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On August 2, 1945, sailors were spotted adrift in the ocean between Guam and the Philippines.
Tue Aug 2, 2022: On August 2, 1945, sailors were spotted adrift in the ocean between Guam and the Philippines.
They were from USS Indianapolis, which had been sunk three and a half days earlier.
USS Indianapolis (CA-35)
{snip}
Sinking
Indianapolis's intended route from Guam to the Philippines
At 00:15 on 30 July 1945, Indianapolis was struck on her starboard side by two Type 95 torpedoes, one in the bow and one amidships, from the Japanese submarine I-58, captained by Commander Mochitsura Hashimoto, who initially thought he had spotted the New Mexico-class battleship Idaho. The explosions caused massive damage. Indianapolis took on a heavy list (the ship had had a great deal of armament and gun-firing directors added as the war went on, and was therefore top-heavy) and settled by the bow. Twelve minutes later, she rolled completely over, then her stern rose into the air and she sank. Some 300 of the 1,195 crewmen aboard went down with the ship. With few lifeboats and many without life jackets, the remainder of the crew was set adrift.
Rescue
Navy command did not know of the ship's sinking until survivors were spotted in the open ocean three and a half days later. At 10:25 on 2 August, a PV-1 Ventura flown by Lieutenant Wilbur "Chuck" Gwinn and his copilot, Lieutenant Warren Colwell, and a PBY-2 Catalina piloted by Bill Kitchen spotted the men adrift while on a routine patrol flight. Gwinn immediately dropped a life raft and radio transmitter. All air and surface units capable of rescue operations were dispatched to the scene at once.
First to arrive was an amphibious PBY-5A Catalina patrol plane flown by Lieutenant Commander (USN) Robert Adrian Marks. Marks and his flight crew spotted the survivors and dropped life rafts; one raft was destroyed by the drop while others were too far away from the exhausted crew. Against standing orders not to land in open ocean, Marks took a vote of his crew and decided to land the aircraft in twelve-foot (3.7 m) swells. He was able to maneuver his craft to pick up 56 survivors. Space in the plane was limited, so Marks had men lashed to the wing with parachute cord. His actions rendered the aircraft unflyable. After nightfall, the destroyer escort USS Cecil J. Doyle, the first of seven rescue ships, used its searchlight as a beacon and instilled hope in those still in the water. Cecil J. Doyle and six other ships picked up the remaining survivors. After the rescue, Marks' plane was sunk by Cecil J. Doyle as it could not be recovered.
Many of the survivors were injured, and all suffered from lack of food and water (leading to dehydration and hypernatremia; some found rations, such as Spam and crackers, among the debris of the Indianapolis), exposure to the elements (dehydration from the hot sun during the day and hypothermia at night, as well as severe desquamation due to continued exposure to saltwater and bunker oil), and shark attacks, while some killed themselves. Other survivors were found in various states of delirium or suffered from hallucinations. Only 316 of the nearly 900 men set adrift after the sinking survived. Two of the rescued survivors, Robert Lee Shipman and Frederick Harrison, died in August 1945.
Hundreds of sharks were drawn to the wreck by the noise of the explosions and the scent of blood in the water. After picking off the dead and wounded, they began attacking survivors. The number of deaths attributed to sharks ranges from a few dozen to 150.
"Ocean of Fear", a 2007 episode of the Discovery Channel TV documentary series Shark Week, states that the sinking of Indianapolis resulted in the most shark attacks on humans in history, and attributes the attacks to the oceanic whitetip shark species. Tiger sharks may also have killed some sailors. The same show attributed most of the deaths on Indianapolis to exposure, salt poisoning, and thirst/dehydration, with the dead being dragged off by sharks.
Navy failure to learn of the sinking
The Headquarters of Commander Marianas on Guam and of the Commander Philippine Sea Frontier on Leyte kept Operations plotting boards on which were plotted the positions of all vessels with which the headquarters were concerned. However, it was assumed that ships as large as Indianapolis would reach their destinations on time, unless reported otherwise. Therefore, their positions were based on predictions and not on reports. On 31 July, when she should have arrived at Leyte, Indianapolis was removed from the board in the headquarters of Commander Marianas. She was also recorded as having arrived at Leyte by the headquarters of Commander Philippine Sea Frontier. Lieutenant Stuart B. Gibson, the operations officer under the Port Director, Tacloban, was the officer responsible for tracking the movements of Indianapolis. The vessel's failure to arrive on schedule was known at once to Gibson, who failed to investigate the matter and made no immediate report of the fact to his superiors. Gibson received a letter of reprimand in connection with the incident. The acting commander and operations officer of the Philippine Sea Frontier also received reprimands, while Gibson's immediate superior received a letter of admonition (a less severe military punishment than a reprimand).
