I was mailed a copy of a tanker sailors recollection of surviving this typhoon to use in my monthly LCI 450 newsletter. For some unknown reason he failed to name his ship he was on. The story was 6 pages long, more than I could accommodate in my 10 page monthly Deck Log so I went on the internet looking for the story of the typhoon named "Cobra". I'll post the stories in sections as there are several accounts of different ships that either sunk or survived. This is the first account of the Typhoon named Cobra.
USS Hull (DD 350)
Philippine Sea Typhoon Cobra 18 December 1944 -
USS Hull (DD 350) Lt. Comdr. James A. Marks Official Report of his ship capsizing.
"I received a report during the morning from the Engineer Officer that we were well above the required ballasting point, having between 125 and 120 thousand gallons of fuel aboard. This represented a little over 70% of our practicable fueling capacity. In view of the fact that the ship was riding the seas satisfactorily at the time, and that I estimated that we would be fueled on short notice as soon as the heavy weather abated, I did not consider ballasting advisable....
At a time I estimate roughly about 1130, the seas became mountainous, and the wind increased to hurricane proportions. Considerable damage was occurring as the sea grew worse. The motor whaleboat was smashed in at the bow, and finally was torn clear of the boat davits, falling into the sea. Several depth charges were torn loose from the K-guns and were lost overboard. All charges were set on safe, so no damage was done by them. The smokestacks were under terrific strain because of the wind. Up until shortly before the ship turned over, I was greatly concerned that either or both of the stacks might be torn off the ship. One of the pad eyes supporting the mast stay pulled out at the deck. Just before the ship went over I estimated that if one of the stacks had been torn or cut loose, it might have lowered the center of wind pressure on the hull sufficiently to reduce the ship's rolling, but at this point no man could have possibly existed in an exposed position topside long enough to do the job; he would have been quickly blown overboard. Several of the metal covers on ammunition ready boxes were ripped completely off the boxes by the wind. The bridge structure was under such great strain that I was greatly concerned that the structure itself or a portion thereof might be torn off the ship.
In endeavoring to alleviate the heavy rolling of the ship, I tried every possible combination of rudder and engines, with little avail. An attempt was made to bring the ship's head into the sea, but she would not respond. Then an attempt was made to turn away from the wind, and bring it as far on the port quarter as possible, but again the ship would not answer. It was apparent that no matter what was done with the rudder and engines, the ship was being blown bodily before the wind and sea, yawing between headings of 100º and 080º true. At all times until the ship went over; the true wind was from approximately north, which was most of the time abaft the beam.
Shortly before noon, steering control went out on the bridge, but was regained in the steering motor room in a few minutes. The engine telegraphs went out for awhile, but were also reported operating satisfactorily in a few minutes. The chief engineer reported at this time that the forward fireroom blowers had stopped because of heavy amounts of water being taken down the intakes, the after fire room was reported as having taken over, and it is believed that all bells were properly answered...
At this tine the ship took several deep rolls because of high velocity wind gusts. I estimated the rolls to have been about 70 degrees. At one time the Junior Officer of the Deck was catapulted from the port side of the pilot house completely through the air to the upper portion of the starboard side of the pilot house... Shortly after twelve 'o'clock the ship withstood what I estimated to be the worst punishment any storm could offer. She had rolled about 70 degrees and righted herself just as soon as the wind gust reduced a bit . . . . Just at this point the wind velocity increased to an unbelievable high point which I estimated at 110 knots. The force of this wind laid the ship steadily over on her starboard side, and held her down in the water until the seas came flowing into the pilot house itself. The ship remained over on her side (starboard) at an angle of 80 degrees or more as the water flooded into her upper structures. I remained on the port wing of the bridge until the water flooded up to me, and I stepped off into the water as the ship rolled over on her way down. The suction effect of the hull was felt, but it was not very strong. Shortly after, I felt the concussion of the boilers exploding under water. The effect was not very strong, and caused me no ill effects. I concentrated my efforts thereafter to trying to keep alive in the mountainous seas which pounded us."
USS Tabberer (DE-418)
In the typhoon Cobra of December 18, 1944 USS Tabberer (DE-418), her radio and radar knocked out, was thought lost. Not lost though as she was busy at the unbelievable feat of picking up 55 survivors from “Cobra’s” heavy seas. Her rescue efforts continued throughout the night, all day on the 19th, and into the 20th. In all, the Tabberer saved the lives of 55 officers and men, both from the Hull and also the Spence. Later, Tabberer was relieved by other units of the fleet. Additionally 36 men, a few of whom belonged to the crew of the typhoon's third victim, the USS Monaghan, were also rescued by the Tabberer. The outstanding rescue efforts during the storm resulted in the awarding of Navy and Marine Corps medals for several crew members, Lieutenant Plage was awarded the Legion of Merit, and the Tabberer, received the Navy Unit Commendation.
