San Marcos (LSD 25) - Naval Cruise Book

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nwwmassta-wm- Saga of CVE 25 Why 15 Our ship leaving the formation 7 That is the question that runs through the minds of sailors and troops al k when they discover that their ship is moving away from other ships in the formation There mint be a reason and we be U18 CUYIOUS QAIDCPICSDS are you knowj want to know why If the answer isn't forthcoming in a short period of time, scuttlebutt frumorj starts traveling through the ship and spreads rapidly This happened in our ship the afternoon of 30 july at about 1400 hours when it was discovered below that our ship was leaving the formation. We knew the Captain would be on the conn, that he and the OOD knew why we were moving out, but we couldn't wait for information. We tried to gain time by asking a member of the radio gang, if a message came through, they would have it, and are a good source of information, providing it isn't restricted. The information came out rather quickly that a search and rescue plane of the U. S. Air Force was down at sea somewhere South of our position and our ship had been ordered to proceed to the scene and render assistance. The Navigator was called to chart a course that would take us by the shortest route to the reported position of the plane. The engineroom watch was ordered to increase speed. The First Lieutenant reported to the Captain on the conn to for- mulate plans for recovery of personnel and the plane. Messages were sent requesting information on the structure of this particular plane so the proper equipment could be made ready and plans made for hoisting and stowing it on board. Soon the ship was on the designated course, all preparations were in progress and all we had to do was to wait and wonder what we would find on the following day. , From the time the word came out that an Air Force Albatross, was down at sea, a certain air of apprehension seemed tg prevail throughout the ship. This craft at sea is in danger. People of the sea knows she is a fickle mistress and can change suddenly, for better or worse. u There were so many unanswered questiom. How many people were in the plane? What condition is the plane in? Were there any people injured? Will the plane float until assistance arrives? We could only wait for further information by radio, and hope for the best. Later information tells us that the Albatross landed in a rough sea to rescue 32 survivors of a crashed Dakota and then was unable to take off due to a heavy sea. Also, that HMS Frigate Mermaid and HMS Frigate Loch Lomond had arrived at the scene and had transferred survivors of the crashed Dakota from the Albatross to HMS Frigate Mermaid. HMS Frigate Mermaid was attempting to tow Albatross to nearest land. We were still moving toward the scene at our best speed. The -file of messages concerning this operation were steadily growing with information on damage sustained by the Albatross and progress being made in towing the plane to Benghasi, Lybia. Then came the message stating that the plane was in the harbor of Benghasi, moored to bouys and safe. This relieved a certain amount of tension. We received orders to pro- ceed to Benghasi and take the plane to Tripoli, Lybia. Our job was still ahead of us even though thoughts of it were made brighter in knowing the survivors were safe. We arrived off the entrance to Benghasi harbor at 1830, 31 july and the American counsel came on board with the British Naval representative, Captain jones, Royal Navy and Captain P. R. Lessenger, USAF, plane commander. They were shown to the Captain's cabin, where a conference was held to make arrangements for towing the plane out of the harbor and hoisting it on board. While this was taking place, some of us made a long glass liberty in Benghasi and looked the plane over. It was decided that we would wait until moming to lift the plane on board, as the sea was choppy andsdarkness was setting in. When the visitors had left the ship, we got underway to steam at slow speed through the night and arrived again at the harbor entrance at daybreak. Upon arrival at the harbor entrance at 0555, 1 August, the anchor was dropped and numbers one and two LCVP were hoisted out with all the equipment