Life in the Service of My Country
The World War II Experiences of Dan Kaseberg

Thank you for your kind post. I believe you might want to add that this was prepared three years ago (1995) for my immediate family, in case they would someday enjoy it. I'm sure there are a few errors as it seems so long ago.

- Dan Kaseberg, March 27, 1998

"JOIN THE NAVY AND SEE THE WORLD", a slogan to grab your attention, especially if you are young, impressionable and attempting to make a decision about your future, and just out of School. For the eleven members of the Senior Class of WASCO High, Wasco, Oregon, graduation ceremonies were held May 16, 1940.

Classmate and fellow graduate Jack HINES, and I, heeded the slogan, and sought to "sign-up". It was necessary to be 18, Jack was, but I would not turn 18 until October 12, 1940. He agreed to wait and the first available date for the Navy Recruiter was October 16th.

In preparing for our enlistment, we found out there was a plan available to pick out the field we wished to enter. However, it was necessary to commit to a SIX year enlistment. We figured, why not, as our plans were to stay in at least 20 years and then retire with a nice pension. Jack did this.

Our field of choice; Aviation, an exciting and growing field. Jack was going to try to, and did, enter Aviation Mechanic School. My choice, go directly to a Squadron on one of our aircraft carriers. of course, "Boot Camp" came first.

On October 16, 1940, Jack and I reported to the Naval Recruiting Office in THE DALLES, Oregon for "Oath of Allegiance" and to sign our "Shipping Articles". Looking at those today is quite a surprise. It shows me at five foot five and three quarter inches tall and weighing in at an awesome 132 pounds.

My first train ride was a thrill, my travels had never been by rail before. Arriving in San Diego, Ca., we reported to the Naval Training Center for further assignment, to class number 84-40.

We graduated, receiving our new assignments. If I remember correctly, Jack received his request to attend an Aviation Mechanic's School. My request was also fulfilled and my orders read, "Report to the Commander SARATOGA AIR GROUP (CSAG) for further assignment". Each carrier had its own air group at that time. My new ship was the 888' long U.S.S. SARATOGA (CV-3) the sister ship of the U.S.S. LEXINGTON (CV-2), both magnificent vessels. Actually, you could say they were like a floating city. SARATOGA AIR GROUP THREE was at North Island in San Diego, just a short bus ride from the Training Center.

However , in typical government fashion, we bussed to Long Beach, Ca.. Some had ships in Long Beach - San Pedro area, some to the LEXINGTON and others. We were taken by motor whaleboat out to the LEX. Wow! what along, long way to the hangar deck, carrying my sea bag and hammock in an awkward bundle. It was almost as large as I was, and if you dropped it you would return down the ladder and retrieve it. One poor soul did.

This was my first trip on a ship. The Long Beach, San Pedro Harbor had many ships in there. We got under way that evening, and what a beautiful site, all the lights not only of Long Beach and San Pedro, but Los Angeles and other surrounding cities too.

On or about December 28, 1940, 1 reported to CSAG and was not assigned to a squadron until January 3, 1941, which was SCOUTING SQUADRON THREE, my duties, Yeoman Striker (trainee).

It was a real thrill being around all these aircraft, the pilots, mechanics, radiomen and the other squadrons of the Air Group.

One day it was decided a number of us should be transported to San Clemente Island, off the coast and near Santa Catalina Island, for the purpose fire arms and target shooting. We did have some time off but were not allowed to look around island; hush, hush! Things were going well, too well, so on an off time I thought it would be a great idea to take a small boat around the island to try and locate some Abalone. The shells are beautiful and we might also locate some glass fishing floats that drifted over from Japan. In order to do this, permission would have to be obtained from the Duty Officer, and what I had thought a perfectly reasonable request was turned down.

I returned to the barracks and decided to take a nap. A little while later someone was shaking me awake, stating the whole Pacific Fleet was looking for the "guy in the small craft".

It seems a heavy storm suddenly came up, with dire warnings for all small craft. The Duty Officer apparently forgot I did not go and reported me missing. Needless to say, in reporting this, there was an immediate and positive response by all. Ships and planes were into the big search.

This little incident made all the Los Angeles papers plus who knows how many more? In the 1980's, a customer and I, were talking and this came up. He stated he remembered it well. Thought maybe some one could have a little trouble because of what happened.

Somehow, I had the feeling it had something to do with my transfer to TORPEDO SQUADRON THREE on July 23, 1941, although my transfer was allegedly due to the VT-3 Yeoman about to retire.

