USS Glennon DD620 - Geskiedenis

USS Glennon DD620 - Geskiedenis

Glennon

James Henry Glennon, gebore op 11 Februarie 1857 in French Gulch, Kalifornië, is op 24 September 1874 aangestel as 'n kadetskipper. Hy dien as adelvaart in Lackawanna, Alaska en Pensacola, en later as offisier in Ranger (1881-85) en Sterrebeeld (1885-88). Hy was bevelvoerder oor 'n voorwaartse geweertoring in Massachusetts toe die slagskip op 4 Julie 1898 by Texas aansluit om die Reina Mercedes te laat sink. Terwyl hy uitvoerende beampte en navigator in Vicksburg was, het hy deelgeneem aan die optrede teen die Filippynse opstandelinge. Gedurende 1912 tot 1913 was hy president van die Board of Naval Ordnance en van die Joint Army Navy Board on Smokeless Powder.

Hy was van 1915 tot vroeg in 1917 kommandant van die werf in Washington en superintendent van die Naval Gun Factory, toe hy aangestel is as 'n verteenwoordiger van die vlootafdeling in 'n spesiale sending onder Elihu Root wat na Rusland gestuur is. Met risiko vir sy lewe het hy oortuigende Russiese matrose wat die bevel oor die Russiese oorlogskepe in die waters van Sevastapol oorgeneem het, oorreed om die gesag van die krygsmanne te herstel. Nadat hy die sending na Rusland voltooi het, het hy bevel geneem van Battleship Division 5 met sy vlag in die slagskip Connecticut. Hy is bekroon met die vlootkruis vir verdienstelike diens in hierdie opdrag, insluitend die instruksie van middelskepe en duisende rekrute vir diens as gewapende wagpersoneel van handelskepe. Op 17 September 1918 van hierdie plig losgemaak, word hy tot 3 Januarie 1919 kommandant van die 13de vlootdistrik, en daarna kommandant van die 3d vlootdistrik in New York. Nadat hy die statutêre ouderdom vir aftrede bereik het, is hy op 1 Februarie 1921 na die afgetrede lys oorgeplaas. Admiraal James Henry Glennon sterf in Washington, DC, 29 Mei 1940.

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(DD-620: dp. 1,620; 1, 348'4 "; b. 36'1"; dr. 17'4 "; s. 37,5 k; cpl. 270; a. 4 5", 2 40 mm., 5 20 mm., 5 21 "tt., A: dcp., 2 dct .; cl. Gleaves)

Die eerste Glennon (DD-620) is op 26 Augustus 1942 van stapel gestuur deur die Federal Shipbuilding & Dry Dock Co. Kearny, N.J. geborg deur juffrou Jennne Lejeune Glennon, kleindogter; en in opdrag van 8 Oktober 1942 het luitenant -koms. Floyd C. Kamp in bevel.

Na 'n afgeskudde opleiding langs die kus van New England, het Glennon troepe bewaak en konvooie gestuur vir die besetting van Sicilië (9-15 Julie 1943). Dit was hier waar die reuse -aanslag op Europa uit die see begin inloop het. Sy keer op 3 Desember 1943 terug na New York en maak daarna twee konvooi-begeleide reise na die Britse Eilande en een na Gibraltar. Sy het op 22 April 1944 uit Gibraltar in New York aangekom en op 5 Mei uit die hawe gestaan ​​met 'n taakgroep wat op 14 op Belfast, Ierland, aangekom het. Sy is op 6 Junie in die Baie de la Seine, Frankryk, aangestel by die aanvalsmag "U" van die Western Naval Task Force. Nadat sy by die bombarderingsgroep vir duikbote en vinnige Duitse torpedobote gepatrolleer het, het sy gewere ondersteun om troepe aan wal te ondersteun.

Op 7 Junie het sy 430 5-duim-skulpe aan wal gegooi ter ondersteuning van troepe wat noordwaarts na Quineville gevorder het. Onder bevel van komm. Clifford A. Johnson, het sy om 0830, 8 Junie, weer op pad na haar vuurwapensteunstasie. 'N Walvisboot het oorlewendes opgetel terwyl myneveërs Stay and Threat op die toneel aankom, die een verby 'n sleeplyn terwyl die ander voor die beskadigde vernietiger swiep. Destroyer escort Rich het toegemaak in die nasleep van die myneveërs om te help, toe voel sy 'n hewige ontploffing toe sy stadig agterstebo van Glennon afrond om die gebied skoon te maak. Minute later blaas 'n tweede ontploffing 'n gedeelte van 50 voet van Rich se agterkant af, gevolg deur 'n derde mynontploffing onder haar voorspeler. Sy het binne 15 minute na die eerste ontploffing ondergegaan.

Mynveërpersoneel het gevind dat sy Glennon nie kan ontwyk nie, wie se stert aan die onderkant vasgemaak was deur haar stuurboord propeller. Die meeste van haar bemanning het aan boord gegaan van Staff en diegene wat op Glennon oorgebly het, het haar agterkant verlig deur brandstof vorentoe te pomp en dieptelastings en boonste ratte af te gooi. Op 9 Junie is bergingstoerusting saamgestel; en ongeveer 60 offisiere en manne van die Glennon het weer aan boord gekom. Die volgende oggend, net soos komdr. Johnson was besig om voor te berei om sy pogings om sy skip te red, te hervat, 'n Duitse battery naby Quinneville het haar reikafstand gevind. 'N Tweede salvo tref Glennon te midde van skepe en sny alle krag af. Na 'n derde treffer beveel bevelvoerder Johnson die skip om te laat vaar en die mans word in 'n landingsvaartuig afgeneem. Glennon dryf tot 2145, 10 Junie 1944, rol dan om en sak. Sy het 25 verlore en 38 gewondes opgedoen.

Glennon het twee gevegsterre ontvang vir dienste in die Tweede Wêreldoorlog.


Glennon is op 26 Augustus 1942 van stapel gestuur deur die Federal Shipbuilding & amp; Dry Dock Company, van Kearny, New Jersey, geborg deur juffrou Jeanne Lejeune Glennon, kleindogter van admiraal Glennon, en op 8 Oktober 1942 in opdrag van luitenantkommandant Floyd C. Camp in bevel.

Na afgeskudde opleiding langs die kus van New England, Glennon bewaakte troepe en voorraadkonvooie vir die Amfibiese Slag van Gela (9–15 Julie 1943). Dit was hier waar die reuse -aanslag op Europa uit die see begin inloop het. Sy keer op 3 Desember 1943 terug na New York, en maak daarna twee konvooi-begeleide reise na die Britse Eilande en een na Gibraltar. Sy het op 22 April 1944 uit Gibraltar in New York aangekom en op 5 Mei uit die hawe gestaan ​​met 'n taakgroep wat op 14 op Belfast, Noord -Ierland, aangekom het. Opgedra aan Assault Force   "U" van die Western Naval Task Force, het sy op 6 Junie in die Baie de la Seine, Frankryk, aangekom. Nadat sy rondom die bombarderingsgroep vir duikbote en vinnige Duitse torpedobote gepatrolleer het, het sy gewere ondersteun om troepe aan wal te ondersteun.

