Man o' War

Man o' War ~ 1917 - 1947

A large reddish-colored horse, Man o"War is considered by the majority of the horse racing fans as being the greatest race horse that ever run. He was sired by "Fairplay" out of "Mahubah". He was a large horse, typically a dominating effect when compared to the size of the other American racehorses. He was easily recognized, not only by his size but his tremendously long strides when running. He raced only as a two-year old and a three-year old, but in this short time (1919 - 1920) he would win 20 out of his 21 races while setting five world records. His one loss occurred in 1919 to a horse by the name of "Upset", he went on to run second in that controversial race. He was retired and became one of the most renowned stallions in the history of American Thoroughbred racing.

War Admiral ~ 1934 - 1959

"War Admiral" was foaled in 1934, his sire was "Man o' War" out of a mare by the name of "Brushup". He inherited his darker color of brown from his mother, unlike his father who was reddish in color. He was also smaller than his father. However, his temperament and desire to run matched that personality trait of his father. He raced as a two year old, three year old and four year old. During the period of time from 1936 to 1938 he would win twelve major races. Half of those would occur as a four year old. In total, he would have a record of 23 wins against 3 losses. Although, one of the greats in horse racing, he will always be remembered for the race he did not win.

"RACE OF THE CENTURY"

Sea Biscuit ~ 1933 - 1947
"Red" Pollard, Jockey ~ 1909 - 1981

"Sea Biscuit" was born on May 23, 1933. His sire was "Hard Tack", a half brother of "War Admiral" and the grandson of Man o' War. His dam was "Swing On". "Sea Biscuit" did not develop into a good race horse as a young horse, most breeders considered him to small and to lazy. He was used primarily to develop other race horses that demonstrated potential to be champions. With time, "Sea Biscuit" was sold to a car dealer in California that was just entering the race horse business. The Academy Award nominated movie, "Sea Biscuit" portrayed his life and development as a race horse. As in most movies, the director took a few liberties with minor details in the filming but for the most part it is factual portrayal of his story. "Sea Biscuit" became the hope for millions of Americans during the Great Depression era. "Sea Biscuit" would win ten major races between 1937 and 1940. His greatest race would occur on November 1, 1938 when he would go head to head with "War Admiral" and win it handily. "War Admiral" had won six major races in 1938 while "Sea Biscuit" had won seven major races. In 1938, "Sea Biscuit" would win the coveted title of "U.S. Horse of the Year. An honor that was never bestowed on "War Admiral". "Sea Biscuit" would pass away on May 17, 1947, his grandfather, "Man o' War" would pass away six months later.

In 1958, "Sea Biscuit and "War Admiral" were inducted into United States Racing Hall of Fame.

If you have not seen the movie, "Sea Biscuit", I would strongly recommend it. It is not only a very good movie, it is also a very good American History lesson of the this era and the hardships of the Great Depression.

"My Kids"

Jerry Lewis ~ March 16, 1926 ~

"I shall pass through this world but once. Any good, therefore, that I can do or any act of kindness that I can show to any human being, let me do it now. Let me not defer nor neglect it, for I shall not pass this way again."
Motto of Jerry Lewis

Since 1931, at the age of five, comedian Jerry Lewis has brightened the smiles and brought laughter to millions. More importantly, he has also brought hope to millions of children or as he prefers to call them, "my kids". Jerry Lewis was born Joseph Levitch on March 16, 1926 in Newark, New Jersey. His parents, Rae and Danny (Levitch) Lewis were professionals in the entertainment world. At age 5, Jerry made his debut in New York's Borscht Circuit singing, "Brother Can You Spare A Dime".

Growing up on the burlesque circuit while performing in the 500 Club in Atlantic city, his career would change. When another entertainer failed to show up for work, a second comedian by the name of Dean Martin joined the show. At first, they worked separately, but then started ad-libbing together and the rest is history. In less than eighteen weeks their salaries soared from $250.00 a week to $5,000.
Dean Martin and Jerry Lewis were perhaps one of the greatest of the comedian partnerships. Following World War II, when Americans needed a little humor in their lives, the comedian duo broke into the movie industry in 1949 with their first film, "My Friend Irma".
As a child, I can remember looking forward to any Saturday that a Dean Martin and Jerry Lewis movie would be showing at the Fox Theater. The cost of
admissionn was a dime but well worth every penny of it.