In and about that same time frame, it was announced resignations would be accepted from officers and Enlisted personnel, to join a new group being formed to fight the Japanese in China.

Being in the service such a short time, I did not have any of the skills required to make this move and I missed out on what I thought would be a great adventure. The salaries they would pay in those days were fantastic, plus a $500 bonus for each Japanese plane shot down. After all the Great Depression years this seemed like someone was handing you a key to the mint.

This little group became what was known as "THE FLYING TIGERS' It appeared there was little, if any, big adventures in my future. "TEX" HILL from TORPEDO THREE did join and distinguished himself very well. I also have the feeling, the Duty Officer at San Clemente Island joined too.

During the summer months we participated in the making of the movie "DIVE BOMBER", starring Earl Flynn, Fred McMurray, Ralph Bellamy, Alan Jenkins, along with many less known movie actors. The autographs I obtained were sent home; never seen again. I could not understand the lack of interest in my signature..

One of my duties as Yeoman was to keep flight logs on each pilot; time out, time in and have them initial the entries. Many of them became well known after the War began. We also had records to keep of the NORDEN Bombsight a very secret item kept in a large Safe.

In the last half of 1941, we had "Exercises" along with the U.S.S. LEXINGTON, somewhere I believe, north of MIDWAY Island. It was almost lunch time on a beautiful clear day, the sun shining down and the tables were set. In those days we were served on porcelain plates; the water glasses were glass and the usual utensils. Glancing right and looking out was a startling sight. A destroyer appeared to be half way up a mountain of water, climbing steadily. The ship, approximately 350 feet in length was dwarfed by this huge roller. We were off the port bow of the LEXINGTON and it appeared she was caught between the bottom of these huge rollers. She was damaged severely enough to require her return to the States for repairs. The scuttlebut (rumor) was her flight deck was depressed about 18 inches. We did not hear the number injured on her but our sick bay was full to overflowing, mostly due to glasses and dishes being broken. This must have been a massive underseas earthquake (Tsuanami), to create such a disturbance. It would be interesting to search through the Ship Log's of the SARA and the LEX to see how this incident is entered.

Sometime, I believe in November, 1941, we ferried reinforcements to WAKE ISLAND, before returning to San Diego, Ca., for more supplies and aircraft. We were at that time under wartime conditions ! This meant No smoking or lights of any kind after dark; should we make contact with a Japanese ship or submarine, sink it. Things were grim. This is why I have not been able to understand HOW Pearl Harbor could be such a surprise. It was fairly common knowledge ROOSEVELT wanted IN the War. You could make a case for the Japanese due to our announced blockade of oil and other imports necessary to sustain their country.

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Meanwhile, a beautiful sunny morning in Long Beach, Ca., having hitch-hiked up Saturday to skate with friends, and not due back to the ship until Monday morning. This happened to be SUNDAY, DECEMBER 7, 1941 and even though we were expecting trouble, the attack on PEARL HARBOR was a real jolt.

All military personnel were ordered back to their ships and stations and shortly after arriving on the SARA we were underway, headed for PEARL. On board, planes and supplies of MARINE FIGHTER SQUADRON 21, destination WAKE Island. (It is possible we may have loaded them on board in Hawaii; poor memory you know.)

I believe we arrived at PEARL HARBOR within 72 hours. I do recall setting some sort of speed record getting there. That huge ship could really move. It was rumored she could outrun the destroyers because of her power and propulsion systems.

We did not enter PEARL until dark and to this day, whenever I think of it, the smell of burning flesh, fuel and exploded gunpowder returns or seems to. Everyone was on edge, to not "HALT" if challenged by a nervous guard could attract a shot.

The general public never knew how successful the attack by Japanese Naval Forces was, nor what a sickening sight to see and smell upon entering port under cover of darkness.

At early light the next day we sailed out of PEARL with MARINE FIGHTER SQUADRON 21, along with parts, supplies and some very angry and revengeful personnel, on our way to reinforce WAKE ISLAND again. They were in a very precarious situation.

Tuesday, December 23, 1941, less than a day from our destination, we suddenly changed course, headed to MIDWAY Island. WAKE Island had fallen, and we could not believe it.

