75 meters) with an approximate bodyweight of 63 kilograms (140 lbs).

Did Derek Chauvin Know George Floyd?

Derek Chauvin worked several jobs while serving Minnesota as a police officer. He briefly worked in real estate and also moonlighted as a bouncer at a Latin nightclub named El Nuevo Rodeo.

The former owner of the club, Maya Santamaria revealed George Floyd also worked for the same club, but in a different place. George worked in the club at least until last year.

Though working for the same owner, never there was the slightest chance, they ran into each other.

Moreover, the previous owner also reported about Derek’s way of dealing with African-American clients. She mentioned talking with him regarding his actions, several times.

And as she watched the video of him keeling on George Floyd, it shocked her to see it happen.

Derek Chauvin Suicide Watch, Arrested, Charges

Following the racist encounter between Derek Chauvin and George Floyd, George lost his life to police brutality, particularly in the African-American community.

The degrading video released on the day of the murder showed, Derek, kneeling on the neck of George for 8 minutes 46 seconds, with the latter facing down on the ground. Though George uttered difficulty in breathing which he faced, Derek avoided his request eventually killing the man in the same position.

Soon after the death, protest for justice for George ignited inside the major cities of the United States starting from Minneapolis. Derek Chauvin and all three of his partners were fired from the job after the civil unrest.

On the 29th of May 2020, Mike Freeman, a Hennepin County Attorney revealed that Chauvin faced third-degree murder and second-degree manslaughter charges.

Following the arrest, authorities kept him in Hennepin County Jail. Just hours after that, he was transferred to a department of corrections facility in Oak Park Heights.

Immediately after the arrest, TMZ reported he was put through an unclothed body to look for hidden contraband. They put him in a single cell and constantly watched him over. The room also had cameras 24/7 keeping an eye on him with officers monitoring the feed.

Many confirmed the circumstances as a mere standard procedure necessary to meet. However, other officers confirmed they paid close attention to him for possible suicide attempts.

Derek’s first court appearance schedule marked on 6 June 2020.

Derek Chauvin Guilty Verdict

His trial began on 8th March 2021. A Minnesota judge even authorized cameras to show a full criminal trial.

On 20th April 2021, a jury consisting of 12 people (6 black and 6 white) found Derek guilty on 3 charges unintentional second-degree murder third-degree murder and second-degree manslaughter. Also, his sentencing hearing is planned to be in June 2021.

Derek Chauvin Police History, Wayne Reyes

As soon as Derek graduated from the police academy, he started his career as a police officer at the Minneapolis Police Department in 2001.

His police history showed he had open fired on two people. He also faced 20 complaints with two letters of reprimand filed against him during his 19-years of career.

In 2006, Derek and six other officers opened fire on a stabbing suspect, Wayne Reyes, after a chase. They shot him multiple times which led to his death on the spot. At the time, the grand jury justified the action during a court hearing as Wayne pointed a shotgun at the police officers.

Two years later in 2008, Derek shot Ira Latrell Toles following the response to domestic violence.

Derek Chauvin Wife, Kids, Divorce

Derek Chauvin met his wife Kellie at the Hennepin Medical Center. The on-duty officer Derek was in the medical center for a health check-up of a suspect before locking him up in prison.

Derek Chauvin’s wife Kellie Chauvin filed for divorce (Pic: nypost.com)

After putting his suspect in jail, Derek returned to the medical center to ask Kellie out for a date.

Kellie is a Laotian refugee who first moved to Thailand’s refugee camp before moving to the states. In 2019, she secured the title of Mrs. Minnesota, the first woman to do it of Hmong descent. At the time of penning this piece, she worked as a licensed realtor.

Derek and Kellie tied knots in 2010. At the time, she had had two children out of her first marriage.

On 29 May 2020, Kellie Chauvin’s lawyer released a statement. The statement revealed she had filed for divorce. Furthermore, she requested the safety and privacy of her children and her extended family.


The USS Croaker SS-246 is a decommissioned Gato-class submarine that served in World War II.

SS-246 is on the National Register of Historic Places and represents the U.S. Navy’s “silent service.” One of 77 Gato class submarines constructed, she was part of the most lethal submarine class of WWII. Commissioned in 1944, she celebrated her 75 th birthday in 2019. Conducting six war patrols in the pacific theater, she sank 11 Japanese vessels, four of which were capital or military vessels, and seven auxiliary or support vessels.

She is not in her original WWII Configuration, as after WWII she was converted to a “hunter-killer” submarine with added sonar, radar and quieting capabilities to combat the Russian threat during the Cold War. She was decommissioned in 1971 and brought to the Buffalo Naval Park in 1988. Head below to see what it was like to be part of the 80-man crew.