For ten years, Martin and Lewis completed sixteen money making films while at the same time continuing their nightclub acts, personal appearances, recording sessions, radio shows, and television bookings. Their last movie together was "Hollywood or Bust" in 1956. On July 25th of that year the two made their last appearance together at the Copacabana, tens years to the day that they had become a team. I can recall the devastating news, the controversy being argued was which one would fail with out the other. They would each become individual stars in their own right and in time would return to their friendship.

The popularity of Jerry Lewis skyrocketed in records, albums, and the movie industry. He went into screen writing, directing, producing, as well as acting. In 1959, be entered a contract with Paramount Pictures specifying a payment of $10 million plus 60% of the profits for 14 films over a seven year period.

Although, he did not portray a "athletic build", during the 1950's and 1960's Jerry played first base with numerous professional baseball teams. He would train each year with the Los Angeles Dodgers.
Jerry Lewis would also become a Professor at the University of South California, where he taught graduate students a course in film direction. The movie directing talents of Lewis is not a well known fact about his career. He has won the Best Director of the Year Award eight times in Europe since 1960; three in France, and one each in Italy, Belgium, Germany, Spain, and the Netherlands.
Jerry Lewis has won far to many awards to list in a single document not only for his ability in the entertainment media but also for his humanity efforts. It is reported that his most prized award is a simple plaque, it reads: "There are three things that are real...God, human folly, and laughter. Since the first two are beyond our comprehension, we must do the best we can with the third". Signed; Your Friend, John F. Kennedy. In June 1985, the Department of Defense presented him the highest award it can bestow upon a civilian, the Department of Defense Medal for Distinguished Public Service.

Jerry Lewis has won the hearts of "my kids" and the world in his efforts each year to raise funds for the Muscular Dystrophy Association. Since 1959, Jerry Lewis has hosted the Jerry Lewis MDA Telethon on Labor Day weekend. Through the year of 2008, they have raised over two billion dollars for the treatment and research of Muscular Dystrophy. Even in poor health, Jerry Lewis is on the scene from the start to the finish of the Telethon. I can recall the days that it was appropriate to start watching the telethon from the time it started until it was finished, just to support Jerry Lewis and his efforts. While stationed in Anchorage, several of us in the Navy, would take our turn on the telephone banks at the local television station.
Since the inception of the telethon, the contributions have increased each year with the exception of 1982 and 2005. This past Labor Day weekend, the telethon once again achieved a new record by raising $65,031,393. Although Jerry Lewis takes no credit since this is a drive that involves thousands across America, however, it is his influence, attitude, and dedication that makes a difference.

Although, Jerry Lewis has had some very serious medical problems involving cancer and heart problems of his own, he has always been there for "my kids". Jerry Lewis is a true "American", he has made a difference and has the touched the lives of each of us.

U.S.S. Mount Katmai AE-16

U.S.S. MOUNT KATMAI (AE-16)

The U.S.S. Mount Katmai is one of three ammunition supply ships that were named after geographical locations in Alaska. The other two naval vessels were the U.S.S. Great Sitkin (AE-17) and U.S.S. Wrangell (AE-12). In keeping with naval traditions, the ammunition supply ships are named after volcanoes. The U.S.S. Mount Katmai was built in the closing days of World War II. She was launched on 6 January 1945 and commissioned on 21 July 1945 at Jacksonville, Florida with Commander C.H. Ross in command. Her length was 459 feet with a beam of 63 feet. Her speed was 16 knots with a complement of 267 personnel and a capacity of 7,700 dead weight tons.
Although the U.S.S.Mount Katmai (AE-16) entered the naval fleet at the conclusion of World War II she would see action later in her career. During the time that she serviced the fleet she would earn nine Battle Stars for service in Korea and nine Battle Stars for Vietnam service.
In the early 1970's, the U.S.S. Mount operated within the same service task force on Yankee Station with the U.S.S. Ponchatoula (AO-148) on which I was serving. Operations consisted of replenishment operations to the fleet operating in the South China Sea off the coast of Vietnam.
Korean Conflict

