Posted on 01/25/2005 2:29:55 PM PST by submarinerswife
Picture
Interesting, I did not know the sonar dome was not steel, bu it makes sense.
Another landlubber joining in your opinion. I understand Naval Tradition, but this Captain and crew had their stuff together. I won't worry about having a family member serve under this Captain. The recovery from an accident of this nature wasn't by luck or chance.
Not to minimize the extent of the damage, but it's important to remember when looking at it that the missing piece basically fiberglass.
It should scare you - it's a polar bear in a blizzard...
All of the BB's had names of States. Cities were cruisers.
That’s my old boat. Sad to see it in such bad shape.
Thanks. I'm a bit of a newbie to all things nautical :-).
HAAAHAAA!
I zee nothing....NOTHING!
Depends on who originally took it. If it's a civ photo, no DOD clearance is required.
I was an Army guy, but I have always been fascinated by WWII naval history.
Maybe you might know but I always heard that no matter how well a ship or boat is repaired, it will never make the same top speed. Also that "gremlins" show up more than before the accident. Is that still true today?
Actually, the picture was taken from the bow (the pointy thingy at the front) looking toward the stern (the other end, the one with the fan). Looking forward from aboard the boat, the far side in the picture is the port side (they call it that because that's the side they always tie to the pier).
My apologies for the technical jargon; nautical terminology can be confusing at times. :=)
Terra Firma = Hard as a rock
Are you sure this photo was unclassified?
From all the bubbles, it looks like the Low Pressure Blower is still being used. I hope they release detailed pictures once she gets into drydock.
I don't know if anyone published this email yet. It comes from Rear Admiral Paul Sullivan, Commander of submarine forces in the Pacific (COMSUBPAC). It has some good details about what happened and the status of the boat. And lots of acronyms and terminology we submariners will all understand.
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Subject: USS SAN FRANCISCO SITREP -2100W/9 Jan 05
Fellow Flag Officers this is my second unclas update on the SAN FRANCISCO incident for your situational awareness:
At 10 January 1634 local (100134 EST) the USS SAN FRANCISCO returned safely to Apra Harbor, Guam. The ship moored with her own line handlers in a normal submarine configured mooring (AFT draft is 27'-10'' (normal AFT draft is 32') and FWD Draft is above the draft marks with the waterline at the point the towed array faring begins; 0.8 degree STBD list and 1 degree Down bubble indicating by naval architecture calculations that 1 A/B and 2A/B MBTs are most likely flooded). The severely injured Machinist Mate (Engineroom Upper Level Watch at time of grounding) was evacuated immediately and transferred by ambulance to Naval Hospital Guam where a fully staffed medical team was standing by. He is conscious and in stable condition. Approximately fifteen additional injured personnel requiring medical care subsequently departed the ship and were transported to the hospital after taking a moment to meet with family members.
Crewmembers from the USS CORPUS CHRISTI, HOUSTON and FRANK CABLE assisted in linehandling and various return to port evolutions such as propulsion plant shutdown, shorepower cables, and rig for surface. Standing by on the pier was a full complement of watchstanders from USS CITY OF CORPUS CHRISTI (and SAN FRANCISCO stay-behinds) to satisfy all watchstanding requirements for reactor plant shutdown with follow-on inport forward and aft watchsections.
Following the grounding on 8 January, the ship transited on the surface at 8kts with surface escort, USCGC GALVESTON ISLAND to Apra Harbor, Guam. Due to deteriorated weather conditions on the evening of 9 January, the Commanding Officer shifted bridge watchstations to control and shut bridge access hatches to maximize watertight integrity in light of reserve buoyancy concerns. The ship maintained stability throughout the surface transit with continuous operation of the Low Pressure Blower on the Forward Main Ballast Tanks. SAN FRANCISCO has experienced no reactor plant, propulsion train or electrical system degradations as a result of the grounding. The Commanding Officer shifted the Officer of the Deck's watch to the bridge on 10 January in preparation for piloting into Apra Harbor.