USS Gherardi (DD 637)

Converted to High Speed Minesweeper DMS-30 on 15 November 1944.
Reverted back to DD-637 on 15 July 1955.
Decommissioned 17 December 1955.
Stricken 1 June 1971.
Sunk as a target off the coast of Puerto Rico 3 June 1973.

Commands listed for USS Gherardi (DD 637)

Observe que ainda estamos trabalhando nesta seção.

ComandanteA partir dePara
1Lt.Cdr. John William Schmidt, USN15 de setembro de 19424 Dec 1943 ( 1 )
2Lt.Cdr. Neale Roland Curtin, USN4 Dec 19439 Dec 1944 ( 1 )
3LCdr William Wade Gentry, USN9 de dezembro de 1944 ( 1 )

Você pode ajudar a melhorar nossa seção de comandos
Clique aqui para enviar eventos / comentários / atualizações para esta embarcação.
Use-o se você detectar erros ou quiser melhorar a página de navios.

Notable events involving Gherardi include:

16 de dezembro de 1943
HMS Spirit (Lt. A.W. Langridge, RN) conducted A/S exercises off Larne with USS Butler (T/Cdr. M.D. Matthews, USN), USS Doran (T/Cdr. N.E. Smith, USN) and USS Gherardi (T/Cdr. N.R. Curtin, USN). ( 2 )

Links de mídia

ADM numbers indicate documents at the British National Archives at Kew, London.


Sullivan’s Island Was the African-American Ellis Island

The African Passages exhibit opens March 22 at Fort Moultrie on Sullivan's Island. NPS photo.

Charleston, South Carolina, was North America’s main port of entry for African slaves, and hundreds of thousands of men, women, and children who endured the Middle Passage and ended up at the slave markets were first quarantined on Sullivan’s Island. On March 22, Fort Moultrie National Monument will begin telling this painful story with its new “African Passage” exhibit.

Through most of the 1700s – between about 1707 and 1799, to put a finer point on it – the slave ships and other ships arriving in Charleston harbor with diseased passengers or crew members were subjected to strict rules of quarantine. This was because of the severe hazard posed to the general populace by virulently infectious diseases like cholera, smallpox, and measles.

The new arrivals were either quarantined aboard ship or in “pest houses” on Sullivan’s Island, a barrier island on the north side of the harbor. Being quarantined at Sullivan’s Island was the “welcome to America” experience for thousands upon thousands of incoming slaves, making the place a sort of macabre “Ellis Island.”

About 40 percent of African-Americans alive today can trace their ancestral roots to West Africa through the Sullivan’s Island/Charleston gateway. This is, oddly enough, about the same percentage of white Americans whose ancestors were processed through Ellis Island.

Incomplete records suggest that not less than 200,000 African men, women and children who endured the Middle Passage – and perhaps almost twice that many – entered Charleston harbor on slave ships, were processed through quarantine and the slave markets, and ended up at various locations throughout the South (most famously on the rice and cotton plantations).

Fort Moultrie National Monument, an NPS property administered by Fort Sumter National Monument, is situated at the southern end of Sullivan’s Island. Famous for its roles in the Revolutionary War (first defeat of attacking British warships) and the Civil War (first shots fired on Fort Sumter), Fort Moultrie is well situated in space and time to tell the story of the Middle Passage, the Sullivan’s Island/Charleston gateway, and slavery in the Sea Island region. It will soon be doing this with a dramatic new museum exhibit called “African Passage.”

The African Passage exhibit will have many facets, including Middle Passage charcoal drawings by Thomas Feelings, Gullah art by Jonathan Green, and various artifacts such as West African objects, leg shackles, and a slave identification badge.

Thanks to dogged research by historians Ed Ball and Joseph Oplala, African Passage is able to tell the amazing-but-true story of a slave named Priscilla and her 7th generation granddaughter’s return to her ancestral home in the West African country of Sierra Leone. Priscilla came to America by way of Sullivan’s Island. As NPS exhibit planner Krista Kovach-Hindsley explains, Priscilla’s story “puts a face on those oppressed by slavery.”

While the NPS is providing the venue, it was the private sector that made this exhibit possible. The Committee of Descendants, a foundation that historian Ed Ball and his family established, put up the seed money for the project five years ago. Another local NGO, the Remembrance Committee of Charleston, also played a key role.

African Passage will be opened for public viewing on Sunday, March 22. A program beginning at 3:00 p.m. will celebrate the occasion with music, drumming, and light refreshments.

For more information, call the park at (843) 883-3123. In case of inclement weather, the kickoff celebration will be moved inside to the auditorium.