Op 7 Junie gooi sy 430 5   duim skulpe aan wal ter ondersteuning van troepe wat noordwaarts in die rigting van Quinéville vorder. Onder bevel van bevelvoerder Clifford A. Johnson, nader sy om 08:30, 8 Junie, weer haar skutstutstasie, toe haar agterstewe 'n myn tref. 'N Walvisboot het oorlewendes opgetel terwyl myneveërs Personeel en Bedreiging op die toneel aangekom, die een verby 'n sleeplyn, terwyl die ander voor die beskadigde vernietiger gevee het. Die verwoester begeleiding Ryk gesluit in die nasleep van die myneveërs om te help, toe voel sy 'n hewige ontploffing toe sy stadig afrond GlennonAgterlangs om die gebied skoon te maak. Minute later blaas 'n tweede ontploffing 'n gedeelte van 50 voet van RykAgterlangs, gevolg deur 'n derde mynontploffing onder haar voorspeler. Ryk sak binne 15 minute ná die eerste ontploffing.

Die myneveër Personeel gevind dat sy nie kan wyk nie Glennon, wie se agterstewe skynbaar stewig aan die onderkant veranker was deur haar stuurboord propeller. Die meeste van haar bemanning het geklim Personeel, en die wat oorbly Glennon verlig haar agterstewe deur brandstof vorentoe te pomp en dieptelastings en boonste rat uit te skakel. Op 9 Junie is bergingstoerusting bymekaargemaak, en ongeveer 60 amptenare en mans van die Glennon aan boord teruggekom. Die volgende oggend, net toe Cdr.   Johnson voorberei het om die pogings om sy skip te red, te hervat, het 'n Duitse walbattery naby Quinéville haar reikafstand gevind. 'N Tweede salvo -treffer Glennon midde -skepe en sny alle mag af. Na 'n derde slag het Cdr.   Johnson sy bemanning beveel om die skip te laat vaar en die mans is in 'n landingsvaartuig vertrek. Glennon dryf tot 21:45, 10 Junie 1944, rol dan om en sak. Sy het 25 % verloor en 160 gewond.

Glennon het twee gevegsterre ontvang vir dienste in die Tweede Wêreldoorlog.


USS Glennon DD620 - Geskiedenis

Vandag is die 13de Julie 1944, ek is bevelvoerder C.A. Johnson, Amerikaanse vloot, voormalige bevelvoerder van die USS Glennon, DD620.

Dit was my voorreg om die afgelope nege maande bevelvoerder van die skip te wees. Ek het die skip in kommissie geplaas onder bevelvoerder F.C. Camp, destyds bevelvoerder, ek self uitvoerende beampte, in Oktober 1942. Die skip het sedertdien sewentien suksesvolle konvooi kruis voltooi sonder dat 'n enkele skip in die konvooi verloor is.

Hierdie skip was besig met die Siciliaanse inval in Julie 1943 en sy bestendige walbrandbeheer het destyds gewerk. Die enigste vorige keer dat die skip op enige manier of vorm getref is, was op 31 op Palermo. van Julie 1943, toe die Duitsers 'n groot vasberade aanval op die skepe in die hawe uitgevoer het. Die Glennon is destyds bestraf en sestien mans aan die stuurboordkant van die brug gewond. Die vliegtuig wat die skip destyds bestorm het, het pas 'n Britse ligte kruiser gebombardeer wat op ons stuurboord geanker was, waar hulle 'n byna mis gekry het. Ek was destyds aan die hawekant van die skip, sien die vliegtuig. Voordat ons by die vliegtuig kon uitkom, klim sy op ongeveer 150 meter uit haar duik, kruis die skip en skiet met haar na-masjiengewere.

Toe ek aan die stuurboordkant van die brug kom, lê die gewondes binne en buite op die brug. Daar was slegs twee mans wat ernstig gewond is en die ander het ligte dopfragmentwonde. Die vliegtuig het blykbaar skotvry weggekom, hoewel nege uit vyftig vliegtuie die nag die aanval uitgevoer het, nege deur beide vliegtuie en AA-battery geskiet is.

Vanaf die 1ste. van Augustus 1943, toe ons die Middellandse See begin verlaat het tot die inval in Frankryk in die Baai van die Seine, in Junie 1944, is die Glennon besig om troepekonvooie na die Skotland te vervoer vir die komende inval. Hierdie konvooie in die Noord -Atlantiese Oseaan, ongetwyfeld baie van ons troepe wat nou in Frankryk veg, sal die weer van die Noord -Atlantiese Oseaan tydens hierdie kruisings onthou. Dit was tipiese Noord -Atlantiese winterweer.

Teen die einde van April het ons begin wonder of ons skip werklik sou deelneem aan die komende inval wat baie sterk in die koerante gespeel is, maar waarvan ons nog niks amptelik gehoor het nie. Die bevele het egter begin kom met aanduidings dat ons 'n heeltemal konvooi konvooi ondergaan wat vir my baie soos die begin van die binnekome inval gelyk het.

Op die sesde Mei vertrek ons ​​uit New York met die Destroyer Squadron Seventeen plus die Plunkett, wat die USS Quincy, 'n nuwe cruiser in die Verenigde State, konvooi.

By aankoms het Destroyer Squadron Seventeen aangemeld by bevelvoerder van die twaalfde vloot vir diens. Van daardie tyd af, tot die inval, is tyd in beslag geneem in die werklike praktyke vir die beheer van die wal en vir optrede teen Duitse E-bote. Al hierdie opleiding is in 'n ernstige bui deur alle hande geneem en uitstekende resultate is behaal. Teen hierdie tyd was dit vir alle hande duidelik dat die skip uiteindelik bestem was om aan die inval deel te neem. Beide die offisiere en die manne was baie gelukkig en het die situasie aangespreek

Kort na sy aankoms in die Verenigde Koninkryk het die bevelvoerder begin omvangryke verslae en operasiebevele vir die komende inval te ontvang. Hy kon te eniger tyd aan niemand die aard van die bevele wat ontvang is, bekend maak nie. Op 25 Mei het die bevel egter deurgegee om die inligting bekend te maak aan die persone wat hulle moes weet om hulle deeglik met hul werk bekend te stel.

Hawens sit vas met aflewering

Die planne was so goed gemaak dat dit op hierdie tydstip duidelik was tydens ons reise deur die Verenigde Koninkryk dat hierdie inval groter sou wees as enigiets wat ons voor hierdie tyd gesien het. Die hawens van die Verenigde Koninkryk het belemmer met gestuur. Dit lyk vir my en vir die meeste ander mense wat destyds teenwoordig was, wonderbaarlik dat die Duitsers nie voordeel trek uit hierdie oënskynlike geweldige skipvaart in hierdie hawens deur lugaanvalle daarop te doen nie. Swak aanvalle is uitgevoer, maar ek het in geen tyd 'n vasbeslote lugaanval gedurende hierdie tydperk gesien nie.

Die werklike plek waar die skepe van die bombardementgroep bymekaargekom het, was by Belfast in die Bangor Lough. Daar bestaan ​​dieselfde situasie as wat in die hele Verenigde Koninkryk bestaan ​​het; die ankerplek moes baie versigtig neergelê word om al die skepe in die hawe te kry. Dit was meestal almal vegskepe, waaronder slagskepe, kruisers en 'n groot aantal vernietigers.

Uiteindelik kom die woord op D-dag vanaf 5 Junie 1944, 0600, H-uur. Dit het beteken dat ons op die 3de vanaf Belfast moes begin om die swaar bombardementskepe H-uur op die stasie te bring. Op die oggend van die vierde het ons die boodskap ontvang dat die inval 24 uur vertraag is om H-uur op ons strand te maak, 6:30 die oggend van die sesde. Hierdie vertraging is onverpoos geneem sonder enige onnodige probleme deur enige van die betrokke magte. 'N Omkeer is gemaak en twaalf uur later nog 'n ommekeer.