Following her commission, the U.S.S. Mount Katmai would have her shakedown cruise and outfitting. She reported for duty with Commander Service Force, Atlantic Fleet on 8 September 1945, just days prior to the surrender of Japan to the allied forces. The Mount Katmai was then detached with orders to proceed to Hawaii via the Panama Canal. The ammunition ship was assigned to the western Pacific, arriving in Leyte in mid October 1945.
As with all service ships, the U.S.S. Mount Katmai lived up to the slang usage of U.S.S. (Underway, Saturday, Sunday). She made many Pacific transits during her career. On 22 July 1950, she deployed from San Francisco to the Western Pacific, arriving in the Korean Combat Zone on 18 August 1950. She returned home in November 1951 and departed for Korea again in April 1952. She returned to the United States in February 1953 and once again made the transit to the Far East in May 1953. Following the armistice, the Mount Katmai returned home. One year later she would once again get underway for the Far East. Between May 1954 and May 1964 she would make nine 6 month cruises into the Western Pacific.

Vietnam Conflict

On February 26, 1965 the U.S.S. Mount Katmai departed her home port of San Francisco, underway to a new war zone to replenish 7th Fleet ships. She arrived at Subic Bay, Philippines on May 15, 1965. Within several days, she was underway for operations in the South China Sea, servicing the carrier strike groups and combatant ships off Vietnam. Once the replenishment operations were completed, as all service ships did, the U.S.S. Mount Katmai would return to Subic Bay and take on supplies to replenish the fleet. The Mount Katmai was a work horse, during her remaining career she would make seven cruises into the South China Sea during the Vietnam Conflict.

The U.S.S. Mount Katmai (AE-16) would be decommissioned on 14 August 1973 and enter the Pacific Fleet Reserve Fleet. At a later date, she would see the same fate that the majority of our naval vessels see, that of being sold for scrap metal. The twenty eight years that she served the fleet, she served them well.

Alaska's Aircraft Carrier

U.S.S. KADASHAN BAY (CVE-76)

The name of the only aircraft carrier named after a geographical location in Alaska was derived from Kadashan Bay which is located on Baranof Island in Southeast Region of Alaska

The United States Ship Kadashan Bay (CVE-76) was a Casablanca class escort aircraft carrier of the United States. Prior to commissioning, the U.S.S. Kadashan Bay went through three different designations of type of carrier, AVG-76, ACV-76, and ultimately the classification of CVE-76. Although, in design of an aircraft carrier, the primary mission of the U.S.S. Kadashan Bay was to transport aircraft and personnel by sea to the the war zone in the Pacific Ocean during World War II. This particular type of aircraft carrier was commonly referred to as a "jeep carrier", jeep being a common name for aircraft. In the closing days of the war, these transport carriers would also play a role of a typical aircraft carrier, launching strikes against Japan.

The Kadashan Bay was built by Kaiser Shipyards in Vancouver, Washington. Her keel was laid on 2 September 1943 and launched on 11 December 1943 after being sponsored by Miss Audrey Ackerman. The Kadashan was commissioned on 18 January 1944, under the command of Captain R.N. Hunter. Her total length was 512 feet with a beam of 65 feet. Her flight deck was 108 feet in width. Her speed was 19 knots and carried a crew of 860 men plus an embarked aircraft squadron of 50 men. Her armament consisted of one - 5 inch 38 Gun, 16 x 40 mm cannons in 8 twin mounts, and 20 x 20 mm machine guns in single mounts.

Following her shakedown cruise, she departed San Diego on the first of two cruises to Espiritu Santo. During these two cruises, she transported 154 aircraft to the war zone.

Following repairs in San Diego after her second cruise, she sailed for Pearl Harbor to join a carrier division. One month later, she sailed for Tulagi and final preparations of the assault on the Palaus. In mid September, her air group launched a pre-invasion air attack against enemy positions on Peleliu. Ground forces landed on 15 September to gain control of the island as an air base to support the Philippine operation.

The Kadashan Bay or nicknamed the "Katie B" detach from that operating area and steamed for the Leyte Gulf for operations. Arriving there on 21 October, she immediately commenced launching strikes in support of the troops ashore. Four days later one of the patrol aircraft piloted by Ensign Hans Jensen from the Kadashan Bay sighted the Central Force of the Japanese fleet off Samar. After reporting his sighting and position, he launched an unsupported attack against the leading cruiser, beginning the famous battle of Samar. The carrier task group in which the Kadashan Bay was operating launched three fighter and three torpedo attacks against the enemy force. Heavy casualties on the Japanese fleet was inflicted, a second major loss to the Japanese fleet from which they would not recover.