USS Hull (DD 350)
Philippine Sea Typhoon Cobra 18 December 1944 -
USS Hull (DD 350) Lt. Comdr. James A. Marks Official Report of his ship capsizing.
"I received a report during the morning from the Engineer Officer that we were well above the required ballasting point, having between 125 and 120 thousand gallons of fuel aboard. This represented a little over 70% of our practicable fueling capacity. In view of the fact that the ship was riding the seas satisfactorily at the time, and that I estimated that we would be fueled on short notice as soon as the heavy weather abated, I did not consider ballasting advisable....
At a time I estimate roughly about 1130, the seas became mountainous, and the wind increased to hurricane proportions. Considerable damage was occurring as the sea grew worse. The motor whaleboat was smashed in at the bow, and finally was torn clear of the boat davits, falling into the sea. Several depth charges were torn loose from the K-guns and were lost overboard. All charges were set on safe, so no damage was done by them. The smokestacks were under terrific strain because of the wind. Up until shortly before the ship turned over, I was greatly concerned that either or both of the stacks might be torn off the ship. One of the pad eyes supporting the mast stay pulled out at the deck. Just before the ship went over I estimated that if one of the stacks had been torn or cut loose, it might have lowered the center of wind pressure on the hull sufficiently to reduce the ship's rolling, but at this point no man could have possibly existed in an exposed position topside long enough to do the job; he would have been quickly blown overboard. Several of the metal covers on ammunition ready boxes were ripped completely off the boxes by the wind. The bridge structure was under such great strain that I was greatly concerned that the structure itself or a portion thereof might be torn off the ship.
In endeavoring to alleviate the heavy rolling of the ship, I tried every possible combination of rudder and engines, with little avail. An attempt was made to bring the ship's head into the sea, but she would not respond. Then an attempt was made to turn away from the wind, and bring it as far on the port quarter as possible, but again the ship would not answer. It was apparent that no matter what was done with the rudder and engines, the ship was being blown bodily before the wind and sea, yawing between headings of 100º and 080º true. At all times until the ship went over; the true wind was from approximately north, which was most of the time abaft the beam.
Shortly before noon, steering control went out on the bridge, but was regained in the steering motor room in a few minutes. The engine telegraphs went out for awhile, but were also reported operating satisfactorily in a few minutes. The chief engineer reported at this time that the forward fireroom blowers had stopped because of heavy amounts of water being taken down the intakes, the after fire room was reported as having taken over, and it is believed that all bells were properly answered...
At this tine the ship took several deep rolls because of high velocity wind gusts. I estimated the rolls to have been about 70 degrees. At one time the Junior Officer of the Deck was catapulted from the port side of the pilot house completely through the air to the upper portion of the starboard side of the pilot house... Shortly after twelve 'o'clock the ship withstood what I estimated to be the worst punishment any storm could offer. She had rolled about 70 degrees and righted herself just as soon as the wind gust reduced a bit . . . . Just at this point the wind velocity increased to an unbelievable high point which I estimated at 110 knots. The force of this wind laid the ship steadily over on her starboard side, and held her down in the water until the seas came flowing into the pilot house itself. The ship remained over on her side (starboard) at an angle of 80 degrees or more as the water flooded into her upper structures. I remained on the port wing of the bridge until the water flooded up to me, and I stepped off into the water as the ship rolled over on her way down. The suction effect of the hull was felt, but it was not very strong. Shortly after, I felt the concussion of the boilers exploding under water. The effect was not very strong, and caused me no ill effects. I concentrated my efforts thereafter to trying to keep alive in the mountainous seas which pounded us."
USS Tabberer (DE-418)
In the typhoon Cobra of December 18, 1944 USS Tabberer (DE-418), her radio and radar knocked out, was thought lost. Not lost though as she was busy at the unbelievable feat of picking up 55 survivors from “Cobra’s” heavy seas. Her rescue efforts continued throughout the night, all day on the 19th, and into the 20th. In all, the Tabberer saved the lives of 55 officers and men, both from the Hull and also the Spence. Later, Tabberer was relieved by other units of the fleet. Additionally 36 men, a few of whom belonged to the crew of the typhoon's third victim, the USS Monaghan, were also rescued by the Tabberer. The outstanding rescue efforts during the storm resulted in the awarding of Navy and Marine Corps medals for several crew members, Lieutenant Plage was awarded the Legion of Merit, and the Tabberer, received the Navy Unit Commendation.
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