We were traveling up the International Date Line, zig-zagging according to Plan Six, thus we had a number of Christmas days. Our Christmas greeting: "FIGHTING SHIP, FIGHTING CREW, MERRY CHRISTMAS, TURN TO". Leaving the planes, supplies and parts, we headed back to PEARL HARBOR and our next assignment. Everyone wondering how many survivors, if any, on WAKE Island, and how they were being treated. This has really been in my mind all these years. How many captured, were they executed or prisoners of war?

Our next mission was towards the south and west of HAWAII, to guard against a possible attack from enemy forces operating out of the MARSHALL Islands. Sunday, January 11, 1942, it is 1925 hours (7:25 p.m.), the SARA shudders, pushed upward, as a TORPEDO from an enemy submarine, hits and explodes on the starboard side, aft. Oil spouts up like an gusher coming in filling the gun wells momentarily, and the ship settles down. We get out of there in a hurry, our destroyers, like bloodhounds, trying to locate and sink the sub. I don't remember if they were able to locate, sink or damage the sub.

This finished the SARA for awhile, she returned to PEARL where her AIR GROUP THREE was deposited and then proceeded to the States for repairs. We, the Air Group, were assigned to KANEOHE Naval Air Station, on another part of the Island of OAHU, to be used as replacement, Pilots, Planes and/or Squadrons.

Not only did I get the great opportunity to stand "watch" at night in the revetments the planes were parked in, the opportunity to fly to FORD ISLAND, PEARL HARBOR, in one of our TBD "Devastators" as rear gunner, complete with parachute. Flying over DIAMOND HEAD and HONOLULU was an exciting time.

In late MAY, I purchased a beautiful new Wrist Watch in HONOLULU and was quite proud of it, however, it would not last too long. On or about, May 29, 1942, TORPEDO SQUADRON THREE received orders, termed "Temporary Additional Duty", to report to the U.S.S. YORKTOWN (CV-5). She had been badly damaged in the CORAL SEA and was undergoing emergency repairs in drydock at Pearl Harbor.

The mechanics and other non-flying personnel arrived aboard and headed to sea, the Pilots and Aircraft flew out to meet us.

Needless to say, the adrenalin was really flowing in anticipation of what we knew was going to be an important Naval Battle. We were advised of the overwhelming odds, this due to the known number of ships in their TASK FORCES, the importance of repelling them or we would soon be operating off the West Coast of the U.S. What a happy thought.

Our designation: TASK FORCE 17, Flagship U.S.S. YORKTOWN (CV-5) with the Flag of Admiral Jack Fletcher. Included in this force, cruisers ASTORIA and PORTLAND, along with Destroyers MORRIS, ANDERSON, HAMMANN, HUGHES and RUSSELL.

TASK FORCE 16, under the Flag of Admiral SPRUANCE included, the carriers ENTERPRISE (CV-6) and HORNET (CV-8), cruisers MINNEAPOLIS, NEW ORLEANS, ATLANTA, VINCENNES, PENSACOLA and NORTH HAMPTON and 10 Destroyers.

TASK FORCE 11, comprised of the carrier SARATOGA (CV-3), cruisers CHESTER and SAN DIEGO and SIX Destroyers. This Force never arrived until the 6th of June, so missed out on most of the action.

The Submarines DOLPHIN, GATO, CUTTLEFISH, GRENADIER, GUDGEON, CACHALOT, FLYING FISH, TAMBOR, TROUT, GRAYLING, NAUTILUS and GROUPER, along with Patrol Squadrons VP 284, VP 290, VP 345 and VP 350 were involved in The Battle of MIDWAY.

We knew the Japanese had FIVE aircraft carriers, FOUR battleships, SIX cruisers, several Destroyer Squadrons and I do not know how many submarines, although the destroyer HAMMANN was torpedoed and sunk alongside the YORKTOWN. Also they had a train of troopships with troops to land and occupy MIDWAY Island.

On the morning of June 4, 1942, the Air Department personnel were called to duty at 3:30 a.m. and Air Patrols were launched about 5 a.m.

Each Squadron had their own "ready room" where last minute info and tactics and vectors of each flight were discussed and assigned. My part in this, plus my regularly assigned duties was as "TALKER". There were a pair of ear phones connected to the Bridge where the ship's Air Officer issued commands. There were not many good communication systems in force at this time. The word was passed, and I said "Pilots man your planes" , this was the last I saw of ALL but TWO of the pilots and one of the crew; they never returned.

Only THREE of the pilots and one gunner-radioman were picked up safely. Unfortunately one, Ensign W.F. OSMUS was picked up by the Japanese destroyer ARASHI where he received medical attention and then aggressively interrogated. That evening he was brutally murdered with a fire ax and dumped in the sea. This was not known until after the war was over.

