N0 1/2022 NAVY NEWS 1

C NAVY CALLING...
From the desk of V Adm Mosiwa Hlongwane,
MMS, MMB - Chief of the South African Navy

A glim picture of normalcy is on the horizon

The image of a ship emerging from a storm heading to calm
seas is an apt description of the global management on
Covid-19. The Covid-19 storm was quite severe as it has
changed our lives irrevocably but its effect is slowly fading
as collectively we have learnt how to navigate through this
storm.
Many of our families and friends were lost in this storm
and we will never forget them. However, the sun is breaking
through the clouds and a bright new future beckons us all.
I trust that all of you have enjoyed your Festive Season
with your loved ones and that you are renewed and rested
for the challenging year ahead. I would like to pay tribute to
all those Sailors who have lost their lives during this period,
especially the departed Director Fleet Human Resources, R
Adm (JG) Loyiso Metu. He was buried in his hometown of
Dutywa in the Eastern Cape.
He served the SA Navy faithfully for many years and his
legacy will live on particularly to those who closely worked
with him. We should all remember him along with those
who have passed while honoring their Service by being
disciplined and dedicated to the SA Navy.
Looking forward to the year ahead, there are certain
things that can be done to make the passage of our collective
ship smooth. Procurement dynamics has prohibited us from
fully spending our allocation.
By now, budget holders should have gained enough
experience to navigate the procurement dynamics and it is
about time that experience gained be utilised effectively. I
therefore charge all budget holders to take an active interest
in their procurement processes to ensure that our allocation
is fully spent come end of the next financial year.
The SA Navy is starting to introduce activities in a
staggered manner. Thus we expect that during this year
there will be more and more activities taking place again,
albeit on a smaller scale. We have seen the SA Air Force,
who have worked hard organising Armed Forces Day 2022.
I thank the SA Navy members involved who fully supported
this SANDF initiative.
Another event on the horizon is the delivery of the first
of the Multi Mission Inshore Patrol vessels (MMIPVs) SAS
SEKHUKHUNE, which is due in the coming weeks. I extend
my deepest thanks to all members involved in making this
possible.
Adding to the list of activities for this calendar year, the
SA Navy will be hosting the Maritime Security Conference in
April this year. Among the guests at the conference will be
the Chief of Naval Staff of the Nigerian Navy.
He will be accompanied by a naval vessel, which will
conduct a port of call in Simon’s Town during the same
period. The representatives of the Nigerian Officers Wives
Association will also be visiting our country and will share
some activities with the SA Navy Spouses’ Forum.
Lastly, I would like to urge all SAN members to be aware
of the security challenges facing the world today. Closer to
home, the security situation in the Cabo Del Gado province
of Mozambique is far from being resolved. The SANDF
forces including our ships, will continue to be deployed
in this area to ensure the safety and security of the entire
Southern Africa Development Community. Members of the
SAN must ready themselves for this and other deployments,
because our calling as soldiers and Sailors is to safeguard
our Constitution and our Democracy.
Let us all work together to showcase that the SANDF
in general and the SAN in particular is a disciplined and
professional force, and that our members are willing and
able to serve our country in exemplary fashion.

NAVY NEWS is the magazine of the SA Navy and is issued in conjunction and
co-operation with other SANDF publications. Opinions expressed in the magazine
do not necessarrily reflect those of the Editor, the SA Navy or the SANDF.
The Editor and Advisory Board reserve the right to amend or reject any editorial
matter or letters submitted for publication. Please note that no anonymous
submissions will be considered for publication.
COPYRIGHT – No material from this magazine may be reproduced for publication
without prior permission of the Editor.

2 NAVY NEWS N0 1/2022

COVER PAGE: SAS PRESIDENT KRUGER during 1 2
exercises at sea
PHOTO: Photo manipulation by WO2 Martin
Venter and Ms Karen Kilpatrick

BACK COVER: Wreaths cast into the sea in

remembrance of the lives lost
PHOTO: SAS Naval Museum archives

1. The damage done to the bow of

SAS TAFELBERG after her collision
with SAS PRESIDENT KRUGER

2. In the aftermath of the accident,

surviving Sailors reunited with
families at SAS SIMONSBERG where
emotional scenes played out

3. On 16 March 1982, SAS PRESIDENT

PRETORIUS ship's company held a
wreath laying ceremony in honour of
the fallen Sailors

Contents
REGULARS CONTROLLING AUTHORITY
C Navy Calling 2 V Adm Mosiwa Hlongwane - Chief of the South African Navy
From the Editor 4
News from the Sea Cadets 32 - 33 Editor
Photo competition 35 Mr Gert Witbooi 021 787 4812
PK SPECIAL FEATURE Editorial & Production
SAN in 1982 - Cdr Leon Steyn 10 Ms Karen Kilpatrick - Graphic Design 021 787 4807
The Accident - R Adm (Dr) Allan du Toit RAN (Ret) 11 CPO Nkululeko Zulu - Chief Photojournalist 021 787 4607
I saw SAS TAFELBERG bearing down on us... 12 AB Palesa Skommere - Photojournalist 021 787 4607
Abandoning ship - CPO Steve Johns 13
Shipwrecked: My PK ordeal - WO2 Yusuf Tiflon 14 - 17 Administration
Everyone wanted to know - Cdr Adeel Carelse 20 - 21 WO2 Byron Lombard - Deputy Editor 021 787 4808
A medic's story - Lance Corporal Isak Jooste 22 - 23 Ms Asandiswa Dlabati - Subscription/Distribution 021 787 4618
Board of Inquiry - Cdr Leon Steyn 30
Lessons learnt 31 Editorial Advisory Committee
SSO NPR - Capt S. Khasuli (Chairperson)
SO Communications and Administration - Cdr T.J. Mabina
SUBSCRIPTIONS
Complete a subscription form and make a payment of Fleet PRO - Cdr M.R. Dulamo
R60 into the following account: NBS PRO - Cdr L. Nsibande
SA VLOOTFONDS (NUUS) at ABSA Pretoria FFPD Representative - Cdr N. Le Roux
Branch Code 632 005, Account Number 906 549 1873. FQAD Representative - Cdr A. Potberg
Then email/deliver a copy of your subscription form FLD Representative - Lt Cdr K.L. Muir
and proof of payment to us. FHRD Representative - Cdr J. Govander
OUR ADDRESS: OiC SAN Museum - Cdr L. Steyn
NAVY NEWS Private Bag X1, Simon’s Town, 7995 NBS Sports Officer - Cdr M. Cozett
Fax 021 787 4809 or e-mail us at: OC NPU - Cdr M. Mbatha
editor@navynews.org.za FOF Counter-Intelligence - Cdr M.B. Molotsi
Defence Civilian - Mrs T. Lendis

N0 1/2022 NAVY NEWS 3

 FROM THE EDITOR
"The PK"
A roller coaster
of emotions
WE hit the first edition of the year off with a commemorative
edition of the 40th Anniversary of the demise of SAS
PRESIDENT KRUGER in the early hours of the morning of
Thursday, 18 February 1982, seventy-eight nautical miles
south-west of Cape Point.
This edition was a roller coaster of emotions. As I read
the many stories of disbelief, despair, desperation, bravery,
camaraderie, espirit de corps, survival and tears of joy, as
well as tears of heartbreak, I could not help but shed a tear
or two at times. Never has putting together a Navy News
publication moved me so much as this one.
I am aware that many books have been written and
articles published, yet there are still untold stories of bravery
and heartbreak.
While putting this edition together, we tried to interview
as many survivors as possible. One survivor, whose name I
am not going to mention, broke down and cried every time
we tried to interview him. Eventually, he decided that he did
not want to be interviewed.
This is an incident, which happened forty years ago but it
is clear the wounds are still fresh.
Reflections by Padré Alwyn Smit
This edition focuses on SAS PRESIDENT KRUGER and enough
will be said regarding the history and links to this well-known
President Class vessel. She was named after the State President
of the Zuid Afrikaansche Republiek (ZAR), Stephanus Johannes
Paul Kruger.
The motto of the ZAR was “Eendracht maakt macht”, which,
directly translated, means “unity makes strength”. There was also
an addition of “Tweedracht breekt kragt”, which implies division
breaks strength. The first time this concept of “power lies in
unity” was used was in circa 850 BC and was attributed to Homer,
a Greek Philosopher.
I used this concept at various wedding ceremonies where I
have officiated, by likening unity and strength unto a rope, which
is made from a combination of strands. A single strand is easily
broken when under strain, whereas a compacted combination of
strands makes for a sturdy and strong rope.
In my sermon each strand represented a different kind of
love. Love has many other components, not only the romantic
one, which is highlighted on 14 February each year.
4 NAVY NEWS N0 1/2022
Crossing the Bar
Our thoughts and prayers go to the bereaved families and loved ones of:
R Adm (JG) Dr Neil Guy (Ret)
R Adm (JG) Loyiso Metu
Capt (Dr) Frank van Rooyen (Ret)
Cdr Alroy Lakay
Cdr Tony Rendell (Ret)
Lt Cdr Michael Cordes SANR (Ret)
WO1 Raynol (Robbie) Robinson
WO1 Dirk Slingerland (Ret)
CPO Alan Van Leeve
CPO Deon Simons
LS Valecia Possa
Please note, although we try to provide as much detail as possible for
this column, we rely on information provided to us. Our address: NAVY
NEWS Private Bag X1, Simon’s Town, 7995 Fax 021 787 4809 or e-mail:
editor@navynews.org.za
For many families there is still no closure and many
lament the fact that too little attention was given to the fact
that the families of victims and some survivors did not get
trauma counselling. However, the Navy and its leadership
back then was very different from how things are now.
As I said, these accounts caused me to experience a
roller coaster of emotions. Even though this was a terrible,
heart-breaking tragedy, there were also stories that made
me laugh.
Imagine someone in a life raft, having just escaped
going down with the PK, singing “My Bonnie lies over the
ocean…”. Or another member who, after being in the icy
waters for what felt like hours, almost drowning and being
rescued, was shocked when he was told there were sharks
in the sea. He had not even thought of that!
Nothing will bring back those who perished. However,
with this edition - by no means as comprehensive as we
would have liked - we hope that we can tell the stories of
some who have not had an opportunity to do so as part of
the long, ongoing healing process.
Gert Witbooi
There is a different kind of love found in families, between
siblings, between comrades and the most important one,
between us and our Creator. If all of these are combined in a
marriage or partnership, it has a better chance to stand the test
of time.
In unity lies strength. Imagine a Manchester Divided Soccer
Team. Not a chance! It is Manchester United and that is how it
shall remain.
Interesting to note is how the Covid-19 pandemic united the
world in the fight to rid us of this evil ailment. A unified front
makes a formidable team. History teaches us that where people
stood together, they could persevere and defeat the odds.
So when we think back and reminisce on SAS PRESIDENT
KRUGER’s naval journey, let us remember the lesson she teaches
through her name: "together we are stronger!"
 FROM THE MUSEUM By Cdr Leon Steyn

Holiday times at Naval Museum

LAST year has been a year of recovery for most museums
around the world. The Covid-19 pandemic hit the museum
industry hard during 2020, especially those so dependent on
overseas tourism. Starved of visitors (and income), a number
of museums were forced to close their doors temporarily and
some even faced permanent closure.
The SA Naval Museum in Simon’s Town was not spared
from the debilitating effects of the pandemic and resulting
lockdowns. Statistics showed a drastic reduction in visitor
numbers during the last year. However, the museum and its
staff persevered through these trying times and made the
necessary adjustments, even reverting to the introduction
of “virtual tours” on social media during the periods of
lockdown.
The more relaxed conditions of lockdown level one and
the influx of holiday visitors to Simon’s Town in December
offered much relief to the museum industry and the SA
Naval Museum in particular. Cape Town and Simon’s Town
remain a popular holiday destination. The Naval Museum is
conveniently situated on the tourism route and benefits from
this influx of tourists, most of them making their way to the
penguins at Boulders Beach or on a scenic rendezvous with
Cape Point. However, it could have been significantly better
if the railway commuter service between Muizenberg and
Simon’s Town had been operational, which normally draws
additional casual pedestrian visitors to Simon’s Town.
During the early part of the holidays the museum saw a
lot of visitors, especially from the inland provinces. It was,
however, most encouraging to also see local Capetonians
visit during the last few weeks, including many of our own
naval personnel with their families. The total amount of
visitors that came to the SA Naval Museum during December
amounted to just over 1700. The busiest day of the holidays
proved to be Wednesday 29 December when a total of 196
visitors came through the gate – all while still observing the
necessary Covid-19 protocols, which enforced the wearing
of facemasks, the sanitising of hands and the observance of
social distancing.
Apart from the visitor numbers – most importantly –
Google Review, TripAdvisor and the museum comments
book showed that visitors really enjoyed their time and
experience at the Naval Museum. Consistent positive ratings
have raised the SA Naval Museum to the ‘second best thing to
do in Simon’s Town’ (according to TripAdvisor). It turns out
that the penguins at Boulders Beach are still more popular!
The SA Naval Museum remains open seven days a week from
09:30 – 15:30. Enquiries: 021 787 4686 or info@sanavymuseum.
co.za. Note on group photos: Masks removed in some cases to pose
for a quick photo! - Cdr Steyn