Survivors of Indianapolis on Guam in August 1945
In the first official statement, the Navy said that distress calls "were keyed by radio operators and possibly were actually transmitted" but that "no evidence has been developed that any distress message from the ship was received by any ship, aircraft or shore station". Declassified records later showed that three stations received the signals but none acted upon the call. One commander was drunk, another had ordered his men not to disturb him, and a third thought it was a Japanese trap.
Immediately prior to the attack, the seas had been moderate, the visibility fluctuating but poor in general, and Indianapolis had been steaming at 17 kn (20 mph; 31 km/h). When the ship failed to reach Leyte on 31 July, as scheduled, no report was made that she was overdue. The Navy then created the Movement Report System to prevent such disasters in the future.
Court-martial of Captain McVay
Captain Charles B. McVay III, who had commanded Indianapolis since November 1944 through several battles, survived the sinking, though he was one of the last to abandon ship, and was among those rescued days later. In November 1945, he was court-martialed on two charges: failing to order his men to abandon ship and hazarding the ship. Cleared of the charge of failing to order abandon ship, McVay was convicted of "hazarding his ship by failing to zigzag". Several aspects of the court-martial were controversial. There was evidence that the Navy itself had placed the ship in harm's way. McVay's orders were to "zigzag at his discretion, weather permitting"; however, McVay was not informed that a Japanese submarine was operating in the vicinity of his route from Guam to Leyte. Further, Commander Mochitsura Hashimoto, commanding officer of I-58, testified that zigzagging would have made no difference. Fleet Admiral Chester Nimitz remitted McVay's sentence and restored him to active duty. McVay retired in 1949 as a rear admiral.
While many of Indianapolis's survivors said McVay was not to blame for the sinking, the families of some of the men who died thought otherwise: "Merry Christmas! Our family's holiday would be a lot merrier if you hadn't killed my son", read one piece of mail. The guilt that was placed on his shoulders mounted until he died by suicide in 1968, using his Navy-issued revolver. McVay was discovered on his front lawn by his gardener with a toy sailor in one hand, and a revolver in the other. He was 70 years old.
{snip}
{snip}
Sinking
Indianapolis's intended route from Guam to the Philippines
At 00:15 on 30 July 1945, Indianapolis was struck on her starboard side by two Type 95 torpedoes, one in the bow and one amidships, from the Japanese submarine I-58, captained by Commander Mochitsura Hashimoto, who initially thought he had spotted the New Mexico-class battleship Idaho. The explosions caused massive damage. Indianapolis took on a heavy list (the ship had had a great deal of armament and gun-firing directors added as the war went on, and was therefore top-heavy) and settled by the bow. Twelve minutes later, she rolled completely over, then her stern rose into the air and she sank. Some 300 of the 1,195 crewmen aboard went down with the ship. With few lifeboats and many without life jackets, the remainder of the crew was set adrift.
Rescue
Navy command did not know of the ship's sinking until survivors were spotted in the open ocean three and a half days later. At 10:25 on 2 August, a PV-1 Ventura flown by Lieutenant Wilbur "Chuck" Gwinn and his copilot, Lieutenant Warren Colwell, and a PBY-2 Catalina piloted by Bill Kitchen spotted the men adrift while on a routine patrol flight. Gwinn immediately dropped a life raft and radio transmitter. All air and surface units capable of rescue operations were dispatched to the scene at once.
First to arrive was an amphibious PBY-5A Catalina patrol plane flown by Lieutenant Commander (USN) Robert Adrian Marks. Marks and his flight crew spotted the survivors and dropped life rafts; one raft was destroyed by the drop while others were too far away from the exhausted crew. Against standing orders not to land in open ocean, Marks took a vote of his crew and decided to land the aircraft in twelve-foot (3.7 m) swells. He was able to maneuver his craft to pick up 56 survivors. Space in the plane was limited, so Marks had men lashed to the wing with parachute cord. His actions rendered the aircraft unflyable. After nightfall, the destroyer escort USS Cecil J. Doyle, the first of seven rescue ships, used its searchlight as a beacon and instilled hope in those still in the water. Cecil J. Doyle and six other ships picked up the remaining survivors. After the rescue, Marks' plane was sunk by Cecil J. Doyle as it could not be recovered.
