Admin Note: Opportunities to update the blog will be limited for me the next few days. I will do my best but if unable, I will endeavor to catch Task Group 58.4 up to real time at soonest opportunity.
Today's deck log reads much as it has on previous days:
"...steaming as before en route Marshall Islands...zigzagging in accordance with plan 6...at 0645 USS MARTIN had an electrical casualty and was forced to stop until 0655, at which time she got underway on emergency generators...at 0728 O.T.C. ordered change to crusing [sic] disposition 5F...ceased zigzagging...at 0935 completed launching 4 VT for A/S patrol and 1 VT to tow sleeve target for antiaircraft firing practice for carriers and cruisers...at 1039 carriers were directed to form a column 180˚ relative from USS SARATOGA in order USS LANGLEY, USS PRINCETON, at 1000 yards distance and the tow plane was ordered to commence "Baker How" type runs alternating starboard and port on each carrier in succession...at 1153 secured from firing practice, this vessel did no firing, sleeve having been shot down during previous firings......resumed zigzagging..."
There was, however, this exception to the daily redundancy:
"At 1545 observed what appeared to be a large underwater explosion bearing 030˚, distance 7 miles, cause undetermined. Reported observation to O.T.C. There were no friendly planes in that vicinity at the time. There is a possibility that it might have been meteorite striking the ocean."
The more time I spend with Princeton's War Diary, the more I have begun to accept the "just-the-facts" repetitiveness of its format. As an enjoyer of reading history, and military history especially, I appreciate a dramatic tale well told. Thus, the inclusion of observations like the occasional ocean-striking meteorite are welcome little literary nuggets. Reflecting on this rather odd editorial comment making it through the administrative "chop chain" and eventually into Princeton's official War Diary, I realized there must be a formal, bureaucratic Order or Instruction which details, as only a bureaucratic organization can, precisely what may — and more importantly what may not — be included in a Ship's Log. And so, I did what any 21st century history nerd would do...I turned to the series of tubes.
And of course I found OPNAVINST 3100.7C:
Suffice it to say, literally everything mentioned in Princeton's War Diary is mentioned in this 2014 Instruction. Bearings & Courses, Headings & Tactical Formations, Sightings & Soundings & Speed Changes, Aircraft Launches, Aircraft Recoveries, All manner of Incidents & Accidents & Injuries & Fatalities, Refueling & Defueling, Zigzagging Starts & Zigzagging Stops, Mooring, Docking and Getting Underway, Engineering Casualties. Meteorological Phenomena of note such as...oh I don't know?...POSSIBLE OCEAN-STRIKING METEORS PERHAPS!?...merit recording in the Ship's Log. And for the "30 pound heads*" who may be reading this: "When at anchor or moored to a buoy in heavy weather, record the strain upon the anchor chain or cables."
If I could find the 1944 version of the Ship's Deck Log instruction, I'm guessing it would be quite similar to its modern counterpart. One thing I love about the Navy is its rich tradition. It seems to me there are fundamental truths when it comes to operating ships at sea, be they made from "the best white oak" or "HY-80" steel.
So...back to our meteorite. It reminded me of a story.
As a "brown shoe" back in the late 80's/early 90's, I had absolutely zero concern regarding anything to do with "shoe shit" or any ship-driving stuff for that matter. You might even say I had not yet gained the slightest appreciation of the incredibly demanding work Surface Warfare Officers (SWOs) do on a daily basis. So when I found myself standing a watch in Flight Deck Control aboard USS Constellation (CV-64), wearing khakis instead of a Flight Suit, WHILE THE SHIP WAS IN PORT at Subic Bay in the Philippines AND ALL MY SQUADRONMATES WERE CONDUCTING THEIR OWN PERSONAL UNREPS AT THE CUBI O'CLUB, I was displeased.
Carrier pierside at NAS Cubi Point, Philippines, as viewed from Officer's Club. NAS Cubi Point sits inside Subic Bay.
NAS Cubi Point runway and carrier pier (left center). US Naval Base Subic Bay (right).
You see, as a FNG** I had been ordered to stand the "IWO." The what you ask? And that is the same question I asked. Only I didn't ask it in quite that way. My Department Head to me: "You are the Integrity Watch Officer from 2000 to midnight. Report to Flight Deck Control and someone will clue you in. Have fun Oyster!" I learned that evening that the duties required of the IWO are to walk around the flight deck and the hangar bay at periodic intervals and make sure that all aircraft were chained down properly, nothing appeared out of place, any maintenance being done was in accordance with safety rules and some other stuff like making sure there were no NPA revolutionaries lolligagging around and nothing was on fire that wasn't supposed to be on fire.
You know, the general integrity of the situation.
And yes, there was a logbook in which I was to record my wanderings and observations. It is important to note here that I had never heard of anything called OPNAVINST 3100.7C. The challenge quickly became how to relieve myself of the incredible boredom — and to make clear my sense of personal victimhood — at having been assigned a 4 hour watch wearing a uniform I hated while doing blackshoe shit when I was clearly not a blackshoe.
Well, I wish we'd had iPhones back then because I'm sure I would have documented my superb novel-like entries in the IWO logbook. I do recall filling a couple pages with intentionally over-the-top observations about warm Pacific breezes, the seeming infinity of the star-strewn dome above, giant flying fruit bats that you could barely see, but most definitely hear, all balanced with the occasional "Toured flight deck and hangar bay. NSTR."
I never heard a peep from anyone about my creative license. But then what were they going to do to me, give me the Integrity Watch?
* Someone smarter than the average bear. "30 pound heads" quite often, but not always, end up at Test Pilot School or NASA or Martin Marietta and such.
** F------ New Guy
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