Die werklike benadering op die middag van die vyfde was werklik merkwaardig omdat die groot aantal skepe langs hul spesifieke ritte langs die suidelike kus van Engeland getrek het. Daar was elke tipe skip wat deur die Britse en Amerikaanse vloot in daardie formasies bekend was. Hierdie skepe moes skedules maak en hulle het hul spoed van tyd tot tyd in baie vinnige vloedwater aangepas om die regte tyd op hul bestemming te bereik. Hierdie skepe het baie goed gevaar.

In die benadering was die Glennon aan die hoof van die oewerbombardeergroep wat op die strand van Utah toegewys is.

Die benadering is sonder voorval gedoen, sonder om Duitse vliegtuie of Duitse oppervlaktevaartuie te sien. Daar was periodieke vuur in die ooste van ons en ook in die weste van ons in die omgewing van Cherbourg. Dit word beskou as E-bote wat 'n aanval op die magte probeer maak, maar beslis deur ons eie magte wat die gebied patrolleer, gekeer word.

Op skedule aangekom

Ons het op skedule in die vervoergebied en die oewerbomberingsgebied aangekom en van toe af het alles volgens die vorige plan afgekliek. Die valskermsoldate het glo geland toe hulle 'n groot aantal vliegtuie sien uitkom. 'N Baie groot spervuur ​​en bombardement is neergelê deur lugweer op die strande ongeveer H minus 4. Hierdie spervuur ​​was iets wat ek nog nooit beleef het nie

Ons was ongeveer 15 000 meter van die strand af en die skip het baie sterk geskud tydens hierdie hele spervuur. Daar was 'n geweldige hoeveelheid stof wat na die see gewaai het en dit het amper soos 'n wolk gekom. Toe die vliegtuig hul werk voltooi het, het die oewerbombardementskepe groot vuur op voorafbepaalde teikens op die strand oopgemaak. Die doelwitte was masjiengeweerneste, alle soorte batterye, en het die Duitsers geskok net voor die aankoms van die eerste golf troepe op die strand van Utah. Blykbaar was die eerste golf baie suksesvol, want kort na H-uur het ons die aankondiging gehoor dat ons troepe die seewand net agter die Utah-strand ingehardloop het en die land verder gaan.

Kort na H-uur het die Glennon bevele ontvang om na hierdie brandsteungebiede naby die wal te gaan en die walbrandbeheerparty aan wal te kontak om hulle te ondersteun waarvoor hulle sou vra. Ons het deur die sentrale bootbaan na die strand gegaan en ek was verbaas oor die stilte van die kusgebied.

Die inval was nog nie vier uur oud nie, maar die strande is deeglik bewerk, die skepe het blykbaar volgens skedule ingegaan en alles was stil, daar was destyds geen teken van verwarring nie. Ek het by my vuurbrandbeheerstasie aangekom en kon skynbaar geen teikens van my vuurbestuursparty aan die wal kry nie, omdat hulle so vinnig beweeg dat hulle my nie nodig gehad het nie.

Die dag het sonder voorval verloop wat die skip betref, behalwe vir die afvuur van 'n paar rondtes op 'n battery wat baie kort van ons afgeskiet het. Daar is ook later die middag opgemerk dat baie hewige vuur op die strande neergelê het, wat veroorsaak het dat die strande vir ongeveer drie tot vier uur gesluit was terwyl die battery wat die vuur neergelê het, opgespoor en stilgemaak kon word.

Daardie nag is deurgebring in die kusbrandbeheer, oewerbombardeergebied, waar ons ons swaar bombardementskepe op die wal gekeur het. Daar was 'n ligte lugaanval gedurende die nag. Sommige bomme het redelik naby geland, niks ernstigs nie. Daar was 'n lae wolkvorming, geen plekke is beslis genoeg gesien om daarop te skiet nie. Ons eie geallieerde vliegtuie kon hulle kort ná hul aankoms uit die gebied jaag.

Die volgende oggend is die skip bestel na 'n nuwe vuurbrandbeheerstasie by Quineville, ongeveer twee myl. Hierdie dag was baie meer bevredigend vir myself en vir die offisiere en die bemanning. Ons het op talle teikens wat deur die oewerbrandbeheerparty aangewys is, geskiet, 'n paar doppe van die Duitse batterye kon ontduik en ons kon ons eie weermag laat die middag help om 'n teenaanval te stop.

Afgeskermde bombardementskip

Dit was nogal interessant vir ons. Ons het 'n baie vinnige oproep om ondersteuning ontvang en ons is aangesê om baie versigtig te wees, aangesien ons troepe teenaanval en as die vuur baie moet afskakel, waarom ons op ons eie troepe skiet. Ons het egter ongeveer 200 rondtes afgevuur volgens die instruksies van ons vuurbrandbeheerparty, en ons het baie entoesiastiese berigte van hulle ontvang dat die vyand heeltemal teruggedraai is as gevolg van die brand wat ons neergelê het en dat hy teruggetrek het die onmiddellike sien van hul posisies.

Daardie aand het ons weer teruggegaan om ons bombardementskepe met 'n swaar wal te ondersoek. Weereens was daar talle lugaanvalle met bomme en myne wat in die omgewing geval het.

Die volgende oggend, die 8ste Junie, D plus 2, was ons terug by ons stasie, op die vorige dag se stasie teen sonop. A 8:03 was daar 'n vreeslike ontploffing in die omgewing van ons hawekwartier. Onmiddellike inligting was dat ons 'n akoestiese myn getref of laat ontplof het. Die na -gedeelte van die skip het onmiddellik ongeveer vyftig voet van die agterstewe begin skei. Die agterstewe het vinnig gaan lê en daar is gevind dat die skip vinnig deur die agtersteun geanker is.

Daar was talle mans wat uit die kompartemente kon kom, en hulle was in die water sonder dat daar skepe in die onmiddellike omgewing was. Ons het dadelik ons ​​eie motorwalvisboot in die water gesit om hierdie manne op te laai. Ons was baie gelukkig om by almal uit te kom, behalwe een van hierdie mans, wat almal taamlik erg gewond is.

Dit was baie kort voordat twee mynveërs die skip toegemaak het en probeer het om die skip van die strand af te sleep. Dit was onsuksesvol. Hulle het besluit om soveel personeel as moontlik te ontruim, insluitend die gewondes, net om die personeel te bewaar wat nodig sou wees om die skip te red en ons oorblywende gewere te beman.

'N Sleepboot is gevra om die skip van die strand af te trek en is later die oggend ingestuur.

Die eerste ding wat ek opgemerk het, die eerste van die skip in hierdie geval, was ons hond met die naam Gismo. Hy het na ons gekom net voor ons New York verlaat het. Ons het hom langs die beskuldigdebank gehad en ons het hom drie keer uitgestel, maar net toe ons wegstoot, het hy 'n sprong gemaak en dit reggekry om die skip te gryp. Ons het destyds gedink as hy so angstig was om die reis te onderneem, hoekom sou ons hom laat saamgaan, maar ek sien dat hy die eerste een is wat afklim. Ek was tot op hierdie oomblik nogal bekommerd of hy nog steeds aan boord was, maar hy lyk gelukkig met sy stert.