The U.S.S. Kadashan Bay moved south to join the preparations for the Luzon landings on 3 January 1945. On 8 January 1945 she commenced early morning air strikes against the occupying Japanese. That same morning, a "kamikaze" aimed his aircraft at the Kadashan Bay. Despite repeated hits by the gun crews on the Kadashan Bay, the plane plunged into the ship amidships directly below the bridge. After several hours, the damage control efforts checked the fires and flooding on the Katie B. Following this direct hit, she sailed to Leyte on 12 January for temporary repairs before returning to San Francisco on 13 February for a complete overhaul.
The Kadashan Bay returned to Pearl Harbor on 14 April 1945 and commenced ferrying aircraft and personnel among the Pacific Islands. She was reassigned as a carrier in the Third Fleet and was on her way to Pearl Harbor to begin her new duty when news of Japan's surrender was announced. The U.S.S. Kadashan Bay (CVE-76) joined the "'magic carpet" fleet in Guam and returned to San Francisco on 26 September with her first group of veterans. For the next three months the escort carrier made runs from Pearl Harbor, Guam, Okinawa, and China to return battle weary Americans home.

On 10 January 1946, the Kadashan Bay departed San Diego arriving in Boston on 29 January. She would remain in Boston, being decommissioned on 14 June 1946 and placed in the Atlantic Reserve Fleet. On 13 August 1959 the U.S.S. Kadashan Bay would be sold for scrap. The U.S.S. Kadashan Bay (CVE-76) received two battle stars for her World War II service.

Although the designation of the the U.S.S. Kadashan Bay changed during her construction, her hull number always remained the same, "76". Unknown to her, that with the passage a time, one of America's newest and largest aircraft carriers would carry the same hull number, the CVN-76 (Attack Carrier, Nuclear Powered)

U.S.S. Ronald Reagan (CVN-76)The U.S.S. Ronald Regan (CVN-76) Rendering Honors to the U.S.S. Arizona (BB-39) Pearl Harbor, Hawaii

U.S.S. Alaska (CB-1)

U.S.S. Alaska (CB-1) was the third ship of the U.S. Navy fleet that would proudly carry the name of Alaska. In the lineage, she would be the third ship named after the then insular area and the present state.

The U.S.S. Alaska (CB-1) was the lead ship of a planned six "Alaska Class Large Cruises" or Battlecruisers. Unlike the battleships and cruiser naming practices, this class of ships would carry the names of territories or insular areas of the United States. They would include the U.S.S. Alaska (CB-1), U.S.S. Guam (CB-2), U.S.S. Hawaii (CB-3), U.S.S. Philippines (CB-4), U.S.S. Puerto Rico (CB-5), and U.S.S. Samoa (CB-6). However, only the Alaska and the U.S.S. Guam would join the fleet. Construction on the U.S.S. Hawaii (CB-3) was approximately 80% completed when the contract was canceled along with the contract to build the Philippines, Puerto Rico, and Samoa. The reason for the cancellation was due to the shortage of steel during the war effort. Steel that would have been utilized to build these ships was diverted to building landing craft and troop carriers for the invasion forces of the United States. In the history of the U.S. Navy, only two ships have had the designation of CB, the Alaska and her sister ship the Guam.

The keel of the U.S.S. Alaska was laid by the New York Shipbuilding Corporation on 17 December 1941, ten days following the attack on Pearl Harbor. The Alaska was launched on 15 August 1943 being sponsored by Mrs. Ernest Gruening. The U.S.S. Alaska was commissioned as a ship of the line on 17 June 1944 with Captain Paul Fischler in Command. Following her commission she went through a series of shake down training cruises with the U.S.S. Missouri (BB-63) in the Caribbean Sea and Chesapeake Bay. The official surrender of Japan would occur on the decks of the U.S.S. Missouri on 2 September 1945.

This particular class of ship was designed to fit between the larger battleships of the U.S. Navy and the classes of heavy cruiser. The design plans changed several times prior to and during construction of the Alaska and Guam. The U.S.S. Alaska was 808 feet 6 inches in length with a beam of 91 feet 1 inch. Her power plant was 4 shaft General Electric steam turbines and eight boilers. Her speed was 31.4 knots and had an endurance of 12,000 nautical miles. Onboard, she typically carried 1,799 personnel but had accommodations for 2,251 when troops were embarked. She was built for her armament, where the battleships had 16 inch guns, the Alaska had nine 12 inch / 50 caliber along with 56 40 mm and 34 20 mm deck guns. She also carried four aircraft, the Kingfisher or SC Seahawk with an enclosed hangar midships.

