9.
azimuth of the setting sun was, but this was used as a rough guide and it appeared that the magnetic compass had not been unduly affected. The ship‘s fathOmeter in combat was working following the attacks.
At about 1655, the fathometer sounding reported appr0ximately 26 fathoms under the keel. Since I was not positive of the ship's position, I ordered Mr. Lucas to r0und up as many personnel as he could, and proceed to the forecastle and standby and anchor.. My intentions was to anchor until it became night so that I could visually sight the North Star to see whether the magnetic compass had been unduly affected or not. Once I was able to sight the North Star, then I would know in which direction the ship was actually proceeding. Mr. Lucas and personnel did go to the forecastle, and at one point I did order the port anchor to let go. But before the port anchor could be let go, I reversed my decision and backed all engines two-thirds to see if I could back clear of the apparent shoal area. I commenced backing the ship at about 1704 and continued backing until 1722, at which time the fathometer reading was approximately 48 fathoms under the keel. With the ship going ahead two-thirds and right full rudder we quickly came to a magnetic heading of abOut 350 mag— netic and continued on to a heading of 025 magnetic about 1729. The ship was at this time making a speed of about 8 knots. At 1730, the ship lost lube oil to the main engines, and all engines were stopped. At 1731, the ship was on a heading of 022 magnetic with 50 fathoms of water under the keel. Lube oil pressure was regained to the main engines within a very short period of time, and the ship continued right to a magnetic heading of 040 at 1737, at which time 72 fathoms was indicated under the keel. At 1743, the ship's heading was 068 magnetic and 82 fathoms of water under the keel. At this time I considered the ship to have stood clear of the immediate danger of grounding and at 1748 increased speed to ten knots on a magnetic heading of 050.
The ship remained at general quarters, and reports from danage control central were to the effect that all watertight boundary bulkheads were holding satisfactory. Dr. Kiepfer, and the two corpsmen, were doing outstanding work in assisting injured crew members. They advised me from time to time of the number of casualties, the extent of injuries, and efforts being made.
At 1750, a message was received from OOMSIXTI-IFLT to the effect that escorts were 0n the way and that the ship was to proceed on a course of 340 magnetic at maximum speed until 100 miles from present position, then turn 270 magnetic. The ship attempted to carry out this directive. At 1757, COMSIXTHFLT advised that escorts were proceeding to rendezvous with us at maximum Speed of destroyers.
At 1841, an Israeli helic0pter approached the ship and hovered at bridge
level approximately 30 feet from the ship. They made various attempts to