Die volgende paar uur is meestal bestee aan die pogings om die oorstromings in die na -enjinkamer te verminder en in die na -leefruimtes wat nog by die skip bly. Dit was 'n betreklik maklike taak en is vinnig onder beheer gebring, en daar is vermoed dat ons die skip teen hoogwater kan uittrek. Die sleepboot het net voor hoogwater aangekom en alles in ons vermoë gedoen om ons sonder sukses af te trek. Die skip is uiteindelik om en by 720 grade gedraai in 'n poging om die agterkant af te skeer sonder enige resultate.

Daar is toe vasgestel dat ons sou probeer om die asse af te sny, veral die stuurboordas om dit uit te stoot, en dit was waarskynlik wat ons vasgehou het. Dit sal die skip bevry en toelaat dat dit weggesleep word. Terwyl die voorbereidings hiervoor aan die gang was, het ek 'n boodskap van Commander Task Force Utah ontvang om alle verdere reddingspogings te laat vaar, die bemanning te verwyder en op 'n LST op pad na die Verenigde Koninkryk te plaas. Dit was deur die bevelvoerder bekend dat as die bevel uitgevoer word, die na -enjinruimte sou oorstroom, die na -leefruimte sou oorstroom en terwyl die skip aan die dryf sou bly, sou die bergingsbedrywighede beslis belemmer word.

Ons het besluit om almal op te neem, behalwe genoeg manne om die ketel in werking te hou wat later met die motorwalvisboot kon ry en vir myself om na Admiral Moon, die taakmagbevelvoerder, te gaan en die bevel te laat verander sodat ons ketels moet onder vuur bly om ons pompe op die oorstromingsruimtes te hou.

Dit is daardie aand verkry en ons bemanning is laat die volgende middag na die skip teruggekeer. Volle bergingsoperasies deur die skeepsbemanning was laat die volgende middag aan die gang en ons het verwag dat ons op die agtste of liewer die tiende die skip sou kon verwyder en gesleep kon word.

Glennon Badly Holed

Maar die oggend van die tiende om 0700 het dieselfde Duitse battery wat baie probleme op die strande en aan die oewer gegee het, met baie akkurate vuur losgebrand. Hulle eerste salvo was kort, hul tweede salvo was 'n struikelblok wat ons in die na -enjinkamer tref. Ek het destyds probeer om die battery op te spoor, maar kon dit nie doen nie. Die battery was blykbaar versteek of goed gekamoefleer. Daar was geen rook of flits van die skip af sigbaar nie.

Nadat die derde salvo geland en vorentoe geslaan het, het ons besluit om die skip te laat vaar in 'n LCM wat ons aan boord gehad het. Drie mans is reeds op die dek gewond, waarvan die doppe anti-personeelskulp was, hoogs plofbaar, sowel as die skip en die water. Ontruiming is vinnig uitgevoer en terwyl die LCM van die skip af wegtrek, was daar talle skulpuitbarstings naby aan boord en drie gate in die kant van die LCM.

Afer was 'n ent weg van die skip af, en daar is gevind dat drie mans aan boord gelaat is. Ons moes die gewonde manne wat ons daar was, reeds vir mediese hulp kry, sodat ons ongeveer 'n kilometer ver deur die stoklyn gegaan het, naby 'n PT -boot gegaan het, 'n paar mans afgeneem en die LCM gestuur om mediese hulp vir die mans te kry. wat gewond was.

Ek het tien mans geneem en 'n PT -boot gekry om na die skip terug te keer. Teen hierdie tyd het die swaar bombardementskepe oopgegaan op die strandbattery wat die skip afgeskiet het en daarin geslaag het om dit in elk geval stil te maak. Toe ons terugkom op die skip, word gevind dat die Glennon erg gat was van die waterlyn tot by die top en van die agterste deel tot by die stam. Daar is gedink dat hulle op daardie tydstip minstens vyf treffers in die skip was en dat die kwessie van berging nie meer moontlik was nie, ten minste deur die skeepsmag, sodat ons besluit het om die brande onder die ketels te blus en na die vervoer gebied en kry instruksies van die taakmagbevelvoerder.

Die drie mans is gevind, waarvan slegs een gewond is nadat die voormalige mense die skip verlaat het. Hulle het hulle uitstekend van hul taak gekwyt en om die brande in die ketel aan die gang te hou en ook 'n klein vuurtjie agter te blus.

Die skip is op die brug getref, die meeste van die brugtoerusting vernietig en in die klanklokaal, ook in die radarkamer, die radiokamer die voorste vuurkamer en twee treffers deur die dek in die land van die offisier en die CPO -kwartiere vorentoe getref. Hierdie treffers was destyds bekend.

Nadat ons die skip verlaat het, het ons opdragte van die Task Force Commander ontvang om die mense op LST 381 terug te keer na die United Kindgom om 'n reddingspartytjie van 50 man en een offisier, die bevelvoerder, te laat terugkeer wanneer bergingsoperasies moontlik is. Aangesien die LST nie onmiddellik aan die gang was nie, is die uitvoerende beampte later die middag terug om die skade te ondersoek en 'n paar van sy eie klere uit die skip te haal. Die skutoffisier en 'n hoofradartegnikus het saam met hulle gegaan. Hulle het uitgevind dat ons nie al die treffers vroeër getel het nie, of dat daar meer afskudding was tussen die tyd wat ons vertrek en die keer dat hy terug is, want nou was daar 11 volle dop treffers in die skip en talle byna missies wat fragmente in die skip veroorsaak het

Daar word gedink dat die skip aan die dryf sou bly solank sy aan die agtersteun vasgeanker was, maar sodra sy daar losgemaak het, hoekom sou die talle stukke gate oor die hele lengte van die skip ongetwyfeld feitlik alle kompartemente vorentoe en agtertoe oorstroom. Die skip begin die aand ongeveer 2200 swaar lys en sak kort daarna.

Getranskribeer en geformateer vir HTML deur Bill Anderson vir die HyperWar Foundation


USS Glennon DD620 - Geskiedenis

James Henry Glennon, gebore op 11 Februarie 1857 in French Gulch, Kalifornië, is op 24 September 1874 aangestel as 'n kadetskipper. Hy dien as middelskip in Lackawanna, Alaska en Pensacola, en later as offisier in Ranger (1881-85) en Sterrebeeld (1885-88). Hy was bevelvoerder oor 'n voorwaartse geweertoring in Massachusetts toe die slagskip op 4 Julie 1898 by Texas aansluit om die Reina Mercedes te laat sink. Terwyl hy uitvoerende beampte en navigator in Vicksburg was, het hy deelgeneem aan die optrede teen die Filippynse opstandelinge. Gedurende 1912 tot 1913 was hy president van die Board of Naval Ordnance en van die Joint Army Navy Board on Smokeless Powder.

Hy was van 1915 tot vroeg in 1917 kommandant van die werf in Washington en superintendent van die Naval Gun Factory, toe hy aangestel is as 'n verteenwoordiger van die vlootafdeling in 'n spesiale sending onder Elihu Root wat na Rusland gestuur is. Op risiko van sy lewe het hy oortuigende Russiese matrose wat die bevel oor die Russiese oorlogskepe in die waters van Sevastapol oorgeneem het, oorreed om die gesag aan die offisiere van die krygsmanne te herstel. Nadat hy die missie na Rusland voltooi het, neem hy bevel van Battleship Division 5 met sy vlag in die slagskip Connecticut. Hy is bekroon met die vlootkruis vir verdienstelike diens in hierdie opdrag, insluitend die instruksie van middelskepe en duisende rekrute vir diens as gewapende wagpersoneel van handelskepe. Op 17 September 1918 van hierdie plig losgemaak, word hy tot 3 Januarie 1919 kommandant van die 13de vlootdistrik, en daarna kommandant van die 3d vlootdistrik in New York. Nadat hy die statutêre ouderdom vir aftrede bereik het, is hy op 1 Februarie 1921 na die afgetrede lys oorgeplaas. Admiraal James Henry Glennon sterf in Washington, DC, 29 Mei 1940.