The Noon Gun

SA NAVY CUSTOMS AND TRADITIONS The Noon Gun was fired for the first time in
1806. The initial purpose of the cannon was to
Culture, and in this case naval allow ships in port to check the accuracy of their
culture, represents the shared norms, marine chronometers. It has been fired from its
values, traditions and customs of our current location of the old Lion Battery since
1902.
organisation, the South African Navy. The cannons that are used to fire the signal
Customs and traditions are a part of at 12:00 are two 18-pounder smoothbore
Cultural Heritage as an expression of the muzzle-loaders. Since 1820 the South African
Astronomical Observatory has provided an
way we live and work and are passed on electronic time signal that enables the personnel
from generation to generation. at Lion Battery to fire the Noon Gun exactly on
time.

N0 1/2022 NAVY NEWS 5

 C SANDF Medal Parade 26 NOVEMBER 2021 1

Oh when the worthy Some of the recipients:

1. R Adm (JG) H.T. Morake

go marching in... 2. Capt C. Slingerland

3. WO2 E.M.C. Ramphisa
4. MWO B.M. Masipa
By Capt (SA Army) S. Ntushelo 5. CPO S.M. Sehlabi
ON 26 November 2021, V Adm Mosiwa Hlongwane officiated at
the Zwartkop Air Force Base parade on behalf of the Chief of the
South African National Defence Force (C SANDF), awarding 20
Year Good Service Medals. 2 3
According to the SANDF’s tradition on decorations and
medals, as laid out in the relevant instructions, such awards should
be awarded in the presence of recipients’ superiors, colleagues,
family members and the public. This formal event thus brings the
performance of the SANDF to the attention of its members and
the public.
On this day, those in attendance ranged from the naval
command council, support staff, recipients, family members,
spectators and members on parade.
Some were from SA Navy Headquarters while others were
from the Divisions. However, they all had one thing in common as
they all wore white uniform.
All had gathered to mark a symbolic achievement in their careers
within the South African National Defence Force, particularly the
SA Navy. These members had served in the SANDF for the past 20
years with honour, integrity and loyalty and such service was to be
formally recognised by the organisation.
The critical moment arrived when the first recipient was
awarded the medal. With pride and honour R Adm (JG) H.T. 4 5
Morake stepped forwarded to receive his medal. With an
involuntary nod by the recipient, a hushed comment, a smile and
an elbow shake from C Navy, the deed had been done and the He further noted that the day was an honour and a privilege,
recipient had been honoured. The same formalities followed for particularly because this medal was being conferred to him by the
the next 20 recipients concluding with WO2 E.M.C. Ramphisa. Chief of the SA Navy.
This had been a proud moment for C Navy as these were MWO B.M. Masipa echoed similar sentiments when she
members of the SA Navy who were setting an example of loyal noted that receiving this medal was very overwhelming. Her
service to the organisation. C Navy’s pride in these members was most precious moment was being congratulated by C Navy for
evident in his address when he mentioned that “It is with pride outstanding service.
that I am here today to confer medals to you in recognition of your CPO S.M. Sehlabi was at a loss for words and briefly remarked
unassailable loyalty and commitment to the South African Navy that this was a pleasing and rewarding day after such long service
for more than 20 years”. in the organisation.
The recipients of the day felt equally proud to have been True to the customs and traditions of the military, C Navy,
recognised in such a manner. One of the recipients, Capt C. had carried out the age old tradition of recognising and rewarding
Slingerland, remarked that after such long service in the SA Navy, worthy recipients under his command. The parade marched-off
it was rewarding that he could wear another medal with pride. while the spectators applauded.

CHIEF OF THE SANDF LONG SERVICE MEDAL RECIPIENTS

The following members received Long Service Awards
at the Parade on 26 November 2021 at Zwartkop Air
Force Base:
Rear Admiral: (JG) H.T. Morake
Captains:
C. Slingerland, B. Brits, N. Mahlangu, M.A. Van Rooyen,
J.A. Verster and C.S. Modiba
Commanders:
D.P. Van Rooyen, A.D. Frost, A. Greyling and J.J. Germishuys.
Lieutenant Commander: O.D. Medupe
Master Warrant Officer: B.M. Masipa
Chief Warrant Officer: L.T. Maswanganyi
Warrant Officers Class 1:
M.E. Lesapo, I.N. Rametsi and R.W. Mayiba
Warrant Officers Class 2 :
R. Funeka, B.L. Nkosi and E.M.C. Ramphisa

6 NAVY NEWS N0 1/2022

 Chief of the South African National
Defence Force Medal Parade
08 DECEMBER 2021
Article by CPO Nkululeko Zulu, photos WO2 Bafana Nkosi
Members of the South African National Defence Force
who have distinguished themselves by long and efficient
service received the Bar to the Medal for Good Service
awards on Wednesday 08 December 2021 in Simon’s
Town.
The Chief of the SA Navy, V Adm Mosiwa Hlongwane,
presided over the event on behalf of the Chief of the
SANDF, Gen Rudzani Mphanya, as he conferred 30 and
40 Years’ Service medals in recognition of the members’
enduring loyalty and commitment to the organisation.
In his address C Navy congratulated the members
on parade, saying: “I thank each and every one of you
for your loyal service to the SANDF, your country and its
people. Your dedicated service and unquestioned loyalty
have played a significant role in authoring the historic
narrative of our national Defence Force and will continue
to do so into the future.”
Capt Mthobisi Ngwenya
R Adm (JG) Fred Hans WO1 Harry Croome (Ret)
CHIEF OF THE SANDF LONG SERVICE
MEDAL RECEPIENTS
The following members received Long Service Awards at the
Parade on 8 December 2021 in Simon’s Town:
Rear Admirals: G. Mbulaheni, M.D Mkhonto, (JG) F.A. Hans, and
(JG) I.L.H. Nzimande
Captains: D.C. Heneke, M.J. Ngwenya, A.W. Souma and
W.H. van Geems
Commanders: R.T. Gabriels and M.D. Faes
Warrant Officers Class 1: M.M. Abrahams, C.B. Lindeboom,
P.J. Smit, T.C. Ntsamba, D.J. Rossiter, A. Atkins, A.Y. Rapson,
T. Cockman, R.M. Reid and E. Human
Warrant Officers Class 2: l. Singh, M.D. Van Niekerk, S.M. Sayed,
I.F. Esterhuizen and S.D. Webber
Chief Petty Officers: V. Pillay, A. Scmidt, S.M. Wyngaard and
P. Naidoo
Capt Berlinah Madonsela (left) hands over command
to Cdr Siyanda Khwela
Naval Staff College Change of Command Parade
Article and photos by CPO N.C. Zulu
“Whereas the appointment of Officer Commanding SA
Naval Staff College has been entrusted to me, I, Commander
Emmanuel Siyanda Khwela, hereby undertake to perform
my duties with zeal and diligence and set a good example to
those placed under my command. I now formally assume
command of SA Naval College.”
With those words a new era was ushered in as Capt
Berlinah Madonsela handed over command of the SA
Naval Staff College to Cdr Siyanda Khwela at the change of
command parade held at Silvermine on 24 November 2021.
Staff College stands as a beacon of light in the
development of inspirational military leaders and provides
junior officers with command and staff training in
preparation for staff officer appointments at the operational
level of middle management.
In her address, outgoing Officer Commanding, Capt
Madonsela, said: “My vision was to promote and encourage
learning in a conducive environment as the Staff College is
a senior institution in the SA Navy. I never liked the terms
‘attending a course’ or ‘wanting to be found competent’
because this institution is not only about that but is about
developing someone or enhancing their already existing
skills and I think, with the team that I had, we managed to
achieve this vision.”
Appointments and/or promotions of
Captains for the 1st quarter of 2022
Defence International Division: Cdr S.I. Tantsi is appointed SSO
Electoral College and promoted to the rank of Captain
SA NAVY: Capt L. Rumbu appointed as SSO Risk Management at
Navy Office
Capt O.I. Gasenewe appointed as Defence Attaché in Egypt
Capt C.A.F. Hendricks appointed as OC NSD Wingfield
Cdr V.A. Mabuza appointed as OC SAS ISANDLWANA
Capt K.M Patrick appointed as HRAS Manager at Naval Base
Simon's Town
Capt O.R. Sundstrom appointed as SSO Career Management
Capt N.K. Mabuse appointed as OC SAS NELSON MANDELA
(new Hydrographic vessel)
Cdr A.S. Nokwane appointed as Executive Officer NBS and
promoted to Captain
Cdr P.J. Mshengu appointed as SSO Intelligence at Fleet
Command HQ and promoted to the rank of Captain
Capt T.S.B Mkhwanazi appointed as SSO Intelligence at Fleet
Command HQ
Capt R.J. Tlhabyane is placed as a Project Officer
N0 1/2022 NAVY NEWS 7
Military Training for Officers Part One Graduation Ceremony
Article CPO Nkululeko Zulu, Officer Commanding SA Naval College,
photos WO2 Bafana Nkosi Capt Z. Mabela, while reflecting on the year at the
college, remarked: “As you may imagine, this year
The SA Naval College’s mission statement is ‘To
was not without its challenges, many of which
provide quality Naval Officers through dynamic
were beyond our control.
training’ and the graduation ceremony denotes
"We, however, continue to take these
the successful completion of a rigorous and
challenges in our stride and remain committed to
gruelling military training for these aspiring
excellence in providing the best quality training.
leaders. This milestone means that learners have
"I commend the recipients who will be
proven to have admirable qualities and are fit to
receiving awards today and hope that these
serve as Officers in the SA Navy.
Officers who will go back to the Fleet or continue
The Class of 2021 Military Training for Officers
with further studies will carry the values they
Part 1 participated in a Graduation Ceremony
have adopted at SA Naval College and always
on Monday 13 December at Gordon’s Bay. This
practise good personal and work ethics.”
parade, which saw 45 Naval Officers graduate,
Mid M. Seageng, who received the award for
was the culmination of almost eight months of Mid M. Seageng received the
the Best Midshipman of the course, explained:
hard work, commitment and resilience by the SAS SIMONSBERG Trophy for
“In order to get through the course you have
training staff, supporting staff and midshipmen. Best Midshipman on course
to set yourself small goals, which you want to
In his address, Chief of the Navy, V Adm
achieve and you must always try to stick to your
M. Hlongwane, while congratulating the future
beliefs no matter what.” As an aspiring Combat
leaders of the organisation, remarked: “As the
Officer, she hopes to play an active role in shaping
future leadership of this organisation, each and
the Navy’s future.
every one of you graduating today is bolstering
the ranks of our Armed Forces, bringing fresh
robustness, resuscitating our sense of urgency
and enhancing the South African Navy’s sharp-
end, which is critically needed to neutralise and
eventually destroy enemies lingering on our The trophies
critical path.” on display

S Lt T. Nyathela received the SA

Naval College Trophy

Mid T.P. Mothibi received Rod

Marais/Rooi-Els S Lt G.E. Kwena received the S Lt N.N. Maziya received the S Lt B. Kgaswane received the
half-marathon Trophy Ukuhlobisa Officership Trophy Sank Shield trophy for General Dress & Bearing