Many of the survivors were injured, and all suffered from lack of food and water (leading to dehydration and hypernatremia; some found rations, such as Spam and crackers, among the debris of the Indianapolis), exposure to the elements (dehydration from the hot sun during the day and hypothermia at night, as well as severe desquamation due to continued exposure to saltwater and bunker oil), and shark attacks, while some killed themselves. Other survivors were found in various states of delirium or suffered from hallucinations. Only 316 of the nearly 900 men set adrift after the sinking survived. Two of the rescued survivors, Robert Lee Shipman and Frederick Harrison, died in August 1945.
Hundreds of sharks were drawn to the wreck by the noise of the explosions and the scent of blood in the water. After picking off the dead and wounded, they began attacking survivors. The number of deaths attributed to sharks ranges from a few dozen to 150.
"Ocean of Fear", a 2007 episode of the Discovery Channel TV documentary series Shark Week, states that the sinking of Indianapolis resulted in the most shark attacks on humans in history, and attributes the attacks to the oceanic whitetip shark species. Tiger sharks may also have killed some sailors. The same show attributed most of the deaths on Indianapolis to exposure, salt poisoning, and thirst/dehydration, with the dead being dragged off by sharks.
Navy failure to learn of the sinking
The Headquarters of Commander Marianas on Guam and of the Commander Philippine Sea Frontier on Leyte kept Operations plotting boards on which were plotted the positions of all vessels with which the headquarters were concerned. However, it was assumed that ships as large as Indianapolis would reach their destinations on time, unless reported otherwise. Therefore, their positions were based on predictions and not on reports. On 31 July, when she should have arrived at Leyte, Indianapolis was removed from the board in the headquarters of Commander Marianas. She was also recorded as having arrived at Leyte by the headquarters of Commander Philippine Sea Frontier. Lieutenant Stuart B. Gibson, the operations officer under the Port Director, Tacloban, was the officer responsible for tracking the movements of Indianapolis. The vessel's failure to arrive on schedule was known at once to Gibson, who failed to investigate the matter and made no immediate report of the fact to his superiors. Gibson received a letter of reprimand in connection with the incident. The acting commander and operations officer of the Philippine Sea Frontier also received reprimands, while Gibson's immediate superior received a letter of admonition (a less severe military punishment than a reprimand).
Survivors of Indianapolis on Guam in August 1945
In the first official statement, the Navy said that distress calls "were keyed by radio operators and possibly were actually transmitted" but that "no evidence has been developed that any distress message from the ship was received by any ship, aircraft or shore station". Declassified records later showed that three stations received the signals but none acted upon the call. One commander was drunk, another had ordered his men not to disturb him, and a third thought it was a Japanese trap.
Immediately prior to the attack, the seas had been moderate, the visibility fluctuating but poor in general, and Indianapolis had been steaming at 17 kn (20 mph; 31 km/h). When the ship failed to reach Leyte on 31 July, as scheduled, no report was made that she was overdue. The Navy then created the Movement Report System to prevent such disasters in the future.
Court-martial of Captain McVay
Captain Charles B. McVay III, who had commanded Indianapolis since November 1944 through several battles, survived the sinking, though he was one of the last to abandon ship, and was among those rescued days later. In November 1945, he was court-martialed on two charges: failing to order his men to abandon ship and hazarding the ship. Cleared of the charge of failing to order abandon ship, McVay was convicted of "hazarding his ship by failing to zigzag". Several aspects of the court-martial were controversial. There was evidence that the Navy itself had placed the ship in harm's way. McVay's orders were to "zigzag at his discretion, weather permitting"; however, McVay was not informed that a Japanese submarine was operating in the vicinity of his route from Guam to Leyte. Further, Commander Mochitsura Hashimoto, commanding officer of I-58, testified that zigzagging would have made no difference. Fleet Admiral Chester Nimitz remitted McVay's sentence and restored him to active duty. McVay retired in 1949 as a rear admiral.
While many of Indianapolis's survivors said McVay was not to blame for the sinking, the families of some of the men who died thought otherwise: "Merry Christmas! Our family's holiday would be a lot merrier if you hadn't killed my son", read one piece of mail. The guilt that was placed on his shoulders mounted until he died by suicide in 1968, using his Navy-issued revolver. McVay was discovered on his front lawn by his gardener with a toy sailor in one hand, and a revolver in the other. He was 70 years old.
{snip}
3 replies
= new reply since forum marked as read
= new reply since forum marked as read
In several directions. When the History Channel Showed documentaries, I saw one on the Indianapolis. The sailors pulled out of the water were covered with oil that had leaked from the ship.