(DD-620: dp. 1,620 1. 348'4 & quot b. 36'1 & quot dr. 17'4 & quot; 37,5 k kpl. 270 a. 4 5 & quot; 2 40mm., 5 20mm., 5 21 & quot tt., A: dcp., 2 dct. cl. Gleaves)

Die eerste Glennon (DD-620) is op 26 Augustus 1942 van stapel gestuur deur die Federal Shipbuilding & amp; Dry Dock Co. Floyd C. Kamp in bevel.

Na 'n afgeskudde opleiding langs die kus van New England, het Glennon troepe bewaak en konvooie gestuur vir die besetting van Sicilië (9-15 Julie 1943). Dit was hier waar die reuse -aanslag op Europa uit die see begin inloop het. Sy keer op 3 Desember 1943 terug na New York, en maak daarna twee konvooi-begeleide reise na die Britse Eilande en een na Gibraltar. Sy het op 22 April 1944 uit Gibraltar in New York aangekom en op 5 Mei uit die hawe gestaan ​​met 'n taakgroep wat op 14 op Belfast, Ierland, aangekom het. Opgedra aan Assault Force & quotU & quot van die Western Naval Task Force, arriveer sy op 6 Junie in die Baie de la Seine, Frankryk. Nadat sy by die bombarderingsgroep vir duikbote en vinnige Duitse torpedobote gepatrolleer het, het sy gewere ondersteun om troepe aan wal te ondersteun.

Op 7 Junie het sy 430 5-duim-skulpe aan wal gegooi ter ondersteuning van troepe wat noordwaarts na Quineville gevorder het. Onder bevel van komm. Clifford A. Johnson, het sy om 0830, 8 Junie, weer op pad na haar vuurwapensteunstasie. 'N Walvisboot het oorlewendes opgetel terwyl myneveërs Stay and Threat op die toneel aangekom het, die een verby 'n sleeplyn terwyl die ander voor die beskadigde vernietiger swiep. Destroyer escort Rich het toegemaak in die nasleep van die myneveërs om te help, toe voel sy 'n hewige ontploffing toe sy stadig agterstebo van Glennon afrond om die gebied skoon te maak. Minute later blaas 'n tweede ontploffing 'n gedeelte van 50 voet van Rich se agterkant af, gevolg deur 'n derde mynontploffing onder haar voorspeler. Sy het binne 15 minute na die eerste ontploffing ondergegaan.

Mynveërpersoneel het bevind dat sy Glennon nie kan ontwyk nie, wie se stert aan die onderkant vasgemaak was deur haar stuurboordskroef. Die meeste van haar bemanning het aan boord gegaan van Staff en diegene wat op Glennon oorgebly het, het haar agterkant verlig deur brandstof vorentoe te pomp en dieptelastings en boonste ratte af te gooi. Op 9 Junie is bergingstoerusting bymekaargemaak en ongeveer 60 offisiere en manne van die Glennon het weer aan boord gekom. Die volgende oggend, net soos komdr. Johnson was besig om voor te berei om sy pogings om sy skip te red, te hervat, 'n Duitse battery naby Quinneville het haar reikafstand gevind. 'N Tweede salvo tref Glennon te midde van skepe en sny alle krag af. Na 'n derde slag het bevelvoerder Johnson beveel om die skip te laat vaar en die mans is in 'n landingsvaartuig afgeneem. Glennon dryf tot 2145, 10 Junie 1944, rol dan om en sak. Sy het 25 verlore en 38 gewondes opgedoen.


Wrak van USS Glennon (DD-620)

USS Glennon, wat in Maart 1942 en die Federale Kearny Yard gelê is en in Oktober dieselfde jaar in diens van die Amerikaanse vloot was, was die 44ste lid van die Gleaves Class of Destroyers. die as in Europa.

Die Glennon en haar bemanning was hoofsaaklik toegewy aan die konvooi begeleiding, en het teen die begin van 1943 voor die Amerikaanse en Kanadese kus opgehou voordat hulle die Atlantiese siftingstroep oorgesteek en skepe op pad was na die geallieerde inval van Sicilië. Die Glennon het in Julie 1943 tydens die landings by Licata en Gela sowel as geweerondersteuning sowel as onderduikbeperking ondergaan, en met leë troepeskepe uit die Italiaanse waters teruggetrek na Oran, waar sy tot einde 1943 met die konvooi-begeleiding langs die Noord-Afrikaanse kus voortgegaan het.

By die terugkeer na New York in Desember 1943, ondergaan die Glennon 'n opknappings- en opgraderingsperiode by die New York Navy -werf voordat hy met die transatlantiese konvooi -begeleiding van die VSA na die Verenigde Koninkryk begin. Na afloop van twee heen -en -weer reise na die Britse eilande tydens die berugte slegte Noord -Atlantiese Winter, staan ​​Glennon in April uit New York na Gibraltar en begelei 'n konvooi met 'n vinnige tenkwa wat na die Middellandse See reis, en arriveer op die 22ste by die Britse hawe. Glennon en haar bemanning het verwag dat hulle na 'n ander konvooi sou word toegewys, maar het in plaas daarvan bevele ontvang om na Belfast te vaar met 'n Naval Task Group, deel van die geallieerde opbou vir die komende inval in Frankryk. By die aankoms in Noord -Ierland op 14 Mei, het die Glennon begin met intensiewe oefenmaneuvers ter voorbereiding van haar rol in 'Operation Overlord', en teen 1 Junie was sy en haar bemanning geanker in Plymouth -paaie saam met die ander skepe van Assault Force "U", in afwagting bevele om na die strande van Normandië te vaar.

Deur die hoofskepe van die Force "U" -bombardeermag oor die Engelse kanaal gedurende die nag van 5 Junie te kyk, arriveer die Glennon voor dagbreek op 6 Junie 1944 uit Normandië en neem haar posisie in teen Baie de la Seine om vir Duitse E te wag. -Boats, Submarines or other surface craft which could pose a threat to the Battleships, Cruisers and Destroyers that began shelling German positions at first light. As the invasion progressed throughout the day, it became clear that no German surface craft were operating in the area so Glennon closed on the Utah Beachhead and began on-call fire support for US and Allied troops fighting to advance inland. Continuing this work through the night of June 6th and into June 7th, Glennon sent over a thousand 5-inch shells onto German positions, 430 of which severely battered the area around Quinéville and facilitated the capture of the town.

Moving Northwest to a new fire support position off the Îles Saint-Marcouf on the morning of June 8th, the Glennon was rocked by a German mine which was set off beneath her Port Stern at 0830hrs. The force of the underwater blast all but ripped the aft most section of the Glennon forward of her #3 5-inch mount off the ship, but a ribbon of hull plating remained firmly attached to the Stern as it quickly flooded and sank, taking most of the men stationed therein with it to the bottom and dragging Glennon lower into the water. Having lost both her propellers Glennon went dead in the water as her crew effected enough damage control to keep the bow section of the ship afloat, and within moments two Minesweepers were onscene and the Destroyer Escort USS Rich (DE-695) had taken up a screening position on the Glennon to protect the rescue and salvage effort. The Minesweeper USS Staff (AM-114) had no sooner put a line aboard the Glennon and began to tow the wounded Destroyer away from the shoreline than the USS Rich was rocked by three near-simultaneous blasts from German mines and sank in three pieces within fifteen minutes. All of the assembled ships and the destruction of the Rich attracted the attention of German shore batteries, and within minutes the entire formation was under increasingly accurate fire, prompting the salvage operation to be called off and the Glennon to be abandoned.