8 NAVY NEWS N0 1/2022

 The
South African
Navy in 1982
Cdr Leon Steyn,
SAN Museum
SAS TAFELBERG flanked by SAS PRESIDENT KRUGER and SAS PRESIDENT PRETORIUS
The South African Navy of the early 1980s found itself in a
state of uneasy transition. This was an involuntary – if forced –
change from its self-attributed role as guardian and defender of
the Cape Sea Route to realignment with the then SADF “total
national strategy” of the 1980s.
T
he early development of the South African Navy was
strongly influenced by the dominant role the Royal Navy
played in the maritime defence of the region. The RN had
maintained an Africa and South Atlantic Station at Simon’s Town
since 1814, while the South African government remained loath
to invest in the development of an own independent naval force.
A small South African Naval Service (and a Hydrographic
Survey Office) was established in 1922 but virtually ceased to exist
because of an economic recession in 1932/33. South Africa’s entry
to the Second World War (1939-1945) prompted the creation
of a Seaward Defence Force and rapid expansion of a voluntary
organisation that contributed greatly to the Allied war effort.
The post-war period saw the establishment of a permanent
South African Naval Force. Always regarded as the “Cinderella
service” of the South African Armed Forces, the SANF remained
comparatively small by Commonwealth standards. The Simon’s
Town Agreement that came into effect in 1957, however, brought
about a welcome expansion and development of the South African
Navy.
In a period of ten years no less than 19 new modern warships
were commissioned into service while the well-equipped Naval
Base in Simon’s Town was also transferred to South Africa. SAS
PRESIDENT KRUGER was the first of three new President Class
frigates to be commissioned in 1962. The Navy soon developed a
proficient anti-submarine warfare capability and regularly honed
its skills in combined naval exercises with other navies.
However, the South African government’s persistent policy of
apartheid was strongly opposed by liberation movements while
international pressure was applied through various means. The
country (and the Navy) thus faced growing isolation. The SA
Navy’s close alliance with the Royal Navy came under increased
pressure during the 1970s and finally ended in 1975 with the
abrogation of the Simon’s Town Agreement.
The Navy was especially hard hit by the United Nations’ arms
embargo that halted much needed expansion and the acquisition
of more suitable vessels during the 1970s.
The cancellation of the French corvette and submarine projects
in 1977 was a significant setback, which, among others, forced the
Navy to continue the utilisation of its remaining President Class
frigates.
Adm H.H. Biermann had served as Chief of the Navy for an
unprecedented 19 years and thereafter as Chief of the SADF from
1972 to 1976. There can be no doubt that Biermann had served the
interests of the Navy well, but with his retirement the baton was
passed on to a young army general, Magnus Malan. He was widely
praised for several administrative changes he brought about but
the Navy bore the brunt of this new broom.
In a move to improve SADF joint operations – especially in the
light of the escalating Border War – the SA Navy was ordered to
relocate its Headquarters from Simon’s Town to Pretoria in 1977.
This was followed in 1977 by a critical investigation, known
as the Mandy Report, to examine the future and validity of the
South African Navy. The subsequent instruction ordered the Navy
to cease all purchases to replace aged equipment fitted to the
President Class frigates and to phase out the three vessels before
the end of August 1978. This sounded the final death knell of the
frigates in the SA Navy. However, the cancellation of the French
corvette project allowed them to sail on longer.
Leadership changes also occured during this time. The five
year period between 1977 and 1982 produced no less than three
different Chiefs of the Navy. This was unusual given many years of
continuity. V Adm Biermann served for 19 years and his successor,
“Flam” Johnson, for five and a half years.
V Adm Ronnie Edwards was appointed Chief of the Navy on
21 January 1980. He became the first non-seagoing C Navy. Prior
to this appointment he served as Chief of Staff Personnel.
Following the Mandy Report the Navy was under severe
pressure to justify its existence, especially in relation to its
‘contribution’ to the Border War. V Adm Edwards, a former
marine, was instrumental in the founding of the Navy’s Marine
Brigade in 1979 and the establishment of a “naval presence” on the
Zambezi river during the Border War.
In 1980 he also stated that the South African Navy had to adopt
a new role. It would no longer defend the Cape sea route in the
interests of the West but would concentrate on safeguarding the
country’s harbours and coast and become a small-ship force. The
frigate era in the SAN was virtually something of the past.
The small but capable Minister Class Strike Craft, together with
Daphne Class submarines, soon became the backbone of the Navy
as it transitioned from a ‘blue-water Navy’ to a ‘brown-water Navy’,
even sporting a brown army-styled uniform for a short while
during the 1980s.
N0 1/2022 NAVY NEWS 9
 Illustration by Pierre Lowe Victor

SAS PRESIDENT KRUGER

20 OCTOBER 1960 – 18 FEBRUARY 1982
DISCLAIMER
The views expressed in this publication regarding the sinking of SAS PRESIDENT KRUGER do not reflect the views
or stance of the current leadership of the South African Navy, Navy News Editorial Committee or the staff of
Navy News.
The intention of Navy News is to commemorate the 40th anniversary of one of South Africa’s naval tragedies.
This coverage is by no means comprehensive, but can be seen as a contribution to the narration of this
historical event by means of which the aim is not only to reflect, but also to remember this tragedy, the lives that
were lost and the families who were affected by it.
Navy News staff set out to give the readers a balanced, informative and unbiased account of the sinking.
We approached many survivors and their family members via a variety of communication channels and asked
them to voluntarily share their own personal accounts of the incident.
Forty years later we must remember that many have, unfortunately, Crossed the Bar or could not be located.
We have also engaged some who were directly involved in the incident. Some have agreed to share their
personal accounts but some have reserved their right not to comment and we respect that.
Navy News would like to thank all those who have come forward and contributed to this edition of the
magazine.
As is evident, the Navy of today is very different to the Navy of 40 years ago. Many lessons were learnt and
in this edition we share those.
The results of the Board of Inquiry are also available to the public and can be accessed via the South
African Naval Museum.

WO2 Byron Lombard

Deputy Editor

10
10 N0 1/2022
NAVY NEWSNAVY
N0 NEWS
1/2022
THE ACCIDENT
From: A. du Toit, South Africa’s Fighting Ships:
Past & Present (1992). pp 234-235

DURING the early hours of the morning of Thursday

18 February 1982, the South African Navy was dealt a
devastating blow when SAS PRESIDENT KRUGER (PK)
was tragically lost in the South Atlantic following a collision
with the fleet replenishment vessel SAS TAFELBERG.
At the time of the collision, which occurred seventy-eight
nautical miles south-west of Cape Point, SAS PRESIDENT
KRUGER and her sister PRESIDENT PRETORIUS were
engaged in an exercise, screening SAS TAFELBERG from
attack from the submarine SAS EMILY HOBHOUSE.
The accident occurred while PK was executing a screen
reorientation manoeuvre in heavy seas with strong south-
easterly winds gusting up to forty knots.
Contrary to accepted practice, whereby the vessels turn
outward away from the main body in proceeding to the new
sector, PK instead turned inward towards SAS TAFELBERG.
Whilst this manouvre should in theory have been safe,
a number of factors prevented this from happening as
intended and things quickly began to go wrong
Rather than pass down the port side of SAS TAFELBERG,
insufficient starboard wheel was applied, which meant that
PK crossed ahead of SAS TAFELBERG.
In an apparent attempt to avert a close quarter situation,
she unexpectedly crossed SAS TAFELBERG’s bows a second
time, which resulted in the two ships colliding. The ill-fated Collision at 03:50
collision occurred at about 0350, shortly before the middle- Order to abandon ship 04:36
watch was due to be relieved. Radar Echo stops 05:36
PK sinks 05:39
PK leapt across the tanker’s path and there was the
grinding, ripping, screech of steel biting steel, as the Conditions at time of impact:
heavy ice-strengthened bows of SAS TAFELBERG struck, Dark, 3-4m waves
penetrating the port quarter of PK aft of the hangar in the Wind gusting up to 40knots
vicinity of Mess 12, the Chief and Petty Officers’ Mess. Water temperature about 12
The ships remained attached for about thirty seconds degrees celcius
(First light about 06:00)
and then parted, PK’s stern section dragging along the port
side of SAS TAFELBERG in the process.
Of the fifteen senior ratings sleeping in Mess 12 at the
time of the collision, only two men miraculously escaped
death as SAS TAFELBERG sliced into the frigate and tons of
water flooded into the mess, together with fuel oil from the She was soon joined by SAS TAFLEBERG and SAS EMILY
ruptured fuel tank immediately below it. HOBHOUSE whilst a SAAF Shackleton from DF Malan Airport and
Distress signals were immediately sent out following the two Super Frelon helicopters from 30 Squadron at Ysterplaat arrived at
disaster and PK signalled SAS PRESIDENT PRETORIUS the scene and joined in the search for survivors not long after first light
that she had collided with SAS TAFELBERG and was at about 0600.
sinking. A number of civilian and Naval vessels from both Cape Town and
Having inspected the damage to his holed and heavily Simon’s Town also reached the search area during the course of the
listing ship, which was rapidly taking in water, SAS day and continued the search for survivors in deteriorating weather
PRESIDENT KRUGER’s Commander, Capt W.J. de Lange, conditions throughout the following night, by which time hopes of
finding any more men alive were beginning to fade.
decided that the risk of saving her was too great and gave the
All but three men who survived the impact and initial flooding were
order to abandon ship at 0436.
rescued, which speaks highly of their discipline under extremely trying
What followed was an incredible tale of bravery, heroism conditions and underscores the professional and expeditious manner
and esprit de corps as the men left the sinking ship in an in which the ships and aircraft took part in the remarkable rescue
orderly and disciplined manner. operations.
SAS PRESIDENT KRUGER, the first vessel lost by the Of the 193 men on board the frigate at the time of the collision, sixty-
SA Navy in peacetime, finally disappeared from her sister’s seven were rescued by SAS TAFELBERG and 110 by SAS PRESIDENT
radar screen at 0529, a little more than an hour and a half PRETORIUS by 1300. Of these survivors, two seriously injured men
after the pre-dawn collision, and plummeted 3 000 metres were rushed by helicopter to 2 Military Hospital Wynberg during the
to the ocean floor. latter part of the morning while the remainder were landed at Simon’s
The rescue operation Town that evening amidst much rejoicing, as well as sadness, after one
Whilst SAS TAFELBERG, under command of Capt N.M. of the most dramatic days in South African Naval history since World
Smit, began sealing off her extensively damaged bow area, War II.
SAS PRESIDENT PRETORIUS immediately commenced Sixteen members of the crew lost their lives in the disaster and,
rescue operations in adverse conditions. By 0555 thirty oil- despite an extensive search that continued until sunset on 21 February,
covered survivors had been plucked from the choppy seas. only one body was ever recovered.