Bill ESDERS and Harvey CORL, the other two pilots, had been able to nurse their planes back to our TASK FORCE, however, they had to wait until other planes had a chance to land due to low fuel. Robert "Mike" BRAZIER, ARM2c with pilot ESDERS was mortally wounded but he did manage to change a radio coil in their receiver so they could pick up the YE to direct them back to YORKTOWN.

Somehow, ESDERS and CORL spotted each other heading back and joined up. Both planes were leaking oil and the guys were leaking blood. CORL's radioman-gunner was ARM3c Lloyd CHILDERS when they ran out of fuel, they ditched.

Another reason they could not land aboard ship was due to us being under attack. when ESDERS ditched he immediately pulled BRAZIER out of the plane and into the life raft even though it had bullet holes. It remained afloat but BRAZIER died in ESDER's arms.

CORL was shot down again in another action and was not so fortunate. CORL went down with the plane and his Radioman/Gunner WYLIE managed to swim and/or drift to an island where natives found and returned him.

Meanwhile, back at the YORKTOWN, we were under attack by several squadrons of the aircraft of the Japanese Imperial Fleet. They only located us by shadowing some of our returning aircraft.

An office on the hanger deck was assigned for our squadron, located on the port side next to Number ONE Elevator. They did not assign me a Battle Station so I remained in my office and could look out and see most of the hanger deck, and observe any and all action in that area. Seems there was plenty.

Noise from the chattering gunfire reminded me of the time my Dad and I visited a Chinaman I believe near or in Fulton Canyon, and throwing firecrackers into a steel drum only this time I was IN the drum.

A heavy bomb exploded on the flight deck opening a 12' by 12' hole and fragment damage to the hanger deck. A delayed action bomb struck the flight deck about 10 feet inboard of the Island and exploded below 2nd deck. A heavy bomb exploded close astern on surface causing, fragment damage and starting small fires on the fantail.

At this time I decided perhaps I should go back and see if I could help. Everything looked to be quite a mess. It may have been no more than 10 seconds after leaving my office another bomb hit. Where else, but in the number one elevator. This, a delayed action bomb penetrated the flight deck and exploded on the third deck.

Fire hoses were in shreds, shrapnel had scattered all over, many casualties and how it missed me I'll never know. one thing I do remember quite vividly, having a very one-sided conversation with THE MAN in the Sky. Lucky, lucky me. Very little has ever worried me since then.

Heading back to my office, I discovered there was no practical way to get in. It was demolished.

Dead in the water, YORKTOWN was a "sitting duck" for attack by air or even a submarine. Fortunately, in a few hours we were again underway having put things back in running order.

This did not last long, and we were not up to full power. I believe we could only get up to 18 or 20 knots. It didn't really matter, another attack was coming in and this time flying very low. once again the chattering of guns, warships guns being fired, aircraft buzzing around like mad hornets, just a little more excitement to round out the day.

The torpedo planes were good and did an excellent job. TWO TORPEDOES hit, both about 15 feet below the water line, one at frame 80 and one at frame 92 on the port side and it seemed to immediately list over about 26 degrees. Somehow this really gets your attention.

Yorktown being hit by a torpedo from
one of Hiryu's carrier attack planes in
this US Navy photo. Dan's office was near
the number one elevator.

Photo Courtesy Dan Kaseberg
^{___________________________}

Not having anywhere else to go, I proceeded somewhere into officer's country and found myself in the wardroom, starboard side, when the almost simultaneous explosions and instantaneous listing from starboard to port caused me to slide from one side to the other. Once again all power and lights were off. The odor of exploded gun powder, death and destruction, were stifling. Leaving that very dark area and on to the flight deck, I could see bodies stacked like fire wood. The heavy list to port made it very difficult to walk.

Shortly thereafter, word was passed, "'ALL HANDS ABANDON SHIP", seemingly unbelievable to me. However, concern of the possibility of the ship capsizing, trapping many of the crew, the ship "dead in the water" once again, unable to defend herself, and how many more air attacks could we still expect; then the order did make sense.

Yorktown survivors being transferred.

Photo Courtesy Dan Kaseberg
^{___________________________}

Armament against air attack were TEN 20MM Oerlikon, FOUR 1.1 Inch Quads, a Dozen .50 caliber and Two .30 caliber machine guns, I believe port and starboard sides each had the same number of automatic weapons. It would have been wonderful to have some of the newer weapons, coming in a few months.