On 2 December 1944, under the command of Captain Peter Fischler, the U.S.S. Alaska would sail for the Pacific Ocean via the Panama Canal. Following gunnery training off the beaches of California, the Alaska would arrive in Pearl Harbor on January 13, 1945. Captain Kenneth Noble would take command of the U.S.S. Alaska from Captain Fischeler, who had achieved flag rank. The Alaska departed Pearl Harbor on 29 January 1945 to join the famed Task Force 58, the fast carrier task force. The task force sailed for the Japanese home islands on 10 February 1945. The Alaska was assigned the mission of providing screening for the carriers Saratoga and Enterprise as they carried out their night air strikes against Tokyo. From Japan, the Alaska would detach and sail to Iwo Jima operational area to provide screening and shore bombardment.

The Alaska would once again return to the waters of Japan to screen the carriers Yorktown, Intrepid, Independence,and the Langley in their air strikes during the invasion of Okinawa. During this period, she would down two enemy aircraft on 18 April 1945. The Japanese struck in full force on 19 April 1945. The carriers Franklin and Wasp would fall victim to Japanese bombs during this attack wave. The Alaska and her sister ship the Guam would form a screen for the Franklin and make best speed to Guam for repairs.

The U.S.S. Alaska would continue to provide screening guards for carriers and shore bombardment until the closing days of the war. As the surrender forms were being signed onboard the U.S.S. Missouri, the Alaska laid at anchor in Tokyo Bay. She would detach from her mission in the Pacific Ocean arriving at the Boston Naval Yard on 18 December 1945, four years and one day from the time her keel was laid. She would then sail for Bayonne, New Jersey and placed into "inactive status commission" on 13 August 1946. Her final decommissioning occurred on 17 February 1947. Though there were proposals to convert Alaska and Guam to guided missile cruisers, her name was struck from the Naval Vessel Register on 1 June 1960. The U.S.S. Alaska (CB-1) was sold 30 June 1960 to the Lipsett Division of Lauria Brothers of New York City to be broken up for scrap. Her sister ship, the U.S.S. Guam (CB-2) would also be sold for scrap on 24 May 1961.

The U.S.S. Guam (CB-2) was awarded two Battle Stars for her service in World War II. The U.S.S. Alaska (CB-1) would be awarded three Battle Stars for her service to the fleet. During the closing days of World War II, a newly commissioned officer, Ensign Wally Schirra would report for duty aboard the U.S.S. Alaska (CB-1). Ensign Wally Schirra would later make history as a U.S. Naval Officer and Astronaut. He would become the fifth astronaut to venture into space. He was the only astronaut that was a member of the Mercury, Gemini, and Apollo space programs. As were his wishes, upon his passing his ashes were spread at sea from the decks U.S.S. Ronald Reagan with full military honors.

U.S.S. Cook Inlet (AVP-36)

Looking from the windows of my home, I have a beautiful view of Cook Inlet. Despite the number of years that I spent in the U.S. Navy, I was not aware, until very recently, that a naval vessel was named after the body of water that I view numerous times each day and holds so many of my memories.

The U.S.S. Cook Inlet (AVP-36) was a Barnegat-class small sea seaplane tender. During the war effort of World War II, a large number of this classification of ships were constructed on an assembly line basis. Twenty-three U.S. Navy ships have carried the names of geographical locations or cities in Alaska. Seven of these twenty-three ships were similar in design to the U.S.S. Cook Inlet, each of them having the classification of a small sea plane tender. The Navy had a large naval air force of amphibian aircraft during World War II. Predominantly their role was at sea rescues of downed pilots and search and rescue operations for ships that went down. Their secondary role was to provide ferry and supply services to the fleet and land based operations.