N0N01/2022
1/2022 NAVY
NAVY NEWS
NEWS 11
11
 I saw SAS TAFELBERG
bearing down on us...
By Capt Mark Venter (Ret)
I
joined the SA Navy in April 1980 and completed basic training
at the Naval Gymnasium in Saldanha Bay. I was then selected
for and completed an Electronic Warfare Course at the SA
Navy Signal School.
Once I had completed the course, I was fortunate to be selected
for the Officers’ course, and was accepted as a Midshipman at the
Naval College in Gordon’s Bay. After successfully completing my
training as an Officer, I was appointed as a Midshipman on SAS
PRESIDENT KRUGER where I stayed until 18 February 1982.
We sailed on the morning of 15 February for my first stint as a
permanent member of a ship’s company. We rotated watches with
various Combat Officers in order to broaden our perspective of
standing watches at sea and, on this occasion, I was due to stand
watch with the Executive Officer (XO), Cdr R Meyers.
I arrived on the Bridge at about 03:45 and saw SAS TAFELBERG
bearing down on us. I could clearly see the masthead lights in line
and her port and starboard lights. Within seconds she hit us on
our port side.
The ship heeled over to the starboard, followed by a tremendous
screeching sound. The navigation books, the navigation ancillary
equipment and material fell off the navigation table onto the deck
and scattered all over the Bridge. I thought to myself that I was
going to need the equipment and quickly gathered it and placed it
back in its original position.
I informed the Captain and XO that I intended to go aft to
secure the ship. Without waiting for an answer, I went down aft to
see what the situation was. As I was walking aft, I passed the Junior
Ratings’ heads and bathrooms where I was astounded to see that
the entire ship side was gone and I could clearly see the sea rushing
past our ship.
I went further aft and saw a group of Sailors who were crowded
around the hatch into Mess 11. I instructed them to secure the
hatch. A Petty Officer informed me that there were still members
inside the Mess. I instructed them to go down again and investigate
and report back.
They reported that they had secured one member and had
brought him to the main alleyway. They then took him to the
wardroom, which was the emergency station for the medical team,
under the operational control of Dr Gold.
A secondary report they made was that they could hear people
but could not reach them. I told them to go to the Coxwain’s cabin
and to use his curtain as a rope in order to see if we could get more
people out of the Mess.
They went down again and returned empty handed. It became
clear that nothing more could be done for the people inside the
Mess and the sounds of life had in any case ceased. I instructed
them to close the hatch and to report to their abandon ship
stations, which they did.
This left one rating and me at the now closed and clipped
hatch. We proceeded forward, closing and dogging the hatches
as we passed from alleyway to alleyway. We made sure that the
compartments were clear before we closed and dogged the hatches
to ensure that no one was left behind.
I had to ensure the watertight integrity of the ship as we went
forward and eventually arrived at the stairwell to the Commander’s
flat, which would take us up to the Bridge. Here I instructed the
Rating who was with me to report to his abandon ship station.
12 N0 1/2022
NAVY NEWSNAVY NEWS
N0 1/2022
When I passed the wardroom, I saw the Cock of the Fleet and
thought that perhaps I should get hold of all the cap badges and,
once safe, hand them to the Officers. However, I could not execute
the action because I was needed on the Bridge.
I ended up on the port side of the flag deck just aft of the 20
inch signaling lantern. Two things stood out for me at the time,
one was the discipline that was exercised by the crew and the other
was the manner in which members carried out their duties and
responsibilities.
A Chief Petty Officer arrived and requested permission to open
the Seamanship locker and to remove all spare lifejackets to assist
those who had lost theirs. I thought at the time that this was crazy
but I realised that it was Naval Discipline in its finest form.
I met AB Gilbert Benjamin who was dressed only in his
underpants and he was visibly scared. He asked me for my jersey,
which I gave to him. He was shivering from the cold and the jersey
somehow assisted and comforted him. I instructed him to report
to his abandon ship station as I made my way to the Bridge. This
was the last time I saw ‘Benjy’.
I proceeded to my abandon ship station. The water was about
half a metre below the port sponson and from there I walked into
the sea. I swam out to the nearest life raft, which was about five
metres away. Once I reached the life raft I found that it was inverted
and the helicopter pilot was on top of it. He was lying spreadeagled
and informed me that the life raft was still attached to the ship.
I reminded him that he had a knife on his flight suit attached
to his leg and that he should use it to cut the painter, which he
did. The life raft bobbed away from PK and then a flurry of Sailors
arrived and got onto it. Some clung to the side and hung there.
Amongst these men were the Captain and the Navigator, Lt Cdr,
later Rear Admiral (JG), Dennis Forrest.
Because of the number of men on top and those clinging to
the side, the life raft could not take the weight and started to sink.
However, we clung to it with some, like myself, being submerged
up to our heads in the sea. One of the Sailors continuously swam
into the dark whenever he saw a light floating away and he would
return with a Sailor in tow. He repeated this feat many times.
Then, the first streaks of dawn broke and I remember looking
at the bows of the ship sticking out of the water into the sky and
watched in horror as she slipped below the waves. It was a moment
of sadness because our home had been lost and whilst I understand
the enormity of the situation, it felt like she had abandoned us and
not that we had abandoned her.
SAS PRESIDENT PRETORIUS came alongside and she
extended scrambling nets for us to get on board. In my haste, I fell
and was sucked underneath the ship and got entangled into some
ropes. I could clearly see the propeller shafts. I was in danger of
drowning and although I had been quite passive until then, I knew
this was the moment for me to save myself.
I kicked myself out of the coils of rope and surfaced then I
grabbed hold of the scrambling nets and pulled myself on board
the ship. The manner in which the crew of SAS PRESIDENT
PRETORIUS rescued us was outstanding.
I had a hot shower, was given a pair of overalls to wear and
was invited into the wardroom where I had a hot meal. We arrived
in Simon’s Town and were bussed to SAS SIMONSBERG where I
was picked up by my girlfriend and the next day I flew home to
Johannesburg.
When the order came to abandon
ship and jump into the water
By CPO Steve Johns (Ret)
ON the morning of 18 February 1982 at approximately 0355B,
I was sleeping in my bunk in Mess 1. I woke up sensing that
the ship felt strange, and then the “action alarm” sounded. I
jumped out of my bunk and put on my Nutria uniform that
was hanging next to my bunk. The “action alarm” did not
sound for long although there was lighting in the alleyways.
I rushed to the Main Signal Office to collect my life jacket
and on the way into the MSO I saw a number of ratings
running up the alleyway from aft covered in black streaks,
which I later realised was furnace fuel oil (FFO).
I put on my life jacket and went to the Operations Room,
which was where I expected Command to be. In the Ops
Room I found only CPO "Hans" Seyfret, who was picking
up books and tidying the Ops Room. I asked him where the
Captain was and he told me he was on the Bridge.
I went through the Ops Room and up to the Bridge,
where I found my junior rating on watch standing next to the
starboard signal desk. He told me that the tactical circuit was
dead. I then listened on a headset and, as the circuit sounded
live, I carried out a radio check with SAS PRESIDENT
PRETORIUS. We informed SAS PRESIDENT PRETORIUS
of the situation as instructed by the Captain.
As the ship already had a bad list to port and the piping
system was not functioning, everyone was being told verbally
to muster on the forecastle. It was suggested that we move onto
the starboard bridge wing with a portable radio, which we
did after securing our books in the “meat safe” in the bridge.
We were still in communication with SAS PRESIDENT
PRETORIUS.
The Engineering Officer had carried out an inspection
below and on return reported to the Captain that there was
nothing that could be done to save the ship. All hands were
instructed to start abandoning ship, which was done calmly
without any panic. SAS PRESIDENT PRETORIUS was asked
to pay out her life rafts on lines so that they would drift
towards us.
As my job was with the Captain, I was amongst the last to
leave the ship. We had already secured the bridge wing doors
and I remembered that CPO G. Neil and some of his ratings
were probably still in the Wireless Office, so I went back into
the Bridge and called down the voice pipe to them to abandon
ship.
When he came on deck we checked that all the communications
staff were accounted for except for PO M. Whitely, who had been
asleep in Mess 12.
On leaving the ship we had to go from object to object to avoid
slipping due to the very heavy list to port. I removed my shoes and
the Executive Officer, Cdr R.A.S. Myers, advised all those left to go as
soon as possible as he did not think the ship would float much longer.
I stepped over the side into the water, which was nearly level with the
Flag Deck (the area “ringed” in the photo above).
I had seen two people in the water and knew I had a better chance
of being picked up if not alone. So, as I could not see a life raft near
me, I swam as fast as possible towards them to get away from the ship
in case I got sucked down.
The two people in the water did not have life jackets on and one
of them had no shirt and was full of oil, so I held on to them as I was
wearing my inflated life jacket. Some time later we were joined by Cdr
Myers, who also had a life jacket on, but no light. We had found some
floating debris, a piece of coffee table and a canvas type of cover, and
we used this for buoyancy.
We kept on swimming towards where we thought we had seen
a life raft and eventually we were quite near to SAS PRESIDENT
PRETORIUS. I took out my pocket torch, which I had used to try to
attract attention earlier but were too far away, and waved it in the air.
After some time we were seen and a 20” signal projector was shone on
us by SAS PRESIDENT PRETORIUS.
Just before we were alongside SAS
PRESIDENT PRETORIUS, Cdr Myers let go
and started to drift away. One of the ratings
swam after him and brought him back and we
held on to him. A diver from SAS PRESIDENT
PRETORIUS was in the water with us and
asked if we were OK. I said the XO wasn’t and
he helped him first into an empty life raft tied
alongside the quarterdeck.
Next went the two ratings and then myself,
after hanging on to a rope dropped over the
side, and being dunked and banged as the ship
rolled. It appears now, after reading some of the
other survivors' accounts, that we were in the
water for approximately two hours before being
rescued.
We were also being coated with FFO from
the ruptured fuel tanks as every swell crested
over our heads while we floated in the water. It
took a few days for my eyes to recover from the
thick oil I had rubbed into them.
N0 1/2022
1/2022NAVY
NAVYNEWS
NEWS 13
“SHIPWRECKED” -
MY SAS PRESIDENT
KRUGER ORDEAL
By WO1 Yusuf Tiflon (Ret)

I joined the South African Navy as an Electronician

(Radio/Radar) in 1978. My Force Number was
78100831 PC. The “78” indicates that I joined in 1978.
The letters “PC” (Pappa Charlie) indicated that I was a
Permanent Coloured.
The white population members had the abbreviation,
“PE” (Pappa Echo) which indicated that they were
Permanent Europeans. After 1994, we all became “PE”
(Permanent Employees).
After Basic training in SAS SALDANHA, I was drafted
to SAS TAFELBERG as an Engine Room Mechanic Assistant as
the Eectronic Radio Radar ship (ELO) SH Technical course at SAS It threw me off my feet onto the deck and hurt my back and was
WINGFIELD was full at the time. After sailing and completing followed by sounds of steel grinding and scraping. The Radar office
the ERM Course, I received news that I was accepted as an ELO was in shambles. My testing equipment, which was connected to
(Rdo/Rdr) Ship’s apprentice. After completing my apprenticeship the radar Transmitters and Receivers, had been ripped loose and
and qualifying as a Ship’s Artisan, I joined the Submarine Flotilla. were strewn on to the deck.
Here I found that I could not excel in my career because of At first, I thought that one of the boilers had exploded in the
practical limitations and requested to join the Anti-Submarine boiler room, which was one deck down and adjacent to me. I tried
Flotilla (SAS PRESIDENT KRUGER) in 1981 where I could to reconnect the test equipment when I heard scrambling noises in
proceed to gain experience in my field. the alleyway. Sirens were going off, sailors were scrambling around,
I was in a professional position and all ratings worked, ate and lights were flickering and then the emergency lights came on.
slept together. Nevertheless, it was tough being Muslim in the Navy I then proceeded up the stairway to the Operations Room to
back then when it came to meals due to non-Halaal catering. We check on the operational condition of the radar displays. Half way
had to live on canned fruit, porridge, vegetable soup, fried eggs, up, I bumped into the Executive Officer (XO), Commander R.A.S.
rice and bread. However, that did not break the spirit. Meyers, who assured me that the radar displays were inoperative
I was 23 years old when I was drafted on board SAS PRESIDENT
and told me to switch off the radars. The only radar still working
KRUGER. The Electronician (Radio/Radar) Ship’s team consisted
was the Jupiter long range radar.
of WO2 I.J.K. van der Merwe, Petty Officers Deon Koen, Wium
and I, as well as two National Service Ratings.
My place of work was in the Combined Radar Office,
Transmitter room and all other places where my equipment
was located. I wanted to specialise in Radar and worked mostly
with the 978 X band surface navigational, 293 short range aerial
“Cheese Cakes” and the Jupiter long range early warning radars.
The General Receivers, Radio Automatic Teletype (RATT) System
and various Transmitters and Antennas were also part of my daily
maintenance and repairs routine.
My place of accommodation was in a “hammock” in the
Forward Starboard Junior Rates Mess, Mess 7. However, due to my
Islamic beliefs and practices, I managed to secure myself a foam
mattress and “bunked” in the Transmitter Room.
My parents were visiting Cape Town from Port Elizabeth and
were amongst the last visitors on board PK on 14 February 1982,
the day before we set sail on our doomed voyage.
SAS PRESIDENT KRUGER, accompanied by a type 12 Frigate,
left Simon’s Town Naval Harbour on the morning of 15 February
1982 (pay day) to conduct exercises far south of Cape Point with
her sister ship, SAS PRESIDENT PRETORIUS, the Navy supply
ship SAS TAFELBERG and a Daphne Class Submarine, SAS
EMILY HOBHOUSE.
The following three days at sea were normal routine. I was in
charge of working out the sea watches and so happened to be on
the Middle/Ghost watch (00h00 to 04h00) on the morning of 18
February 1982 in the Combined Radar Office on the port side of
the ship.
At 03h30 (seven bells), all was well as I proceeded to waken my
relief, (a National Serviceman) in Mess 7. By 03h55 when my relief
did not report for duty, I decided to investigate.
It was at this moment, just before 04h00, as I got up and neared
the door of the Combined Radar office that all hell broke loose.
I felt a sudden jerk in acceleration of the ship and then a violent Photo above showing water tight door in the passage with handles,
“bang”. latches or “dogs” and showing the “knee knockers”