Remaining defiantly afloat through the day and into the night of June 8th, the Glennon was re-boarded by a volunteer crew under the cover of darkness and a concerted attempt was made to separate the ship from her sunken Stern section, which was firmly wedged into rocks on the bottom and preventing the Glennon from being towed out of the range of German artillery. Efforts by the 60-man crew continued through the night and into the morning of June 9th, when the increased activity around the Glennon again prompted German batteries to start shelling the immobile vessel, hitting her several times with 8-inch and 6-inch rounds amidships which cut all power onboard. With the ship now powerless and beginning to flood, Glennon's Captain ordered her abandoned once again shortly after 0700hrs on June 9th. Under periodic fire throughout June 9th and into June 10th, the Glennon settled lower and lower into the water before she finally succumbed to her wounds and sank at this location at 2145hrs on June 10th, 1944, having lost 25 of her crew.

For her actions during the Second World War, USS Glennon received two Battle Stars.


Diensgeskiedenis [wysig | wysig bron]

1945� [ edit | wysig bron]

After shakedown off Cuba, Glennon sailed from Boston, Massachusetts on 12 February 1946 for Europe and visited many of the nations washed by the North Sea before returning to New York in August of the same year. Undergoing upkeep at Boston and overhaul at Newport, Rhode Island, Glennon conducted refresher training out of Guantanamo Bay during April and May 1947. For the next 12 months she engaged in a rigorous schedule of tactics along the New England coast and down the eastern seaboard to ports of Florida. In February and March 1948 she took part in combat fleet exercises and maneuvers in waters ranging from Cuba to Trinidad and the Panama Canal.

Sailing from Norfolk, Virginia in June 1948, Glennon served with the Midshipman Practice Squadron and made calls at Portugal, Italy, and French Morocco. She joined the 6th Fleet in August 1948 for Mediterranean duty, returning stateside in January 1949 for overhaul at Boston. In the winter of 1949–50 she was part of "Operation Frostbite", a cold weather exercise near the Davis Strait, subsequently to sail from Newport on 4 January 1950 for another "Med" cruise.

Upon return to the United States, she made a series of reserve training cruises along the eastern, seaboard and engaged in type training along the New England coast and into the Caribbean Sea. Underway from Newport on 8 January 1951, she embarked on another "Med" cruise, returning to Boston in May for overhaul followed by refresher training out of Cuba.

1952� [ edit | wysig bron]

Glennon spent January and February 1952 with a carrier task force conducting cold weather training in waters ranging northward to the Davis Straits. From April to October she was flagship of Destroyer Squadronو (DesRonو), and stood out in June for the Mediterranean, returning to Annapolis, Maryland in September 1952. In July and August of 1952 'Glennon' was part of a Task Group with the flagship New Jersey which conducted Midshipman training on a six week cruise. The Task Group shipped out of Newport News, VA with ports of call at Cherbourg, Lisbon, and Guantanamo. For more than a decade the destroyer continued her already established peacetime operation pattern. Highlights of this exacting duty included participation as a recovery station ship in the 1961 and 1962 Project Mercury flights, and in the search for the lost nuclear powered submarine Thresher (SSN-593). In August 1961 Glennon was called away suddenly to join the task force for the Project Mercury space shot carrying Major Gus Grissom. In early 1962 she was again chosen to man an Atlantic recovery station for the historic three-orbit flight of Major John Glenn.

An extensive overhaul at Boston terminated on 24 July 1963, and through the remainder of that year Glennon trained in the Caribbean, acted as school ship for the Anti-submarine Warfare School at Key West, Florida, and put in at Boston in November for refitting. The years 1964 and 1965 found Glennon continuing her ASW work. In September 1964 she was chosen to carry guests to the America's Cup Races. Later in May 1965 she conducted exercises called "Mule㻁" in which United States Army cadets from West Point were given shipboard indoctrination. Through 1967 Glennon continued to operate with the United States Atlantic Fleet.

1967� [ edit | wysig bron]

Glennon was called to serve with TF77 as a Naval Gunfire Support Unit off Viet Nam in 1972. She made a 72 hour notice emergency deployment from Charleston South Carolina through the Panama Canal. She supported many operations and answered many calls for fire in South Viet Nam and around the DMZ. She also supported operations off North Viet Nam, and was involved in several fire fights with shore batteries. Her Officers and crew wear the Combat Action Ribbon, multiple awards. Glennon was decommissioned and struck from the Naval Vessel Register on 1 October 1976. She was sunk as a target off Puerto Rico on 26 February 1981.


Mục lục

Glennon được chế tạo tại xưởng tàu của hãng Federal Shipbuilding and Drydock Company ở Kearny, New Jersey. Nó được đặt lườn vào ngày 25 tháng 3 năm 1942 được hạ thủy vào ngày 26 tháng 8 năm 1942, và được đỡ đầu bởi cô Jeanne Lejeune Glennon, cháu đô đốc Glennon. Con tàu được cho nhập biên chế cùng Hải quân Hoa Kỳ vào ngày 8 tháng 10 năm 1942 dưới quyền chỉ huy của Thiếu tá Hải quân Floyd C. Camp.

Sau khi hoàn tất việc chạy thử máy huấn luyện dọc theo bờ biển New England, Glennon hộ tống các đoàn tàu vận tải chuyên chở binh lính và tiếp liệu cho Trận đổ bộ Gela từ ngày đến ngày 9 đến ngày 15 tháng 7 năm 1943. Nó quay trở về New York vào ngày 3 tháng 12, rồi thực hiện hai chuyến đi khứ hồi hộ tống các đoàn tàu vận tải đi sang quần đảo Anh cùng một chuyến đi sang Gibraltar. Nó quay trở về New York từ Gibraltar vào ngày 22 tháng 4 năm 1944, rồi khởi hành từ cảng này vào ngày 5 tháng 5 cùng một đội đặc nhiệm, đi đến Belfast, Bắc Ireland vào ngày 14 tháng 5 để chuẩn bị tham gia Chiến dịch Overlord, cuộc Đổ bộ Normandy. Được phân về Lực lượng Tấn công lên bãi Utah thuộc Lực lượng Đặc nhiệm Hải quân phía Tây, nó đi đến Baie de la Seine, Pháp vào ngày 6 tháng 6. Sau khi tuần tra chung quanh đội bắn phá phòng ngừa tàu ngầm và tàu phóng lôi E-boat của Hải quân Đức can thiệp, nó tham gia bắn phá hỗ trợ cho binh lính đổ bộ trên bờ.