Postscript : Savannah-born historian/author Edward “Ed” Ball, co-founder of The Committee of Descendants foundation and a main driving force behind the African Passage exhibit, is an interesting guy with a remarkable family story. Ball’s forebears include five generations of slave-holding plantation owners, and Ball has visited Sierra Leone where many of the nearly 4,000 slaves his family owned were born. Unlike many southerners who quite understandably find the subject of black-and-white sex on the plantations too sensitive to talk about, Ball has researched the matter in some considerable detail. He has calculated that many of the 75,000 to 100,000 African-Americans who are descended from slaves held in bondage on various Ball plantations in South Carolina are, in fact, his blood relatives. If you’re interested in the details, read Ball’s first book Slaves in the Family , which earned him the 1998 National Book Award. You might also like to read his new (2007) book T he Genetic Strand: Exploring a Family History through DNA .

Traveler trivia, no extra charge : Fort Moultrie is the only NPS-administered property at which visitors can trace the entire history of America’s seacoast defense from 1776 to 1947.


“You can have a kid or job” perfectly explains parenting right now

Posted On July 08, 2020 22:05:14

In Ray Bradbury’s non-fiction book Zen and the Art of Writing, he reveals how he once tried to write in his garage during the summer but quickly became distracted by his kids wanting to play with him all the time. Bradbury was a good dad, and so, he played with his kids when they came to bother him in the garage, even if it meant his writing didn’t get done. In the essay “Investing Dimes,” Bradbury reveals his solution was to create a kind of office for himself away from home where he could get some work done. And so, he retreated to a library where he could rent typewriters by the hour by popping in a dime. The result was the novel Fahrenheit: 451.

I’m no Ray Bradbury, but I am a writer, and writing for the internet is my job. I’ve been working from home on and off since my daughter was born in 2017, and before the COVID-19 pandemic struck, I also faced this problem: Writing in the garage just doesn’t work because my kid is just too damn cute. And so, I started renting a desk at a local co-working space. But then, COVID-19 happened. And now, like so many working parents across a variety of professions, I’m back to working at home, which means the work I’m doing is constantly being put in conflict with my parenting. In a new piece for the New York Times, writer Deb Perelman puts it like this: “In the COVID-19 Economy, You Can Have a Kid or a Job. You Can’t Have Both.”

That’s a headline that captures the story — the story of parents right now — and it started a huge trend on social media the second it was published. It’s so obviously true it’s not even funny. People like Perleman, myself, and the late Ray Bradbury are somewhat lucky compared to most American parents insofar as I can type this little essay out on the back steps of my house, hunched over, while my toddler is sleeping and my wife is getting some much-needed downtime. But my working hours are all over the place. There’s never really a time I’m not working and that also means there’s never really a time when I’m being present for my kid either. This is what the COVID-19 economy has done for parents in all kinds of professions. It’s turned us into people desperate to hold onto our jobs, but unsure how we’re going to do it.

As Perelman points out, when and if public schools re-open, it won’t be easy on parents to make decisions, and yet, the outrage is almost non-existent. “Why isn’t anyone talking about this?” she writes “Why are we not hearing a primal scream so deafening that no plodding policy can be implemented without addressing the people buried by it?”

Why not indeed? Perelman’s main points are familiar to most parents. While there’s a giant public debate over how one should behave, there’s a reality edging closer to parents’ viewpoint which isn’t about what deve happen, it’s more about what vai acontecer. “I resent articles that view the struggle of working parents this year as an emotional concern,” she writes. “We are not burned out because life is hard this year. We are burned out because we are being rolled over by the wheels of an economy that has bafflingly declared working parents inessential.”

Which is pretty much what has happened at this point. Parents need to keep making money to keep their families going, to keep their kids safe. But there’s no real infrastructure from our governments and institutions to help us figure that out. Despite centuries of so-called “progress,” families are essentially still on their own when it comes to figuring out how to fend for their kids. On some level, we know this, and it’s what we signed up for. But what the world seems to have forgotten is that it’s very obviously not even remotely fair. The economy has always been situated to basically scam American families, but what the pandemic has revealed is just how deep that scam goes.

Everyone who is living now had parents of some kind. The kids of today, the kids we are fighting for in this pandemic have an uncertain future. And that’s because parents are invisible workers. Relatively speaking, Bradbury had it easy. This generation of parents has it bad. And it’s only when everyone admits it that things will get better.

This article originally appeared on Fatherly. Follow @FatherlyHQ on Twitter.


Assista o vídeo: Chapter u0026 Chapter 89 u0026 Chapter - When the Past Kills


Comentários:

  1. Yozshugor

    Desculpa, eu removi esta pergunta

  2. Parlan

    A resposta competente, é divertida ...

  3. Kolichiyaw

    Eu acredito que você estava errado. Eu sou capaz de provar isso. Escreva para mim em PM, fale.

  4. Joshka

    Você pode ver isso!

  5. Gautier

    Você, casualmente, não é o especialista?



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