14 N0 1/2022
NAVY NEWSNAVY
N0 NEWS
1/2022
 One physically had to go on the deck below the scanner to
switch off and “peg” the scanner on the mast, which was not a great
idea at the time.
I then proceeded towards my NBCD aft muster point to assist
with damage control. En route, I nearly fell through the deck.
Water and Furnace Fuel Oil (FFO) was rushing in. The Canteen
bulkhead was smashed open. (I could have helped myself to free
sweets and ice cream!)
The crew’s port aft bathroom bulkhead was “stoved-in”
(smashed open inwards). At this point I received confirmation that
this was the area where we had been rammed by SAS TAFELBERG
(apparently one of the missing men was in the shower at the
time). I then met up with CPO Donald Webb, the Senior Damage
Controller, who yelled at me: “Get out of here and get your life
jacket!”
I managed to get to the Transmitter Room on the starboard side
where my mattress floor bunk and life jacket were. This is where
I made “Sujood Shukr” (Thanking God). The middle bulkhead,
where the radios were stacked, collapsed and fell onto my bunk
where I would have slept.
If I calculate the sudden increase in speed (full ahead) before
the collision, the rammed impact would have been amidships on
the port side where I was keeping my watch. If the incident had to
happen just after 04h00, more injuries would have been sustained
as the off-watch Sailors, including me, would have been in the aft
port bathroom.
After I successfully located my life jacket, word got around to
close all hatches and man life raft stations. Normally the pipe would
announce “for exercise, for exercise, hands to life raft stations”. This
time, however, it was for real.
Making my way through the eerie dark passageways, bulkhead
doors, dodging the “knee-knockers” (bottom portion of the
watertight door frame that causes shin injuries), through hatches
watching out for “dogs” (hatch and door handles), up the final
ladder, which was now listing 40° to 45° to port, I finally made it
up to the upper deck on the starboard side of PK.
This was just above the No 1 Deck. This was also the area
(height and including the listing of the ship to port side) from
which I had to abandon ship into the dark icy cold Atlantic Ocean,
in gale force winds gusting up to 40 knots (74 km/h), sea state 6
with waves in excess of five metres.
The signal (above) that was released
officially announcing that PK was in
distress, and that an order had been
given to abondon ship
The diagram on the right shows my Life
Raft Station was on the starboard side,
aft of the bridge area where the life rafts
were situated
Order to abandon ship
At the life raft muster station awaiting the order, I saw the
Commanding Officer, Capt Wim de Lange. Later the Executive
Officer, Cdr Meyers, was in communication with the OC and went
back inside the ship. At that moment I thought of going back down
into the ship to salvage some of my belongings, but was scared that
the hatches might be too tightly closed to reopen.
When the XO returned, the communication with the Captain
continued and soon the order to abandon ship (about 04h30) was
issued by the XO and passed on. The life rafts were first deployed.
I inflated my life jacket just enough for buoyancy so that I
would not injure my neck when jumping from such a height into
the water. I was wearing “browns” at the time and tied the string at
the bottom of the pants legs for extra buoyancy.
One National Serviceman did not have his life jacket with him
and said he was going to ask the Captain who was wearing the Air
Force green type life jacket for his. He returned with the Captain’s
life jacket and said he would keep it as a memento.
From our station we abandoned ship in an orderly manner due
to our constant training, although some men had to be persuaded
to jump (probably those who could not swim).
We decided to go in three waves. Some of those who could
swim were to go first. Those who were scared would go in the
second wave and the rest who could also swim would go last as a
reassurance.
Some of my Indian colleagues who could not swim, had their
life jackets fully inflated. I assisted in deflating them because of the
weight, buoyancy factor and height from which we had to jump,
a fully inflated life jacket could easily damage or snap your neck.
I was with the third wave and when it was my time to jump I
also hesitated. It seemed extra high to jump from the top railing
into the dark, cold abyss of the Atlantic Ocean. However, I had no
choice this time as it was a case of either going down with the ship
or surviving.
We first waited until the water below was clear of those who
had jumped before us. I made sure I kept my safety shoes on just
in case I met up with ‘Jaws’. Whenever I talk about this experience
or watch a movie where people have to abandon ship, I can still
feel and experience the “air bubbles and butterflies” that invaded
my stomach at the time.
“Cowabunga!” down I went into the dark and fierce Atlantic,
one hand pinching my nose and the other around the life jacket. I
did not know what to expect as it was the first time abandon ship
was done in the dark and it was also for real this time. However,
this is where the “abandon ship” training kicks in.
To page 16
N0N0
1/2022
1/2022NAVY NEWS 15
NAVYNEWS 15
 LEFT: A replica of PK, and right is an illustration. RIGHT: The encircled, just above the No 1 deck from which I had
to jump, shows the height and listing of the ship to port side
From page 15
The way down into the drink was quick, yet it seemed to take
forever. I could not judge when I was going to hit the water in the
dark and it was an unexpectedly hard hit. I can still see the air
bubbles in the dark sea while going down into the abyss and trying
to kick myself to surface.
I can also remember that I could not touch the sea bottom as I
reached the point of ascent (only to find out the following day that
the depth of the ocean where SAS PRESIDENT KRUGER went
down, was about 3000 metres (3km) deep). It seemed endless and
I remember thinking, “Is this the end as your life flashes in front
of you?”
Eventually I surfaced, gasping for breath. I survived, but by now
the movie song tune of “Jaws” by Steven Spielberg was whining in
my head. I had to get out of there before I got banged into the side
of the ship and got drawn under.
I remembered my training: first determine your bearing, then
locate a life raft and then swim for your life. In my mind, I was
ready if “Jaws” should come around as I still had my steel tip
safety shoes securely on. After locating a bobbing life raft, I think
I outswam Mark Spitz with life jacket, boots and all. The life jacket
I had on was designed for floating and back paddling and not for
swimming forwards.
AB Batchum was on the inside calling and waving at me. When
I reached the raft I could not wait for him to pull me in. He got
hold of my web belt and tossed me inside. What a relief that part 2
had been accomplished!
In the life raft
There were three life rafts in close proximity to each other.
Our raft started to fill up with survivors. I was relieved to find,
AB Gordon Trout, who had been my friend and comrade since
basic training at SAS SALDANHA, SAS TAFELBERG and SAS
WINGFIELD College, on the same raft.
Some of the Sailors tried to jump onto the roof of the raft
for a softer and safe landing. By this time, we were trying to get
away from the ill-fated sinking ship. Somehow it looked like the
“painter” of the life raft was still attached to the ship, hooked up in
debris or entangled with the painters of other rafts. The ship was
sinking fast and we could not get away from it.
"I was with the third wave and when it was my
time to jump I hesitated. It seemed extra high to
jump from the top railing into the dark, cold
abyss of the Atlantic Ocean. However, I had no
choice this time as it was a case of either going
down with the ship or surviving."
16 N0 1/2022
NAVY NEWSNAVY
N0 NEWS
1/2022
We got hold of any ropes or lashings that were entangled and
started to chew and bite through them whilst others cut through
the ropes with something that resembled a can opener from the
survival pack in the raft. This all happened whilst we were bashing
against the side of the ship. Eventually we freed the raft and
managed to drift away.
Sitting by the side entrance of the raft, it was our job to close
the side flaps to prevent the monstrous waves from entering the
raft. We used our safety shoes to “bail” out water from the raft.
The cold started to creep in quickly then (sea temp about 12°C)
as we were sitting waist deep in sea water. Fortunately, because of
the number of men on board, their warm but stale breath kept the
air warm.
The life raft had no sense of balance and pitched or rolled. It did
its own thing in the rough seas all at once, which contributed to a
fair amount of salted Sailors getting violently sea sick. Someone on
board called for the “Sparkie”, a nickname given to electricians and
Radio/Radar Techs, to man the emergency radio.
Someone else on board said it was his 21st birthday and we
sang for him. AB Batchum told me to look at how the ship was
sinking. I was too tired to look outside the raft and my back hurt.
However, when he said “Tiffies, your Jupiter Radar Scanner is still
sweeping”, I saw the sight of my life. It was as if the ship’s radar
antenna was waving, yet paddling to stay afloat.
It was a tragic, yet memorable moment that will remain with
me for the rest of my life as I witnessed my ship and my home
slipping away stern-first beneath the waves.
A sense of calmness in the weather seemed to prevail at that
moment. I always kept a packet of “Texan” plain cigarettes and a
“Bic” lighter in the pouch of my life jacket as an emergency but
could not light one up as my fingers were cold and wet. I must add,
though, that the Bic lighter still worked after the ordeal.
At first light, we could see the other Frigate, SAS PRESIDENT
PRETORIUS, manoeuvring to pick up survivors alone in the sea
as well as those in life rafts. Our life raft drifted in the opposite
direction and we could see SAS TAFELBERG steaming away,
probably back to Simon’s Town, as her bows had been badly
damaged. All sorts of thoughts went through our minds as we
drifted, abandoned at the mercy of the sea.
Rescue by SAS TAFELBERG
A while later we saw “Tafies” (SAS TAFELBERG) turn
around and steam back towards us. What a relief, but how was
such a mountainous type of ship going to pick us up? During
her manoeuvres, it looked like she was going to ram us (with the
gaping hole and torn metal in the bows) as we had no steering
and, having sailed on her before, I knew how difficult it was to
manoeuvre her as she could not just pull up a hand brake to stop.
However, her Captain, Nick Smit and her crew, carefully judged
and skillfully manoeuvred “Tafies” into such a position that she
protected us from the wind by putting us on her leeward side.
The wind then pushed her sideways towards us. This was so
professionally done as not to harm us or other rafts or the men that
were floating alone in the sea.
 SAS TAFELBERG crew lowered scrambling nets when
we were nearly alongside. With a sea swell of over five
metres and the rise and fall of the raft next to an icebreaker The letter (right) dated
ship with a draft of over nine metres, which also rises and 26 February 1982 from
falls with the swells, timing to scramble had to be correct. V Adm R.A. Edwards, (Chief of
If you caught the scrambling net at the bottom and a the SA Navy) addressed to me,
swell came along, you would find yourself 10 metres under some old photographs, a scrap
water in a few seconds. If you grabbed the net too high up book and media clippings (as
and the swell dropped, you would lose your grip and fall 10 per below) are fond memories
of my career and fellow ship
metres plus another five metres of list into the drink and mates, those that perished
could get battered against or go under the ship. and survived, it reminds me
I timed it correctly. When the swell took us up to the how fortunate I am and I still
highest part of the net I could reach and shouted to AB treasure it to today
Gordon Trout to let go of my web belt. I raced up the net
only to be grabbed by my old fellow SAS TAFELBERG ERM
mates. One of my mates with tears in his eyes exclaimed:
“Is this the way to come back to the ship, swimming, when
it’s easier to walk up the gangplank alongside “T” berth in
Simon’s Town harbour!”
Once safely on board SAS TAFELBERG, nominal roll
was taken. This was just after 09h00 on 18 February 1982. We
were given dry, warm blankets, soup, coffee and “stukkies”.
Our fellow shipmates took us to their cabins where we
enjoyed a hot shower and a set of their dry clothing to wear.
We were also treated to a special well-deserved lunch and
supper afterwards. WO1 van der Merwe and myself were
the only survivors from our branch.
The aftermath
Many stories were exchanged between the survivors and
the crew. I lost everything except my car keys with seven
cents in the holder and a 4-track “Whispers” cassette that
was in my shirt pocket, which still worked after the ordeal.
As the Radio and Radar technician on duty at the time,
I was mocked and told that they must put robots at sea next
time. Nevertheless, I made the front page in the newspapers
all the way from Cape Town, Port Elizabeth and up to
Johannesburg.
One of the Radar operators on duty in the Operations
room at the time of impact explained how his spectacles
survived. Apparently they had slipped down on his nose
due to the heavy weather being experienced. At that time
when the collision occurred, he had one hand on a grab
rail and used the other hand to push the spectacles back up.
It is a funny thing that, no matter what hardship we
went through, during our survival training courses, the real
engagement in war that we had experienced and this event,
we tend to forget the hardship and focus on the good and
the funny side of it...