Vào ngày 7 tháng 6, Glennon đã bắn 430 quả đạn pháo 5 in (130 mm)/38 caliber lên bờ hỗ trợ cho cuộc tiến quân lên phía Bắc về hướng Quinéville. Dưới quyền chỉ huy của Trung tá Hải quân Clifford A. Johnson, nó lại tiếp cận nơi trực chiến hỗ trợ hỏa lực lúc 08 giờ 30 phút ngày 8 tháng 6, khi đuôi tàu trúng phải một quả mìn. Một chiếc xuồng được thả để cứu vớt những người sống sót trong khi các tàu quét mìn StaffBedreiging đi đến hiện trường một chiếc nối một sợi cáp để kéo trong khi chiếc kia quét mìn phía trước chiếc tàu khu trục bị hư hại. Tàu khu trục hộ tống Ryk cũng tiếp cận để trợ giúp, nhưng chịu đựng một vụ nổ lớn khi nó vòng quanh đuôi của Glennon để rời khu vực. Vài phút sau, một vụ nổ thứ hai làm nổ tung 50 ft (15 m) phần đuôi của Ryk, tiếp nối bởi một vụ nổ thứ ba bên dưới sàn trước con tàu. Ryk đắm chỉ trong vòng 15 phút sau vụ nổ thứ nhất.

Tàu quét mìn Staff phát hiện nó không thể kéo Glennon, do phần đuôi tàu bị mắc cạn bởi chân vịt bên mạn phải bị hư hại. Phần lớn thủy thủ đoàn của Staff và những người còn lại của Glennon nỗ lực làm nhẹ phần đuôi tàu bằng cách bơm nhiên liệu đến các ngăn phía trước và phóng bỏ những vật nặng như mìn sâu. Sang ngày 9 tháng 6, thiết bị cứu hộ được tập trung, và khoảng 60 sĩ quan và thủy thủ của Glennon quay trở lại tàu. Sáng hôm sau, khi Trung tá Johnson chuẩn bị tiếp nối các nỗ lực để cứu con tàu của mình, một khẩu đội pháo bờ biển Đức gần Quinéville bắt được con tàu trong tầm bắn. Loạt đạn pháo thứ hai bắn trúng Glennon giữa tàu và làm mất điện toàn bộ. Sau cú bắn trúng thứ ba, Trung tá Johnson ra lệnh cho thủy thủ đoàn bỏ tàu, và họ rời đi trên những xuồng đổ bộ. Glennon tiếp tục nổi cho đến 21 giờ 45 phút ngày 10 tháng 6 năm 1944, khi nó lật úp và đắm. Con tàu chịu đựng 25 người tử trận và 38 người bị thương.

Glennon được tặng thưởng hai Ngôi sao Chiến trận do thành tích phục vụ trong Thế Chiến II.


Retired Navy Captain Tells Father's Stories of D-Day

Van Retired Stories of My Dad, CAPT John B. Ferriter, US Navy by Capt. Edward C. (Ted) Ferriter, USN (Ret.)

Kmdt. Charles E. Robison, USN, Retired, made an hour long video record of the two-year life of the USS Glennon, DD-620. The video was made in May 1990, almost fifty years after the sinking of the ship. Kmdt. Robison took the pictures as an Ensign from 1942 to 1944, with his new &ldquohigh technology&rdquo, wind-up camera. It is an amazing story, especially for those relatives of the Glennon&rsquos crew. There are pictures of my Dad, then Lt. Cmdr. John Ferriter, that I had never seen before: playing softball, standing watch, and leading the evacuation of the sinking ship. The video includes histories of ports of call, descriptions of action against the enemy, and the final dispersion of the surviving crew. This record follows the narration of Cmdr. Robison&rsquos video.

The USS Glennon was launched August 18, 1942 in Carney, NJ. It was then towed to Brooklyn for outfitting. Even before its final Shakedown Cruise, the Glennon was assigned to escort a convoy to Galveston, TX in September of 1942. There are pictures of my Dad, the XO, playing softball in Texas with the crew, getting a few hits and running bases. CDR Robison said, &ldquoThere&rsquos Johnny Ferriter,&rdquo with just a bit of admiration and camaraderie in his voice.

After the Shakedown Cruise, the ship sailed for Casa Blanca, Morocco, and Dakar, Capital of French West Africa. The squadron was sent to Dakar to monitor a group of five French Navy ships that had escaped capture by the Germans. Those French ships never moved. Later, in the spring of 1943, the Glennon was part of an enormous convoy of troop transports heading to Sicily. Kmdt. Robison describes the formation of over a hundred ships and the destroyer&rsquos role escorting the formation. There is footage of Dad with the control of the ship during a difficult maneuver alongside to transfer material from one ship to the other.

In the summer of 1943 the squadron, along with hundreds of other ships, staged in Algiers and prepared for the invasion of Sicily. They provided shore bombardment off the town of Gala, Sicily. A sister ship, the USS Maddox, operating 4 or 5 miles west of the Glennon, just disappeared. Nothing of the ship was recovered. It was suspected the ship hit a mine.

At Normandy, in June 1944, the squadron was assigned a naval gunfire support area two miles from the UTAH Beach landing site. Kmdt. Robison said, &ldquoThere were mines going off all over the place.&rdquo At 4:00 a.m. on D+1 the Glennon hit a mine. The USS Rich came in to assist and take on casualties. The skipper of the Glennon told the Rich his ship was not in danger of sinking and they should stand off and watch out for mines. Almost immediately the USS Rich hit a mine, breaking the ship in two. The forward half then hit another mine. A third mine sent the Rich to the bottom. There were very few survivors.

The Glennon was now &ldquoanchored&rdquo by its stern in relatively shallow water, approximately 30 feet deep. The Commanding Officer&rsquos, record of the event notes: &ldquoThe USS Glennon had been grounded astern by a German mine detonating under the port quarter partially breaking the after section off.&rdquo According to the Commanding Officer, Dad remained on board with a small crew of &ldquoone other officer and eight men to maintain power to keep pumps in operation which would prevent further flooding and possible sinking of the ship.&rdquo The Glennon&rsquos stern remained attached to the forward part of the ship by the propeller shaft. Attempts to cut the forward part of the ship free were made, however no divers could enter the water because concussions from nearby exploding mines would kill them. Kmdt. Robison, mentioned that on D+2 or 3 the Germans found their range and the ship began to take heavy damage. The Commanding Officer's record continued: &ldquoThe ship was within range of German batteries located at Quineville, France, which had previously shelled the ship.&rdquo Nearby PT boats laid down smoke for concealment, and Allied aircraft attempted to suppress German gunfire.

Kmdt. Robison had many pictures of the damaged Glennon and the crew working feverishly to save her. Finally, an order from higher authority came to abandon ship. The last two members of the crew to leave the ship were Dad and the skipper. After boarding the ship&rsquos motor whaleboat, the remaining crew took a final turn around the Glennon for one last look at the ship that had been home for two years. The crew was ordered to a nearby LST taking wounded and other survivors back to England.

The crew of the Glennon later moved to Scotland to await orders to other ships or commands needed by the Navy. Most of the crew returned to the US via the Queen Elizabeth (I), transiting the Atlantic at 30 knots with no escort. CDR Robison reported to the USS Owen in the Pacific, Dad reported to the USS Knight (DD-633) as Commanding Officer.

In every port the ship visited, Ensign Robison took pictures of the Glennon&rsquos crew on liberty and scenes of the ports: charcoal burners mounted on cars and buses in Africa that used carbon monoxide for power native women thrashing grain with long poles in Dakar sailors on horseback in Bermuda US Navy PBYs at anchor in Gibraltar liberty parties in Algiers. Later, when assigned to a different ship in the Pacific, Ensign Robison took pictures of officers and crew of the USS Owen walking through Hiroshima and Nagasaki a scant month after the bombing.