The critically injured Machinist Mate (Auxiliaryman) passed away yesterday afternoon as a result of his injuries. The MM2 was in Aft Main Seawater Bay at the time of the grounding and his body was thrown forward approximately 20 feet into Propulsion Lube Oil Bay. He suffered a severe blow to his forehead and never regained consciousness.
Emergency medical personnel, including a Naval Hospital Guam surgeon, Undersea Medical Officer and Independent Duty Corpsmen, arrived on the ship via helicopter transfer to provide immediate medical care and prepare the crewmember for medical evacuation on the morning of 9 January. Unfortunately, the sailor's condition deteriorated and he died onboard while under the care of the embarked physicians. Just moments prior to the sailors death, I spoke with the Sailor's father in preparation for their pending travel from Ohio to the West Pacific to see their Son. Since then I have passed on to his Dad my condolences on their Son's death and reassured them their Son's remains would be treated with utmost respect and dignity. His father expressed great gratitude for the extraordinary efforts made by the Navy to save his Son's life. He told me his Son loved the Navy, having just reenlisting earlier this year and wanted to make it a career. That when he called home he always talked about the many friendships and the wonderful camaraderie the crew of SFO exhibited. Prior to sailing, he was really excited about the pending ship visit to Australia. The parents are considering traveling to Guam, with Navy support, at some point to meet the crew and partake in a memorial service for his Son.
For the remainder of the transit, the embarked medical trauma team administered medical care to the other injured personnel. Their careful attention and evaluation augments the ship's Independent Duty Corpsman's heroic efforts since the grounding.
Submarine Squadron Fifteen COMMODORE, Captain Brad Gerhke and Captain Paul Bushong, Commanding Officer of the Submarine Tender USS FRANK CABLE have mobilized their assets, staffs, crews and local Navy Community to provide comprehensive support to the SAN FRANCISCO. Professional counselors, medical personnel and Navy Chaplains are scheduled to meet with the entire crew to provide grief counseling and assistance throughout the next several days and as required over the long term. Brad has been meeting frequently with the SFO families and they are doing remarkable well. The entire Navy community in Guam has come to the SFO's families' assistance. I have talked to Kevin Mooney's (SFO Skipper) wife, Ariel. Her state of mind is positive and resolute, with a courageous and upbeat view of the trying days ahead.
The ship's Main Ballast Tank damage and deformation has degraded maneuverability and mandated the use of two tugs to moor in Apra Harbor. A Pearl Harbor Naval Shipyard/NAVSEA Material Assessment Team comprised of a structural engineer, MBT vent expert, air systems expert and naval architect arrived in Guam with special ship salvage and recovery equipment to stabilize the ship pierside as soon as possible. The team, led by Captain Charles Doty, commenced a seaworthiness and repair assessment upon the ship's arrival. Once additional buoyancy measures are in place and tested satisfactory, the Low Pressure Blower will be secured to allow divers to enter the water to conduct an inspection. While this grounding is a tragedy, with a through investigation led by Cecil Haney, we will find out all the facts and then ensure we learn from the mistakes. But, I too believe we have much to be thankful for today, and much to be confident in. An operational warship has returned to port on her own power with all but one of its crew after sustaining major hull damage. The survival of the ship after such an incredibly hard grounding (nearly instantaneous deacceleration from Flank Speed to 4 KTS) is a credit to the ship design engineers and our day-to-day engineering and watchstanding practices. The continuous operation of the propulsion plant, electrical systems and navigation demonstrates the reliability of our equipment and the operational readiness of our crews as a whole. The impressive Joint and Navy team effort which resulted in SFO returning to port safely says volumes about the ingenuity and resourcefulness of all our armed services. For all who participated in this effort, thank you and your people. We are all eternally grateful to each of you.
Very Respectfully - Paul Sullivan
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