N0N0
1/2022
1/2022NAVY NEWS 17
NAVYNEWS 17
18 NAVY NEWS N0 1/2022
Photos sourced from the SA Naval Museum archives
N0 1/2022 NAVY NEWS 19
 THE NIGHT EVERONE WANTED TO KNOW
"What the hell is going on!"
By Cdr Adeel Carelse
I joined the SA Navy in October 1979 and, at the time of the
sinking of SAS PRESIDENT KRUGER, was an Able Seaman
on watch in the Wireless Telegraphy Office. The entire saga as
seen from my eyes is from the perspective of the Communications
Department.
On the morning of 18 February 1982 I was the Watch
Supervisor. I was due to go on watch at 0400 that same morning.
At about 03:45 AB Shawn Young and I were conducting handing
over as he was on Bravo watch. While getting dressed I had already
made “kaai” (a strong mixture of condensed milk, cocoa and hot
water). It was the ideal thing to drink for those cold nights.
Even though it was almost 04:00 in the morning, the entire
ship was changing watches. As I was getting dressed (I had just
buttoned up my shirt) there was this massively loud bang and I got
flung across the room and landed against the rack bay.
I asked AB Young, 'What was that?” He didn’t know but
responded, “I know one thing, and it can’t be good.” By then we
had been on Frigates for over two years and knew the ships. We got
up and checked all the equipment as radios had all come out of the
drawers and there was chaos everywhere.
The first thing that kicked in was training - restore
communications. We went about systematically restoring
communications. The last thing we got up and running was the
UHF trans-receivers and once it was all connected, it started to
light up with the last frequency.
I heard AB "Stompie" Williams, who was on watch in the Ops
Room at the time, announce over the loud speaker, “01...this is 02,
I say again, I am sinking, I spell Sierra India November Kilo India
November Golf break time 0402. Over.” That signal is imprinted
in my mind.
I was looking at AB Young and he said to me, “What the hell is
going on?” However, we knew it was serious because we had never
before experienced a bang or crash and an impact like that. By then
the Chief came in. He went to the Crypto office and we just carried
on and got ourselves sorted. The wireless office was humming
again as it should, although not at 100% because we could not
repair all of the damage. However we had enough circuits to deal
with the emergency.
As I was getting dressed there was this massive loud
bang and I got flung across the room and landed
against the rack bay. The first thing that kicked in
20 N0 1/2022
NAVY NEWSNAVY NEWS
N0 1/2022
Cdr Adeel Carelse
RIGHT: (then) AB Carelse lying on his bunk next to AB 'Stompie' Williams
(obscured) on board SAS PRESIDENT KRUGER. Enoying some down time with
them were fellow shipmates (from left) AB Bartels, AB Hein Zylstra and
AB 'Boere' Bredenveldt
The Action Alarm went off and at that time it was 90 seconds
to get to action stations. The Captain and the Executive Officer
decided the best way to get everyone to where they needed to be
was to sound the Action Alarm.
While the alarm was sounding it suddenly stopped as the
power supply had gone out. The emergency power supply kicked
in and we had 40% power in the WT Office. That 40% was enough
for us to deal with the emergency. As long as we had power on the
619s, the RATT Broadcast and VHF sets we were happy.
We knew that those who needed to talk to the other vessels and
Navcomcen Cape (Silvermine) were able to do so. That was our
focus, no matter what was going on outside. I was young - 21 at
the time - and very naïve and did not realise the danger just then.
Then the shock came when they piped: “Abandon ship!” The main
broadcaster was damaged so the message came intermittently. It
was also passed on by word of mouth.
All the communicators came to the WT Office. Our Chief told
us all to go to our posts to abandon ship and said “Callie, you and
Shawn stay behind.” I looked at him with a “really…me?” face but
answered “OK…” Then everyone left besides CPO Geoff Neil, AB
Young and me.
Now there was another problem. Our Petty Officer had not
reported and there were rumours that there had been a collision
down aft inside the CPOs and POs’ mess where our PO had been
sleeping. CPO Neil instructed me to go down to the mess and
make sure that there were no people down there or anyone still
sleeping.
was training - restore communications.
 It was chaos on the ship and, from a command and control
point of view, communications equipment was not working and
everything had to be relayed by word of mouth. By the time you
received a message it could have changed 300 times from the
original message.
I went down to the Mess and it was chaotic. Some were still
sleeping and a friend of mine, AB Brian Ackers, asked, “Hey,
Callie, what’s going on?” I told him there had been a collision and
the ship was sinking. He yelled at me, “Moenie kom k%#@ praat
nie!” (Don’t talk sh#$t to me!)
It took him some time to register what I had just said. I tipped
his hammock and he fell onto the deck. I went back to the WT
office, scared to do this one thing because I was out of my comfort
zone.
I reported to the Chief Telecommunications that Sea Terry
Fish was making sure no one stayed behind. The Chief looked
at me and said, “I have another job for you, I want you to go to
the POs’ mess.” I mean this is where the ship was sinking and he
wanted me to go there…
However, the Chief wanted to know whether the PO was alive
or not. We were in Alleyway No. 4 and I had to go to Alleyway
No. 6. I had gone through two watertight compartments. Every
compartment had 8 dots and clips that I had to undo. As soon as I
went through each compartment, I had to reclip everything again,
trying to ensure watertight integrity as the air retards the sinking
somewhat.
I met CPO Donald Webb who was responsible for the watertight
integrity of the ship. He was alone as I made my way through the
ship to the POs Mess. He asked for some help, but I had my orders
as well to execute. I told him I would ensure that all hatches were
closed properly but I could not stay there.
He replied, “Thank you very much,” and that was the last time
I would see the Chief. About half way down the alleyway there was
a stairwell down into Mess 11 and around the corner was Mess 12.
Because of the collision the bulkheads between Messes 11 and 12
were squashed together, which meant I could not get to Mess 12.
I put my ear to what was left of the door entry to listen for
life. There was nothing, not a sound. The only sound I could hear
was water sloshing about, which indicated to me that the whole
compartment was flooded, which meant that everyone inside had
either drowned or died on impact.
I was standing there not knowing what to do. The water
began to flow over my non-skids onto my feet and that cold water
shocked me back into reality. I realised I had to get out of there or
suffer the same fate.
I worked my way back to the WT office, opening and closing
hatches. I did not need to report as CPO Neil could see from my
face what the outcome was. I had a wet line on my pants and just
above the wet line was a streak of blood, which I did not know of.
We then had to assume that the PO had died in the collision.
We heard a shout: “WT, Bridge here… are you guys still down
there?” We replied in the affirmative and were ordered to the
Bridge and to abandon ship. When we got to the Bridge everyone
had gone except for the Captain, XO and Engineering Officer.
They could not abandon ship until we came up to the Bridge
from the WT Office. Cdr R. Myers looked at me and Sean and said,
“It would be the two of you to say behind”. He then instructed us
to go Aft of the 20” signal lantern but reminded us to remove our
boots in a very cool and calm tone.
The flag deck, which was listing to port, was the highest point
of the upper deck, easily about three stories high under normal
circumstances but we just walked into the water and swam away.
As soon as we got into the water we inflated our lifejackets.
It was pitch black and although we could see some of the lights
from life jackets, we could not see the life rafts. We just drifted
along until AB Young noticed a life raft. It had some damage and
could not fully inflate. However, I thought to myself that as long as
there was an air pocket in the middle of the raft we would be able
to stay afloat.
The damage to the bow
of SAS TAFELBERG after
the collision with
SAS PRESIDENT KRUGER
In the raft we found the Captain, XO, Engineering Officer and
AB Williams, who commented, “fancy seeing you guys here”. Then
he quipped, “What a way to celebrate a 21st birthday!” We were
supposed to be having a party in the Mess that night for my 21st
birthday.
Once SAS PRESIDENT PRETORIUS had established where
the Captain was, they kept the 20’’ signal lam on our life raft and
as soon as it was light it was the first life raft to be rescued. They
picked up other people as well but they focused on the location of
the Captain.
My family from Simon’s Town and Ocean View had been in
fishing for generations and, normally, when a fishing boat sinks
everyone drowns. Hence, when my aunt heard about the accident
and contacted my mom, she assumed that everyone had died.
When someone from the Navy contacted my mother and said
that the ship had sunk and that I had been “taken”, my mother just
wanted know where I was taken. He then rephrased his words and
said that I had been saved and he wanted my parents to come to
Simon’s Town.
My dad had an interview with a radio station whilst waiting
for me in Simon’s Town and when asked if he was worried about
my safety, he apparently told them about my family’s military
background and said that I was too stupid to die.
Meanwhile I was on board SAS PRESIDENT PRETORIUS,
digesting what had just happened and when we got back to SAS
SIMONSBERG I was welcomed by my parents.
The Navy of then offered us R50, which, to this day, I thought
was the biggest insult. They displayed a complete lack of leadership
and insight. We were never compensated for our losses and it
seemed that the leadership then just washed their hands off us.
With this article I also want to salute AB Alan van Leeve who
jumped into the water and came across a life raft that had been
inverted, which he set about righting himself.
Because he was a good swimmer, he took up station at the
entrance of the life raft and started swimming out and dragging
Sailors to the safety of the raft. He repeated this many times, thus
saving many lives.
Sadly, he passed away weeks prior to the 40th commemoration
of PK without ever being recognised for the bravery and devotion
to duty that he exercised that morning. It is very sad that the Navy
overlooked his contribution and his adherence to the primary
law of the sea, which states: “The preservation of human life is
paramount and will not be compromised for any reason.”
N0N0
1/2022
1/2022NAVY
NAVYNEWS
NEWS 21
21
A medic's story...
Lance Corporal Isak Jooste was serving as a medic, seconded from
the SA Medical Health Services on board SAS PRESIDENT KRUGER
I was 18 years old when I was assigned to do my two-year
national service in the South African Medical Services. I was
sent to Potchefstroom to do my basic training, which was equal
to three months of getting fit, as well as learning about the
Defence Force, biology and medical training.
After Basic Training I was sent to 2 Military Hospital for
Operational Training. I requested to relocate to Simon’s Town
Medical Centre where a doctor and a medic like me were
assigned to a warship.
In December 1981 I first boarded SAS PRESIDENT
KRUGER. The reason I wanted to be on this specific ship was
because my oldest brother was on board the ship. He worked in
the electronic warfare department. Fortunately for him he was
drafted off the ship not long after, for training somewhere else.
I
n the early hours of Wednesday 18 February 1982 I woke up
to a tremendous crashing sound and the doors of the sick bay
bursting open. I jumped off the top bunk, dressed only in a pair
of tracksuit pants, a t-shirt and no shoes, of course.
As I put my feet on the ground I realised that I was standing in
fuel oil, in the dark with no lights burning, except for red lights in
the alleyway that were on as per normal. I looked up towards the
alleyway and all I saw were wires and what looked like disconnected
piping.
I had been sleeping in the top bunk and the person sleeping
in the bottom bunk was someone who had possibly broken his
ankle the previous day. Still in a daze, we tried to find out what had
actually just happened. To me it looked like a pipe had burst in the
alleyway.
As I looked into the passage towards the back of the ship about
a metre to the left, I looked straight into a wall of twisted metal
blocking off the passage towards the rear exit of the ship. I knew
that I could not go in that direction and had to turn right towards
the front of the ship.
I told the Seaman, who was only dressed in shorts and whose leg
was in plaster from his toes up to his knee, to go to the front of the
ship. He hobbled as fast as he could down the alleyway and I never
saw him again after that.
As I stepped into the alleyway I noticed debris all over the place
and sea water was already leaking into the passage. I went past the
junior rates’ bathroom, then looked at the outside wall (bulkhead).
There was nothing.
I was staring into the darkness of night and, as the ship was
tilting, I saw the white foam of the sea as it was breaking into the
bathroom. Panic stricken by all of this, I knew I had to get away
from there to my emergency mustering point, which was the
Officers’ mess in the front of the ship. By this time the ship was
already starting to list on one side. I basically had to walk on hands
and feet to get to the front of the ship, while getting cuts on my feet
from the debris on the deck.
On arrival at the wardroom I met up with the doctor and asked
him if he knew what had happened. He said he heard that a tanker
had crashed into our ship and at this stage I thought that the tanker
was a private oil ship, not our own Navy’s supply vessel.
22 NAVY NEWS N0 1/2022
The ship had a complement of
193 men and consisted of the Bridge
and different decks divided into living
areas and office areas, as well as
warfare departments. There were other
compartments like the engine room,
storage and cold storage, junior rates’
mess hall, senior rates’ mess and
Officers’ mess.
The sick bay consisted of an
operating table, two cradle beds (like
a double bunk, which swings with the
motion of the ship), lockers full of medical equipment and a
toilet. When I arrived I had to learn the who, what and where of
the ship. Where to eat, daily routine and sleep on board were
all new to me.
On Monday 17 February we left Simon’s Town and I knew
there was something different about this trip because the
sea was rougher than before. One of the Warrant Officers
mentioned that during Tuesday night water had ran into one of
the hatches and he had never experienced that before...
The doctor said we needed to clear the room of the tables and
chairs as there would be casualties as a result of the collision. Soon
the first casualty arrived. It was a Petty Officer from the cabin where
the impact had occurred and he was dressed only in his underpants
and had lacerations on his body.
The doctor attended to him and they covered him in a blanket
as he was in shock and cold. I realised that I had not taken my life
jacket that was hanging from my bunk in the sick bay.
I went back down the alley to fetch it. Halfway there at the
junior rates' bathroom I saw sparks flying from an electrical box
on the wall and realised that I could not get past it.
I turned around and headed back to the wardroom. There
we were told to “abandon ship.” We headed for the hatch in front
between the big cannon and the bridge. The ship was already
listing about 30 to 40 degrees over to its side at this stage.
We crawled up the steps leading up to the bridge on the outside.
Close to bridge where the life rafts were kept in grey looking
capsules, we were ordered to jump off from that point one by one
in an orderly fashion and not to jump on top of each other. The life
rafts had already been released prior to our arriving at that point.
Being a medic and not even from the Navy, I had never been
through an actual drill of what to do in the event of an emergency.
This was enormously overwhelming for me. Not being a good
swimmer, I asked one of the guys for a life jacket, which I quickly
put on.
Each life jacket had a little light, which was connected to a sea
water battery. When the battery comes into contact with sea water
it automatically lights up.
When I eventually jumped into the water, dressed only in a
lifejacket, t-shirt, tracksuit pants and underpants, it hit me like a
ton of bricks. The only way I can describe it, is that it is like being
woken up at 4.00am in the morning, being told to take an ice cold
shower and then to go outside while a howling South-Easter is
blowing. It takes your breath away.
You look around and all you can see are the lights on what
seems like a hundred other lifejackets. At first you panic and try to
swim, but then you realise there is nowhere to swim to.
It is like me taking you out in the middle of False Bay or Table
Bay at night and then asking everybody on land to switch off all
the lights. It is pitch black, there are no reference points. Where do
you go from here?
 There you are, in pitch darkness, fitted with a lifejacket and
thrown into a sea being buffeted by a 30 knot South Easter in
water that is 3000m deep, 144km offshore at 4am. That far out at
sea the swells are the size of multi-storey buildings and you lose
sight of any others floating with you.
I swam around aimlessly, swallowing sea water and, not
knowing, fuel oil as well and vomiting for 5, 10 or 20 minutes
while time stood still, praying, “God help me, please.” In the end