The basic make up of a squadron of destroyers, then and today, consists of eight ships, the specific size of the squadron depending on the mission tasked and the availability of resources. Kmdt. Robison never mentions the actual name/number of the squadron (such as Dad&rsquos DESRON 20) just that there were eight ships in the squadron, and he listed their names. To me the single most surprising part of the entire narration is that six of the eight ships originally assigned to the squadron were either sunk or heavily damaged during the war. Five ships were lost in combat. This is an indication of the constant danger these small but powerful, fast and deadly ships faced throughout WWII.

Those six destroyers were:

  • USS Maddox &ndash Lost at sea during the invasion of Sicily
  • USS Murphy &ndash Cut in two by a large transport ship during convoy operations, returned to service after extensive repairs
  • USS Nelson &ndash Hit by a U-Boat, out of action for the Normandy invasion
  • USS Rich &ndash Hit three mines at Normandy, broke apart and sank
  • USS Corry &ndash Sank at Normandy,
  • USS Glennon &ndash Sank at Normandy.

Kmdt. Robison visited Normandy in 1987 and found memorial plaques to each of the three destroyers from the squadron that sank off UTAH Beach in June 1944: USS Glennon, USS Rich, and USS Corry.

Capt. Ted Ferriter, USN (Ret) served over 30 years in Naval Aviation, primarily in the P-3/Maritime Patrol community. He is retired and lives in rural Virginia.


Ons nuusbrief

Produk Beskrywing

USS Glennon DD 620

"Personalized" Canvas Ship Print

(Not just a photo or poster but a work of art!)

Every sailor loved his ship. It was his life. Where he had tremendous responsibility and lived with his closest shipmates. As one gets older his appreciation for the ship and the Navy experience gets stronger. A personalized print shows ownership, accomplishment and an emotion that never goes away. It helps to show your pride even if a loved one is no longer with you. Every time you walk by the print you will feel the person or the Navy experience in your heart (guaranteed).

The image is portrayed on the waters of the ocean or bay with a display of her crest if available. The ships name is printed on the bottom of the print. What a great canvas print to commemorate yourself or someone you know who may have served aboard her.

The printed picture is exactly as you see it. The canvas size is 8"x10" ready for framing as it is or you can add an additional matte of your own choosing. If you would like a larger picture size (11"x 14") on a 13" X 19" canvas simply purchase this print then prior to payment purchase additional services located in the store category (Home) to the left of this page. This option is an additional $12.00. The prints are made to order. They look awesome when matted and framed.

Ons PERSONALIZE the print with "Name, Rank and/or Years Served" or anything else you would like it to state (NO ADDITIONAL CHARGE). It is placed just above the ships photo. After purchasing the print simply email us or indicate in the notes section of your payment what you would like printed on it. Example:

United States Navy Sailor
YOUR NAME HERE
Proudly Served Sept 1963 - Sept 1967

This would make a nice gift and a great addition to any historic military collection. Would be fantastic for decorating the home or office wall.

The watermark "Great Naval Images" will NOT be on your print.

This photo is printed on Archival-Safe Acid-Free canvas using a high resolution printer and should last many years.

Because of its unique natural woven texture canvas offers a special and distinctive look that can only be captured on canvas. The canvas print does not need glass thereby enhancing the appearance of your print, eliminating glare and reducing your overall cost.

We guarantee you will not be disappointed with this item or your money back. In addition, We will replace the canvas print unconditionally for FREE if you damage your print. You would only be charged a nominal fee plus shipping and handling.

Gaan ons terugvoer na. Customers who have purchased these prints have been very satisfied.

Koper betaal aflewering en hantering. Gestuurskoste buite die VSA sal wissel na gelang van plek.

Voeg ons by u!

Thanks for looking!


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USS Glennon DD620 - History

 Navy officer and electrical engineer of East Providence, RI

 Personal papers, 1935-2003 (bulk 1935-1956)

 Processed by: Karen Eberhart, January 2004

©Rhode Island Historical Society

             Gustavus Reed Ide, Jr. was born in East Providence, RI on February 28, 1919 the son of Gustavus Reed Ide and Florence. He was an avid baseball and tennis player participating in the amateur baseball league and a member of the tennis team in college. He graduated from East Providence High School in 1935 and then attended Rhode Island State College (University of Rhode Island), graduating in June 1940 with a Bachelor of Science degree in Mechanical Engineering. During the summer of 1937 he began his working life as a cashier at the Narragansett Race Track selling and cashing racing tickets. The next two summers he worked on a surveying crew for the Waterman Engineering Company during 1938 and for the Rhode Island State Board of Public Roads in 1939 . After he graduated from college he was a student engineer in training with the New England Power Association during Aug 1940 to April 1942 learning how to lay out and service electric power lines.

             Gustavus joined the Navy Reserve in March 1942 and was sent to the Naval Training School (Indoctrination) at Notre Dame University in Notre Dame, IN for a six week program. His class was trained specifically for shore duty and so did not endure the regular three month "boot camp." Gustavus was then sent to torpedo school in Newport, RI to learn how to supply torpedoes to the troops. Because of the shortage of naval officers, Gustavus was instead called up for active duty aboard a brand new destroyer, the USS Glennon (DD620). So, in October of 1942, he went to sea as the Torpedo Officer without any training or even basic sea knowledge such as which side of the boat was starboard. He learned quickly and was one of the officers selected to serve watches as Officer of the Deck during the invasion of Utah Beach on D-Day, June 6, 1944. The stern of the USS Glennon hit a mine on June 8 but remained afloat until June 10 when it was sunk by enemy fire.

             Gustavus returned unharmed to the United States and was sent to Washington, D.C. for a three month Gunnery and Ordnance School during September - November, 1944. He then became the Gunnery Officer on the destroyer USS Mervine (DD489) which was recommissioned as a destroyer mine sweeper (DMS31) in early 1945. Gustavus was released from active duty in March 1946 and he returned to his original career path as an electrical engineer. He worked for the Central Massachusetts Electric Company in Palmer, MA as a Distribution Engineer starting in April 1947. That public utility then became the Worcester County Electric Company. Gustavus was married with one child by June 1949 and his second child was born in 1951 or 1952. He and his family lived in Warren, MA for many years and he currently resides in Westborough, MA.

             This collection consists primarily of information on the naval career of Gustavus Ide during World War II. He served aboard destroyers for nearly his entire period of service. The materials include a scrapbook/diary with detailed information on his experiences in the navy, the rescue of Third Mate William J. Lemmerman after he fell overboard in the North Atlantic in November 1943 and the invasion of Normandy in June 1944. The collection also includes detailed information about the ships on which he served. A second scrapbook contains newspaper clippings from his college years playing baseball and tennis, 1935-1940. The scrapbook has detailed information about the Melrose League for amateur baseball teams in Rhode Island.

B.1, F.1       Educational diplomas and documents, 1935-1940

B.1, F.2-8   Military orders and documents, 1942-1947, 1956, 2000-2002

B.1, F.9       Newspaper clippings, 1944, 1993

B.1, F.10     Officer service record, 1942-1955

B.1, F.11     Reminiscences of navy training and career, undated typescript, 2003

B.1, F.12     Scrapbook - baseball and tennis, c.1935-1940

B.1, F.13     Wilde, E. Andrew, Jr., editor. The U.S.S. Glennon (DD-620) in World War II : Documents and Photographs. Needham, MA, 1999, revised 2001

B.1, F.14    USS Glennon - ship's newspaper, 1942-1944

B.1, F.15     USS Mervine - ship's newspaper, 1945

B.1, F.16     USS Nelson - ship's newspaper, 1943

B.2, V.1      Scrapbook - military service, 1942-2003


Kyk die video: DD984SinkEx