As a green kid, new to the ship we participated in an operation known as COBRA. I did not know about this name until many years later (actually 1986). When we left the Ulithi area for the open sea I was awed by the waves, and the motion of the ship was entirely a new experience. One had to learn to walk and anticipate where the deck would be for your foot to meet it. It took a few days but then it became an automatic response. This is called getting your sea legs.

I was transferred aboard, as I said earlier, on the 11th of December and we sailed for the Northern most island of the Philippines, which is Luzon. We were guarding aircraft carriers while their planes were striking the islands. On Saturday of that week the ship developed a violent vibration. We had to fall back from the formation and check the screws by putting a diver over the side to inspect them.

The port screw strut was cracked and the port engine had to be shut down. Since our movement in the water would tend to turn the screw, it was locked in place so it would not turn when underway. There was a fear that more damage would be done if the propeller turned on its own. We were re-assigned to the tankers so we could go back for repairs. With one operating screw and the other locked we could no longer keep up the speed necessary for the fighting fleet.

This mechanical problem became more serious with the development of one of the worst typhoons the ship had experienced. The ship speed was very slow and the drag of the locked screw was consuming fuel so we had to try and take on enough fuel to get back to Ulithi for the repairs. We had to wait till all the other task force had filled which put us in the worst weather conditions for refueling at sea.

We finally had to take on fuel as only about 2 hours remained of our supply and the sea was running very high. I did not know all these details at the time, as I said previously, I learned more details many years later. It was mandatory for us to fill one tank so we could remain even with ballast. This put us in the windward side of the tanker and made it very difficult to maintain the position for getting the lines between the ships and then keeping the position so the line would not be pulled apart.

I am sure that our success was due to the superb seamanship of our Captain Wood. Somehow we did mange to get the needed fuel. I remember seeing the line carrying the fuel leaking and covering men and decks with oil. I was very glad that I was not on the deck crew to have to be out in that mess.

The typhoon was worsening by the hour. That night wind and rain made visibility about zero. The radar was almost useless because of the high waves and our low stance in the water gave no range for it. The morning came and we received word that all ships had to steer their best course and do what was necessary to stay afloat. Later we learned that three of the fleet's destroyers were lost to the storm. All topside watches were secured. Since it was not possible to travel from forward compartments to after compartments below decks, lines were erected so if necessary a man might have security to go topside.

The only food that was prepared under these conditions was coffee and sandwiches. You could not sit down to eat anyway. Once again our capable skipper was our salvation. He wedged into his chair and took the con. This must have really been a ritual for him to stay there for this extended time. There were times that the ship took a list of sixty-five degrees and she still came back to right. This lasted for hours, until about mid afternoon the next day when we entered the eye of the storm and calm water.

When we entered the eye of the storm the barometer was reported to drop to twenty-seven inches. This was almost like a vacuum to the eardrums. We were soon out of this eye and back into the high winds and water again but with less ferocity then before. At least this time we did not take water down the stacks and extinguish the fire in the boiler. What a job it was for the fire room crew to try and keep the fire going and maintain steam pressure for the one starboard engine.

Later in the afternoon when the sea calmed down we were alone, no other ships in sight nor did we see any on the radar. That night we made a navigational fix by the stars and a course set for our destination of Ulithi. The next morning we were able to report to the fleet that we were still afloat and heading for our destination.

We did of course make it to a floating dry-dock in Ulithi and get our repairs made. This floating dry dock was a large tank the ship was floated into and then the end closed so the water could be pumped out leaving the ship supported by braces in a dry tank. This enabled workers to make repairs to the damage. Not only the all important screw strut was damaged, but also the sonar compartment. This was a bubble on the bottom forepart of the keel and it was smashed flat like a pancake. I personally saw this damage and just could not believe the force it took to do damage like that.

The bow of the ship would come up out of the water and then slam down onto the surface of the water, over and over. I knew we were hitting hard as I tried to sleep in my bunk in the forward compartment. To stay in the bunk I had to wrap my arms, feet, and legs around the bunk chains to try and stay on the mattress.

Our repairs did not require a very lengthy stay so we were back in full destroyer service with the fleet. We did spend Christmas Day in Ulithi. This allowed some mail to catch up to us. The thing that bothered me is that I received none. I was traveling faster than my address I guess. I know that this was the first Christmas away from home and with no home contact I can't say I had a very Merry Christmas.

I really did not realize at that time what I had actually gone though. I realized much later in life even though I thought I was grown up I was still a very green young man! I did not realize that I was fast becoming a real seaman in one big hurry.

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