I said, “God, I can’t do this anymore,” and was ready to give up.
Just then I floated past a Sailor who told me not to try to swim.
He told me to try and just stay afloat. “Do breast-stroke,” he
said. I knew then that God had put this person right there at that
exact moment so that I could survive.
Something brushed past my leg and, reaching down, I
found that I had caught a drogue, a sea anchor that looks like
a parachute, designed to prevent lifeboats being blown away by
the wind.
Pulling myself along the rope I arrived at a life raft but it was
upside down, which means you can’t climb into the raft; you just
have to hang onto it as it has not inflated properly when it was
released. Also hanging onto this raft was the doctor, the Captain
of SAS PRESIDENT KRUGER, an Air Force pilot and helicopter
mechanics, as well as an injured person from our ship and other
men.
I spent the next two to three hours hanging onto the side of
the raft, first with this arm, then with that arm, desperate not to
let go. In order to keep our spirits up somebody decided to sing
songs. Ironically, one of the songs was “My Bonnie lies over the
ocean…”.
SAS PRESIDENT PRETORIUS was close to us during that
exercise and made a wide turn and drifted without propulsion
so as not to hurt anybody in the process. She started picking up
survivors from the water.
This was a lengthy process as the swell was pushing the guys
up against the ship, as high as the deck and then in the next few
seconds, you would drop metres below almost to the keel of the
ship.
Then at last a rescue harness was lowered from the side of the
flight deck. It was my turn to be hoisted up against the side of the
ship. I’m telling you, there was no better feeling when I safely put
my feet on board SAS PRESIDENT PRETORIUS. I swear I could
have kissed the deck knowing I was safe and didn’t have to battle
it out there against the sea and elements.
By this time it was getting lighter outside as it was about 6
or 7am. On board SAS PRESIDENT PRETORIUS I saw a Sailor
standing at the side with a rifle. The thought passed through my
mind, “Why would you want to shoot someone when they come
to rescue you?” I learnt later that they were there to shoot sharks.
Sharks! It hadn’t once occurred to me that there might be
sharks out there that could attack us…
After we got rescued by SAS PRESIDENT PRETORIUS I was
taken to have a shower and given lots of soap to wash off the
fuel oil in which we had been drifting. We were pitch black from
head to toes. After the hot shower we were given Navy overalls
and tackies.
A roll call (head count) was done by the Senior Ratings every
hour or so as more and more people were rescued. A recount was
done to make sure all of us were identified.
We were not sure who had been rescued and who had not
as some of PK’s crew were picked up by SAS TAFELBERG, the
replenishment ship that crashed into us, which, after assessing its
damages, came back to assist with the rescue effort.
I will never forget that evening as we sailed into False Bay. We
were sitting in the junior rates mess (dining hall) and someone
put the TV on. There we were on prime time SABC TV NEWS
as we were sailing towards the harbour, filmed from a helicopter
above.
I can’t remember exactly at what time we came alongside the
pier, but we were escorted to a waiting bus. From there we were
taken to SAS SIMONSBERG where our family and friends were
waiting for us.
There were lots of tears of joy on seeing us but lots tears
of loss as well. I only understand now, having met some of the
deceaseds' family and friends, what they must have gone through
that night and thereafter.
It is sad, very sad. I often think of the Sailors who did not
survive and of the good times we had together. We were each
given R50 and a week’s leave to recover from the experience.
This tragedy was all over the news for days and months and
even after I finished my National Service I had to go to the Cape
Town court for the inquest.
Immediately after the event, Military Intelligence confiscated
all photographs and speaking about it was strictly forbidden.
Searching the Internet even now you will find very little about
this tragic event, yet there were 16 lives lost that night.
I still have the watch I was wearing, with its hands forever
stopped at that time.
https://saspresidentkruger.wordpress.com/
N0N01/2022
1/2022NAVY
NAVYNEWS
NEWS 23
23
CPO RANDALL PEREGRINO - It is dangerous out at sea...
CPO Randall Peregrino poses with wreckage of PK at the SA
Naval Museum in Simon's Town
This personal account of his was previously published in the
Navy News Edition 1 of 2017
O
n 15 February 1982, I reported for duty on SAS PRESIDENT
KRUGER (PK) after being on leave and celebrating my
birthday on 9 February. My rank was that of Able Seaman
and I served in the Administration Branch as a Writer (Junior
Personnel Clerk) on board.
Our sleeping quarters (Mess 15), directly beneath the
quarterdeck, were referred to as the Miscellaneous Mess where
Personnel Clerks, Storemen, Chefs and Engine Room Attendants
shared this space with a Leading Seaman (Mess Killick) in charge.
I settled into my daily routine as we left Simon’s Town and looked
forward to the journey, unaware of the tragic events that would
unfold in the days that lay ahead.
The sea was relatively calm as we headed in a south-westerly
direction off Cape Point. On Wednesday, 17 February 1982,
the 10th Frigate Squadron consisting of SAS PRESIDENT
KRUGER and SAS PRESIDENT PRETORIUS, together with SAS
TAFELBERG, had been exercising for two days with the submarine
SAS EMILY HOBHOUSE (Renamed SAS UMKHONTO in 1989)
some 80 miles west south-west of Cape Point.
The exercises also gave the two frigates an excellent opportunity
to train their ships’ companies in the skills of anti-submarine
warfare and the complexities of screening the main body. It
commenced each day at 06:00 with increasingly complex exercises
as the day progressed until 23:00.
As the frigates were not fully manned and to give the primary
operators an opportunity to relax, from 23:00 until the exercises
were due to recommence at 06:00, the surface force carried out
simplified exercises whilst following a narrow but long-legged
zigzag course, virtually reversing course every two hours in order
to remain within the designated exercise area.
During the exercises I continued with my daily routine in the
Ship’s Office and secured at 16:00. I went to supper between 17:00
and 18:00 and then proceeded to Mess 15 where I joined some of
my shipmates in playing dominoes and card games, activities that
occurred every evening as a form of relaxation when you were off
watch/duty.
At 21:30 on the evening of 17 February I prepared myself for
a good night’s rest. I then secured and lashed my hammock (not
a good idea to put up when you’ve had a few drinks), to the rails
above on the bulkhead. I was in line for a bunk on the next trip and
was looking forward to it.
24 N0 1/2022
NAVY NEWSNAVY
N0 NEWS
1/2022
To give a better idea of the layout of Mess 15, when entering
through the hatch, the mess bunks were situated on the port,
starboard and forehead sides against the bulkheads, while the
‘kasse’ (allocated to you for your clothing etc.) were in the middle
and aft before the hatch leading to the tiller flat.
The weather and moderate sea conditions were changing
rapidly to heavy seas and strong south-easterly winds gusting up to
forty knots during the night whilst I was asleep. The advantage of
sleeping (in a vest and black shorts) in a hammock is that it moves
with the ship’s movements and you get accustomed to the sound
of the ship’s propellers whining out of the water because of rough
seas and heavy swells.
The sound of grinding and the ripping screech of steel biting
steel, which lasted for about 30 seconds, awoke me from my sleep.
As my eyes opened I noticed only the port and starboard lights still
on in the mess. The ship’s propellers had also stopped turning and
a deathly silence followed.
Realising that something was wrong, I jumped out of my
hammock and, still dressed in my vest and shorts, went to my
‘kas’, opened it in whatever light was available and took out my
life jacket and car keys (don’t ask why the car keys). All members
in the mess had been woken up by these sounds and sprang into
action.
As a precautionary measure to avoid flooding the compartment,
the Mess Leading Seaman gave the instruction to secure the hatch
door leading into the mess as the plan was to exit through the tiller
flat. The tiller flat had a stairway with another hatch above that
and, once opened, it gave access to the quarterdeck, aft of the ship
where the ship’s pennant was flying.
We opened the tiller flat hatch and climbed up the stairways.
There was no panic amongst any of the members as this was done
in an orderly manner. Whoever was last had to secure the hatch of
the tiller flat and again the hatch that led to the quarter deck.
It took two members to open the hatch and once opened,
water came gushing in and wetting us as the waves were lashing
against and over the quarterdeck of the ship. As I exited the tiller
flat through the hatch and set foot on the quarterdeck, I saw how
dark it was.
There was a strong south-easterly wind blowing, gusting up to
forty knots and heavy seas with swells between 5-7 metres. I looked
towards the flight deck and saw the ship just floating aimlessly and
listing heavily to the port side. There was an eerie silence except
for the rough seas pounding the ship with plenty of movement of
personnel proceeding to their action stations.
I made my way up the stairs to the flight deck holding onto
the safety rails with every step because of the inclement weather.
I was heading towards the Bridge as this is where most personnel
would muster to await further instructions. On arrival I saw some
shipmates and a good friend of mine, who was a Steward on board,
and asked him if he was okay. He did not answer and the expression
on his face was one of total disbelief.
The Executive Officer appeared, gave the order and said: “This
is not a drill, abandon ship because SAS TAFELBERG collided
with us and we have tried every means to save the ship but it is
sinking.” As soon as the order was given the life raft launchers
were activated and life rafts (which are attached by a rope) were
launched into the sea. Once they hit the surface of the water they
inflated automatically.
I said to my friend, ‘Don’t panic and don’t forget to only
partially inflate your life jacket before you jump into the sea and
when you surface inflate it fully.’ This was the last words spoken to
him as we parted ways to abandon ship. (It was established later
that he did not make it.)
Adrenalin set in as I put my life jacket on and partially inflated
it. Being a junior rate and always looking for an easier way to
abandon ship, instead of from the forecastle, which is high, I
proceeded along the starboard side making my way to about
amidships, unaware that the collision happened on that side of the
ship. I could see the shape of a life raft in the water and made a
decision to head for that one.
 The waves were washing up against and onto the deck of the We were then led below decks to have a shower, which was
ship with the backwash of water receding back into the sea. This much needed as I was still covered in and smelt of FFO. A colleague
was my plan and I picked my spot waiting with baited breath and of mine who was on board the ship loaned me a set of browns, for
anxiety for the next wave. Fortunately, everything went according which I was thankful even though they were too big. After I had
to what I envisaged and I ended up in the open sea. I found out freshened up, had a good meal and well-deserved rest, the reality
later that the depth was 3000 metres to the ocean floor and that set in of what had transpired since waking up that morning.
there were sharks swimming in the area. I wanted to find out what happened to the crew and especially
Remembering to fully inflate my life jacket on resurfacing, I my colleagues in the Ship’s Office. A pipe was made for all survivors
felt something on my head, which held me down. Quickly I moved to muster in the mess for roll call. I saw some of my colleagues
my head and body to the right side of the obstacle, which allowed that I worked with and was ecstatic and moved that they had also
me to come up for air. It was the life raft rope attached to the ship. survived.
I grabbed hold of it and pulled myself towards the raft. A
pair of hands assisted me into the raft and there were already I asked them if they had seen the other two and they responded
some shipmates, mostly Engine Room Attendants, inside. I was that SAS PRESIDENT PRETORIUS had also rescued survivors
covered in furnace fuel oil (FFO - the fuel that powers the ship). I and that we would have to wait until we arrived in Simon’s Town to
was relieved to be on board the life raft and started to collect and find out if they had been saved. The Captain of SAS TAFELBERG
gather my thoughts. welcomed us on board with words of encouragement and indicated
I was one of 16 people on the life raft and again noticed the that although the ship was damaged, they would continue to search
looks of dismay and disbelief on the faces of the others. Looking for survivors.
out through the opening of the life raft, which was still attached to Later that afternoon we sailed back to Simon’s Town and arrived
the ship, I saw the damage caused by the collision on the port side alongside in the evening. The Minister of Defence, the Chiefs of all
of PK. I was shocked as there was a gaping hole in her side the size Arms of Services and Chaplains were present to welcome us back,
of about three double-decker buses standing side by side. shaking each person’s hand and saying words of encouragement.
Thinking back to when the order to abandon ship was given, Survivors on SAS PRESIDENT PRETORIUS who was already
I could understand at that moment that the risk of saving the ship alongside in Simon’s Town had already left for SAS SIMONSBERG.
was too great. Whilst still deep in thought somebody shouted that There were buses that transported us, escorted by the Military
the life raft was still attached to the rapidly sinking ship and it was Police, from the East Yard to SAS SIMONSBERG in the West Yard.
being dragged towards the hole.
Normally a life raft consists of rations, small oars etc, but none We disembarked from the bus as the cameras from the press were
of these survival items could be found. We had just overcome a taking photographs.
traumatic experience and here we were heading towards another Finally, we were reunited with our families and the rest of the
potentially serious situation and I thought, ‘O Lord, here we go survivors of the crew. On 23 February a moving thanksgiving
again.’ service for the 177 officers and men who were saved was held at
With no tools at our disposal we decided on severing the rope Waterfall Barracks. I was privileged to read from the scriptures
using our teeth to bite through the rope, hoping that everybody during the service.
had kept their dental appointments, and our hands to untie the Early in the morning of 15 March 1982, nominated by
knot. the Officer Commanding SAS PRESIDENT KRUGER as a
After what seemed like ages we finally managed to break free representative of the crew, I joined SAS PRESIDENT PRETORIUS
and using our hands as oars paddled away from the danger area. and sailed to the lonely position south-west of Cape Point where
Looking out of the opening of the life raft we saw other rafts with the PK was lost. At noon, to the haunting strains of the Last
crew members inside floating by. Post, seventy brightly coloured floral tributes were ceremonially
One of the guys on board our raft shouted and said the ship committed to the extraordinarily calm South Atlantic immediately
was sinking. It was like watching a war movie as the ship lifted
horizontally and sank aft-first to the seabed below. The comment, above the PK’s last resting place, as a final farewell to the ship and
which followed after watching all this unfold was: ‘There goes our the sixteen men who were lost with her.
transport!’ It was sad but it lifted the morale and fighting spirit in On this 40th anniversary of the tragedy, let us not forget
all of us. the incredible tale of bravery, heroism and esprit de corps of the
Whilst the life raft was drifting aimlessly and directionless with members who left the sinking ship in an orderly and disciplined
the strong current of the sea, we heard a SA Air Force Shackleton manner and those who did their duty to the very end.
and two Super Frelon helicopters flying overhead
and knew that we would be rescued. We posted a
shipmate to be a lookout for us and he informed
us that SAS TAFELBERG had positioned herself
to intercept and cut off the life rafts floating in
her direction.
As we approached the ship, we noticed the
damage on her bows and having no oars to
steer us we floated again in the direction of her
damaged bows. In my mind I was thinking, ‘Not
again because we have been through so much in
a few hours, is this the fate that lies ahead?’
Luckily, through quick thinking we managed
to avoid that situation and managed to paddle
using our hands as oars to guide the life raft
towards the scramble nets thrown over the
starboard side of the ship. Totally exhausted, we
all scrambled up the net and boarded the ship.
A medical doctor and his assistant were
on hand to check if any of the survivors had
sustained injuries during their ordeal. When
my turn came, I told the doctor I had a bit of
discomfort in my right thumb. He examined it On 5 March 1982 the ship's crew of SAS PRESIDENT PRETORIUS and CPO Peregrino as a
and said it was slightly swollen but I should not representative of the PK sailed to the spot where PK was lost, committing seventy brightly
worry too much about it. coloured floral tributes to the ocean immediately above PK’s last resting place