necessary for towing the plane with the boats: Number one LCVP was manned by Stollings, C. H., BM2, Moiser, R. K., SN, Lighter, V. K., SN, Merritt, E. B., SN and Cain, EJ., ENFN. Number UNO LCVP was manned by Ragan, j.A., BM1, Aday, I., SN, French, H., SN, Pfullamn, K. H., SN, Steenhagen, K.W., SN, and Phillips, C., FN, with out Chief Carpenter along to inspect damage to the plane and to direct the towing oper- ation. The boats proceeded to the inner harbor where they were met by a native boat with the plain Captain on board . A line was pased from number 2 LCVP to the port wing pontoon. Gasdorf, L.E., SN and Kiser, B. R., SN went aboard the plane to rig the hoisting slings. A line was passed from number 1 LCVP to the starboard wing pontoon. Personnel in the native boat round astern to let go the after mooring lines and rigged a line from the stern of the plane to their boat for controlling the plane in a cross wind tow. When this was accomplished, the two LCVP's inoved forward together, and the boat astern kept a strain on the stern line to prevent the plane 's tail from swinging. The boats, with the plane in tow or entrance on a course that brought them out between the end of the breakwater and two merchant ships which were anchored in the harbor entrance. After they were clear of the harbor, the plane was towed past the stern t. and Chief Bos 'n had the crane manned and personnel assigned to moved toward the harb of the ship and in toward the portside where the 1st L Q . stations for hoistin the plane on board. The Captain, on the conn, used the engines to hold the ship's head steady while S . the plane was being brought alongside and hoisted. The port wing line was passed to the forward station and the starboard wing line was passed to the after station. The hoisting slings were rigged and were ready to receive the hook. There were a few xious moments when the plane started to drift down wind and the port side could not prevent it. The Cox- an O . swain of number two LCVP backed his boat under the port wing and a line was passed around the wing pontoon so the boat 137

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Pisa-Florence-Venice From Santa Margherita, Italy, a small group from the San Marcos began a four day tour, starting with Pisa. In this small town to the south of Genoa is the location ofthe famed Leaning Tower, originally built as a bell tower in the Twelf- th century. Our stay in Pisa was just long enough for a view of the tower and a walk through the Cathedral. After a two hour train ride to Florence we were quartered in the Cavour Hotel, near the Piazza Signoria. Our first eve- ning gave us an opportunity to enjoy the night life. While the night clubs, and restaurants, here were, of course, less elaborate than those in the larger cities we have visited, everything was enjoyable. In the morning we had a conducted tour of the city. A high point was a stop at the Monastery of Santa Croce where Florentine leather goods are manufactured. Then we went to the huge marble cathedral Santa Maria del Fiore. One of d d arble. Inside were several works of the most ornate structures I have seen constructed entirely of white, green an re m art highlighted by Michelangelo masterpieces. Next was the Pitti Palace, ancient home of Florence Royalty, now de- f h voted to art collections. Finally, we crossed the Arno River to Michelangelo Square where we had a lovely view o t e whole of Florence. Ea 1 M da ornin we were off to Venice the wonder city of northern Italy. From 'the station we were transported 1' Y On Y m S , by boat, something so different for sailors, to our hotel, the Grand Hotel Lido. Our tour took us to St. Mark's Square. The Cathedral of St. Mark and the Palace of the Doges or official seat of the government' of the old Venetian Republic. Again there were many famous works of art, oil paintings, mosaics and marble carvings. In the palace was a collection of arms dating back several centuries, everything from suits of armor to whatmust have been the grand-daddy of the mod- ern day machine gun. . We boarded gondolas in front ,of the palace for a trip through the Grand Canal. And while another sailor isn't the most suitable companion for a trip of this' sort, it was fun. We then watched some craftmen fashioning Venitian glassware. A few of us were fortunate in being' able to pmchase this beautiful work to send home. . Late on -Tuesday afternoon we boarded the Orient Express for the return journey. At Milan we changed trains, arriving at Santa Margherita early the following morning. 136