Cook Inlet (AVP-36) was laid down on 23 August 1943 at the Lake Washington Shipyard. She was launched on May 13, 1944 and commissioned on 5 November 1944 with Commander W.P. Woods in Command. A little over fourteen months from the time her keel was laid, she was commissioned and prepared to join the fleet during World War II. The U.S.S. Cook Inlet measured 311 feet 8 inches in length with a beam of 41 feet 1 inch. Her propulsion unit were diesel engines with two shafts and a speed of 18.6 knots. She carried 215 personnel with the capabilities of having a crew of 367 when an aviation was embarked. Her primary armament was one 5 inch mount and a variety of smaller caliber deck guns. She had the ability to carry 80,000 gallons of aviation fuel. The U.S.S. Cook Inlet would earn one Battle Star for her service.

The U.S.S. Cook Inlet departed San Diego on 15 January 1945 and arrived at Pearl Harbor on 21 January 1945. She tended seaplanes at Hilo, Hawaii from 25 January 1945 to 31 January 1945. The U.S.S. Cook Inlet arrived off Saipan on 26 February 1945 to serve with a escort and patrol task force. From 2 March 1945 to 14 March 1945 she was on station during the invasion of Iwo Jima. The Cook Inlet rescued 27 survivors of downed U.S. bombers. She was still on duty at Iwo Jima when hostilities with Japan ended on 15 August 1945. The U.S.S. Cook Inlet remained in the area of Iwo Jima until 29 November 1945. She served a short tour of duty tendering at Jinsen, Korea prior to going home. Stopping at Iwo Jima and Pearl Harbor, the U.S.S. Cook Inlet returned to San Francisco on 22 January 1946. She was decommissioned and placed into the Pacific Reserve Fleet on 31 January 1946, twenty-six months after her commissioning date. However, she would return to the high seas.

The U.S. Navy loaned the Cook Inlet to the the U.S. Coast Guard on 20 September 1948. On 26 September 1966, she was permanently assigned to the Coast Guard as the Cost Guard Cutter, USCGC Cook Inlet (WAVP-384). Throughout her Coast Guard career of almost twenty-three years, her home port was Portland, Maine. The Coast Guard decommissioned the Cook Inlet on 27 December 1971. However, she would once again see service in a war zone.

On 27 December 1971, the Cook Inlet was transferred to South Vietnam and was commissioned into the South Vietnam Navy as patrol vessel RVNS Tran Quoc Toan (HQ-06). When South Vietnam collapsed at the end of the Vietnam War in April 1975, the renamed Cook Inlet fled to Subic Bay in the Philippines. The Republic of the Philippines took custody of the Tran Quoc Toan and she was formally transferred to the Philippine Navy in April 1976. After 32 years of service, her sailing days were over. The former U.S.S. Cook Inlet was not commissioned by the Philippine Navy. She was discarded in 1982 and most likely scrapped. The U.S.S. Cook Inlet (AVP-36) served her country well.

U.S.S. Juneau (CL-52)

The U.S.S. Juneau (CL52) was an Atlanta-class light cruiser. She was laid down in Kearney, New Jersey on May 27, 1940 and launched on October 25, 1941, sponsored by Mrs. Harry I. Lucas, wife of the Mayor of Juneau, Alaska. She was commissioned on February 14, 1942 with Captain Lyman K. Swenson in Command, two months following the Japanese attack on Pearl Harbor. The U.S.S. Juneau was 541 feet 6 inches in length with a beam of 52 feet 2 inches. She carried a compliment of 700 officers and enlisted personnel. Her primary armament was 16-5 inch guns, seventeen smaller deck guns, and six depth charge projectors and two depth charge tracks. Her speed was rated at 32+ knots.

Following her transit to the Pacific Ocean her first major action occurred at the Battle of Santa Cruz Islands. The carrier Hornet and Enterprise joined task forces to position itself north of the Santa Cruz Islands to intercept enemy units that might attempt to reinforce Guadalcanal. Early morning of October 26, 1942, U.S. carrier aircraft uncovered the enemy force and immediately attacked it, damaging two carriers, a battleship and three cruisers. However, the American ships were also engaged when some 27 enemy aircraft attacked the U.S. carrier U.S.S. Hornet. The Juneau and other screen vessels threw up an effective screen and shot down about twenty of the Japanese aircraft, however the carrier Hornet was badly damaged and sank the following day. The U.S.S. Juneau detached from the Hornet task force and headed for the carrier U.S.S. Enterprise task force several miles away. With the assistance of the U.S.S. Juneau, the attack on the carrier Enterprise was repulsed and the shooting down of eighteen enemy aircraft. The Battle of Santa Cruz Islands kept the Japanese from reinforcing Guadalcanal.