Meanwhile, I made my way to the hanger deck, near the forward elevator, starboard side. It was there I removed my shoes and socks, with all the intention of returning and once again using them. After I had entered the water it came to me perhaps I should have left my socks on due to flashing skin might attract some hungry sharks. Good old hindsight.

Several lines were passed over the side and we commenced our abandonment of the ship. Starting down the line carefully lowering myself to the water, the person following me was a tad bit nervous, stepping on my grip, which of course gave way, and I plunged downward, a trail of smoke from my fingers spiraled upward. Now two scars appear on my fingers from this incident. Too bad more could not have been so fortunate.

More Yorktown survivors being transferred.

Photo Courtesy Dan Kaseberg
^{___________________________}

We left the ship from the high side and it was sad to see some jump off, life jacket strapped on, from as high as the flight deck, only to have their necks snapped upon impact. Best you keep your wits about you.

Destroyers were milling around, trying to position themselves for rescue but also alert for any possible incoming attacks.

Not being the world's greatest swimmer I made dog-paddling history, at full paddle towards one of the destroyers. It seemed forever and there I was, only 20 or 30 yards from a safe haven. Suddenly, the ship got underway and like a greyhound it was gone. Seems there had been another incoming attack announced, they responded accordingly. The enemy reputation to bomb and strafe survivors was well known, along with thoughts of sharks. Outside of these things, not too much to worry about.

However, this was a false alert and the destroyers resumed positions to retrieve survivors. Also, this time it did not seem quite so far to safety. Exhaustion was setting in when I finally was flopped on deck like a fresh caught fish.

The destroyer U.S.S. RUSSELL DD-414, part of our screen, picked up 499 men of the Yorktown. We were given hot coffee, good food and issued clothes and sharing like family.

Incidentally, my new watch I had purchased in PEARL stopped and contained oil and salt water. It was my thought to have it engraved, which I did, and someday, should I get married and have children give it to one of them. I sent this home to my dad and do not remember seeing it again. It would be wonderful to locate it and be able to give it to one of our children, grandchildren or great grandson. Someone probably thought it was a useless old watch and threw it out.

Back at the RUSSELL, I don't remember how many days or hours we were on the ship, but I believe we were then transferred to U.S.S. FULTON AS-11 and docking in PEARL HARBOR on June 8, 1942.

LIFE magazine had numerous pictures and, to me, an interesting article of the BATTLE OF MIDWAY. However, due to delay of announcements of ship sinkings, I cannot recall the date of the magazine. If I could remember, perhaps it would still be possible to obtain a copy. The pieces I have saved of this over the last 53 years are in poor condition.

Upon returning to PEARL, the surviving members of TORPEDO SQUADRON THREE reported back to KANEOHE Naval Air Station and rejoined those of our Squadron still there. We were assigned a new Commanding Officer, last name, JETT, along with newly trained pilots and additional personnel to bring us up to strength. Also, new planes, the TBF.

Our old planes, Douglas Devastator TBDs were capable of only 125 knots when armed and they were no match for the fast Japanese fighters and enemy aircraft guns. This was clearly evident at MIDWAY. The TBD was the first folding wing carrier aircraft but now consigned to history.

The early part of July, 1942, TORPEDO SQUADRON THREE was assigned to the U.S.S. ENTERPRISE CV-6 as part of their AIR GROUP. A 'picture of the pilots of the squadron at that time is one of my prized possessions. Included in this squadron were both ESDERS and CORL. CHILDERS was still crewman for CORL.

The crew of the ENTERPRISE were a pretty cocky bunch, having never been damaged in action, although some of their pilots had engaged the enemy. This feeling changed considerably in the next few months.

Ships were in limited numbers, pre-war armament and a low supply of aircraft was standard operating procedure.

On July 16, 1942, we were off again on another mission, this time to TONGATABU, an island of the TONGA group. A girl's college was located there, and when the Queen was informed a Naval Task Force was headed there, she removed all the young ladies to the hills. Incidentally, the highest point on the island was 60 feet.

Transportation was by bicycle, without brakes. The natives lived in grass shacks. The women wore grass skirts with cutoff long underwear underneath.

The reason I am such an authority on this subject, even though we were only there a few hours, I managed to get ashore AND I was quite observant. The Queen was a "queen" in stature, being 6'6" tall, a truly large woman.

Dan Kaseberg.