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could tow the plane back 1nto posrtron under the crane When the l'lO1St1Ilg shngs were on the hook and the plane was ho1sted clear of the water, all boat l1nes were cast off and the plane was now 1n the hands3of the crew on deck H01Stlng of the plane made rt necessary -to swmg the plane so the crane boom was 1n the angle between the fusllage and the port wmg ln that pos1t1on the port eng1ne and propeller were 1n danger of bemg damaged The plane was swung rn and rested on 1t's wheels on the Superstructure deck and th1S phase of the task was completed AAt 0755, Captam P R Lessenger, USAF and plane crew members SXSGTUR A Marker, USAF, A 2!c A E Gray, USAF and A 2ycW D Vu-gle USAF reported on board for transportatlon, w1th then' plane to Tr1pol1 They bel1eve they were fortunate 1n havmg surface vessels around to asslst the1r wounded brrds By 0955, the plane was stowed securely on the Superstructure deck, the anchor was housed and we were on our way to Tr1po11 One hears much fre1ndly banter be- tween the Sarlors and Marmesl about takmg the Mar1nes back to Tf1pO11 Tr1pol1 was scme 300 mlles away and we arrrved early the next mornmg We hadalmost a day andrmght stead steammg ahead of us In that txme we learned some d6td11S of the rescue m1ss1on1 the plane was on The crashed Dakota was 1n a smkmg cond1t1on when the Albatross arrlved The only method was to set the Albatross down and brmg the survrvors on board After th1S had been accomp11shed, the Albatross could not take off due to excess we1ght and a rough sea The mlsslon was h1ghly successful and l1ves were saved ' We anchored outs1de of the harbor of Tr1pol1 at 0916, 2 August and commenced preparatrons for offloadmg the plane lWh116 our Executlve Off1cer, Commander A W Weaver and Captarn Lessenger, wentrashore- to contact Wheelus F1eld Offlcers and make arrangements for land1ng the plane rAt 15116,,the plane was m the water w1th l1nes to number one LCVP from the starboard Wlhg pontoon and to number two LCVP from the port pontoon The Capta1n's G1g was utllized to control the stern Four of the plane members were 1n the plane and others 'Q ln the G1g Boat crews for the two LCVP's were the same as the day before and the G1g crew conslsted of Ortrz, D , BM3, Mc Clymont, I L SN Hartman, R R SN, Sharpless, W A , SN Moore, OLH , EN3 and Cerventes, S J SN When the plane was well clear of the sh1p, y passed forward tow l1nes to number 2 LCVP and towed the plane to the -beach, a dxstance of about f1ve m1les, w1th the one boat We grounded the plane on the sw1mm1ng beach at Wheelus AF1eld,' a very n1ce beach Gomg 1n, a l1ne was passed from the plane to the G1g as a preventer to keep the plane l1ned up w1th number two LCVP and at rlght angles to the beach After the plane crew members had lowered the land1ng gear and locked lt 1n pos1t1on, number two LCVP towed It rnto the beach at full trottle unt1l the wheels grounded on the sand W1ng l1nes were passed to ground crews on the beach, the LCVP was backed off and the Navy's job was completed Our sh1p's Offlcersand crew rece1ved through our Captam, a very QSCIOUS 1nv1tat1on from the Commandmg Offrcer, at Wheelus Fleld to use recreatron fac111t1es and clubs at the5F1eld Qdurmg our stay w1th bus 11'ansportat1on suppl1ed by the A1reForce Our stay 1n Tr1pol1 was very pleasant a good t1me was had by all but trme passes raprdly and we had otl er th1ngs to do, so on the 5th of August, ta 1402, we were underway to jo1n our un1t 138 r t Q .. ' ' 1 , . ' t 1 ' I . , f . . . . I ' 1 A nl g 5 . l ' . . - . 1 9 1 I' I I I '. li . I . . . .. , I Q I l . ' n . . . ' I 1 e Q . I ' ' ' ' I ' a I I . . . ' ' ll I YI ' ' I ' . l 0 I ll ' . . 1 I ' . . . . 0 II 9 ' , . I l 0 ' ' . . . . . . . . . , . . . . 1 . - - .. . . . . . o vi, 9 on, . .. . .., . we . . . . . . . . . . . . O O . . . . . .. .. . .. . . . . I 0 I . O 1. . . . . . . . . ... 9 . I. . . . . . . . ' s . . . . , n . . O