On November 8, 1942 the U.S.S. Juneau departed New Caledonia to escort reinforcements to Guadalcanal. The task force arrived there early in the morning on November 12, 1942. Unloading of the transports and cargo vessels proceeded unmolested until 1405 when 30 Japanese planes attacked. The fire power of the screening vessels was effective with the U.S.S. Juneau being credited for downing six torpedo aircraft. The remaining attackers were attacked by U.S. aircraft with only one Japanese bomber escaping. Later in day the task force was messaged that a large enemy surface force was headed for the island. At 0148 on November 13, 1942 the relatively small Landing Support Group engaged the Japanese force consisting of two battleships, one light cruiser and nine destroyers.

Due to bad weather and garbled communications, the battle occurred at almost point blank range in the dark as the ships of the two sides intermingled with each other. During the fire fight, the U.S.S. Juneau took a torpedo to her port side, causing a severe list and dead in the water. The shock wave from the explosion buckled her decks, shattered the fire control computers, and knocked out all power. The U.S.S. Juneau restored power and limped away from the battle, down by the bow twelve feet and struggling to maintain 18 knots. She joined the surviving American warships at dawn on November 13th and commenced a zig-zag course in the company of two other cruisers and three destroyers. Just prior to noon,the task force was intercepted by a Japanese submarine (I-26). At 1101,the submarine fired three torpedo's at the cruiser U.S.S. San Francisco. None of these shots hit the cruiser, but one passed beyond and struck the U.S.S. Juneau on the port side, very near the previous hit. The ensuing magazine explosion blew the light cruiser in half, killing most of the crew. The U.S.S. Juneau (CL-52) slipped beneath the waves in less than a minute. The loss of the U.S.S. Juneau was just one day short of nine months from the time she was commissioned. The U.S.S. Helena messaged a nearby B-17 search and rescue aircraft, that the U.S.S. Juneau was lost at a latitude 10 degrees South and longitude 161 degrees East and that survivors were in the water. The sinking location was later modified to 10 degrees South and 161 Degrees East.
Concerned that enemy submarines remained in the area and the rapid sinking of the ship the crippled task force did not remain in the area. The message from the U.S.S. Helena reporting the survivors in the water unfortunately did not reach the rescue center, rescue operations did not begin for several days. It was later revealed that approximately 115 men survived the second torpedo attack and went into the water. Exposure, exhaustion, and shark attacks took their toll, there were only 10 men that survived the sinking of the U.S.S. Juneau (CL-52), they were rescued eight days following the sinking of their ship.

THE REST OF THE STORY

From the time that I joined the Navy in 1963, I have known of this part of Navy history and have even had to invoke the policy on several occasions. However, I never knew or had forgot that it occurred aboard the U.S.S. Juneau (CL-52). The Navy has always had a policy about brothers serving together on the same ship. Even in World War II, the rule about brothers serving together was in affect but often overlooked. It was because of this incident that the military services developed the policy that a man was not eligible for the draft (when it was in effect) or enlistment into the military if they were the sole surviving son. After the sinking of the U.S.S. Juneau (CL-52) the policy of brothers serving together was also reinforced if there are no other surviving brothers at home.

Albert, Francis, George, Joseph, and Madison Sullivan were born in Waterloo, Iowa between 1914 and 1920. George and Francis enlisted in the Navy in 1937. Following the attack on Pearl Harbor, the three younger brothers joined the Navy in early 1942. They requested and were granted permission to serve together as the commissioning crew of the U.S.S. Juneau (CL-52) in February 1942. They remained with their ship and subsequent combat actions at the Battle of Guadalcanal. All of the Sullivan brothers were lost on the U.S.S. Juneau (CL-52) on November 13, 1942. Three of them were killed during the torpedo attacks, two of them are believed to have went into the water but not rescued. Two Navy destroyers have proudly carried the name U.S.S. Sullivan in honor of the brothers. There were several other sets of brothers on the U.S.S. Juneau (CL52) that were also lost at sea, but they had surviving brothers stationed elsewhere or at home. The movie, "Saving Private Ryan" starring Tom Hanks, even though it is an Army movie is based, loosely, on the story of the Sullivan Brothers.

"The Sullivan Brothers and the U.S.S. Juneau (CL-52)"