N0N01/2022
1/2022 NAVY
NAVY NEWS
NEWS 25
 The day it
all fell
A-P-A-R-T
Samuel Chengan revisits that fateful
day and shares his story and life
changing experience.
This article, first published in Navy
News Edition 1 of 2021, has been
shortened.
I
joined the South African Navy in 1979 at the tender age of
17. At the time South Africa was still in the apartheid years.
I completed my eleven months of Basic Military training
at SAS JALSENA in Durban. It was a solely Indian corps at the
time. I was trained as a gunner and on completion of my training
was chosen to be part of the permanent force.
In 1981 I desired to experience more of the Navy and that led
me to put in a request to transfer to Cape Town. Once my transfer
was approved, I packed up all my belongings and headed for
Simon’s Town. I travelled by train, which was my first experience
travelling by train. Once I settled in Cape Town, I immediately
drafted on board SAS PRESIDENT KRUGER.
I had no experience of sailing and what it meant to work on a
ship. On arrival at the ship, I met six Indian Sailors. I was working
as a mess man (Warrants messy) on the ship. My duties and tasks
comprised of taking care of the Warrant Officers, ensuring they
had stand easy, coffee and preparing the Warrant Officers Mess.
After a month with the ship still in harbour, my colleagues
decided to ‘initiate’ me. They made me sleep in a hammock every
day. Soon after ‘initiation’ I was informed the ship was preparing
for a trip out at sea. It was close to pay day and we were informed
that we would not receive our salaries before the trip but after the
ship came back.
This was my first trip out to sea, an exercise between SAS
PRESIDENT KRUGER, SAS PRESIDENT PRETORIUS and SAS
TAFELBERG. The latter was our mother ship, replenishing us
during the exercise.
At the time the South African Navy was in between blues
(working dress) and browns as the Navy was experimenting with
Army brown uniform. The ship's company was wearing Army
Browns at the time of the trip.
After four days at sea, on Thursday, 18 February at 4 o’ clock
in the morning was when all fell apart. I had just woken up to
prepare for my duties when I noticed the ship started to rock
side-to-side. I witnessed most of the guys thrown out of their
beds onto the floor. As the ship swayed, panic set in.
I was still in my underwear. I did not have a chance to
change into uniform as yet. Some members said that a whale was
rocking the vessel. Nobody really knew what actually happened
and rumours kept flying around.
The Sailors on board started scrambling around me; getting
dressed and grabbing their life jackets. I got dressed too and went
to the upper deck. That was when I saw the ship was damaged.
The forehead of the ship was elevated and the aft was in the water.
Nobody practised the emergency drills; no intercom system
was used and everyone seemed to be doing their own thing. One
hour later some Sailors had already started to jump overboard.
26 NAVY
N0 NEWSNAVY
1/2022 N0 NEWS
1/2022
"It was a starry night and
it was very cold.
The swells were five metres
and the sea was very rough.
We sailed a few metres away from
the ship in the life raft.
I looked back and witnessed her sink.
It happened so quickly."
I felt so scared because I did not have a life jacket. While the
ship was in harbour, one of my colleagues borrowed my life jacket
because he had not shave and the Gunnery Instructor made him
jump into the water and shave.
I went back to the member to whom I had lent my life jacket, but
he denied having it. In the middle of all the chaos I had no choice
but to go down to the mess and search for a life jacket. Thankfully,
I found a life jacket in another open locker and grabbed it!
PO K.P. Govender and I were a few of the last on board to
jump. The ship was elevated and it made it harder to jump. We
were all fearful. On the one side where everyone was jumping
from, looking down was so scary. I remember having my last
conversation with AB Gilbert Benjamin.
As I stood considering jumping, he came to stand next to me
only wearing his underwear and said: “Sam, do you have uniform
to lend me I’m feeling so cold.” I told him that I did not have
anything because all my uniform was underwater. That was the
last I saw of him.
As PO Govender and I stood in fear, hesitating to jump, one
of the Chief Petty Officers in the life raft below us shouted to me
“Chengan jump, just jump!” We decided to climb back up to the
brow of the ship and somehow found the courage to jump.
When we surfaced there was no space on one of the life rafts.
We swam to a life raft that had space. Once I got onto a life raft I
looked around and saw so much fear and panic in the eyes of the
members. One of the life rafts was still tied to the ship and no one
had a knife.
I witnessed one of the Warrant Officers biting the life raft
rope with his teeth, desperately trying to get the rope loose. I felt
the peace of God come over me and I became more aware of my
surroundings.
It was a starry night and it was very cold. The swells were five
metres running and the sea was very rough. We sailed a few metres
away from the ship in the life raft and I looked back and witnessed
her sink. It happened so quickly.
After some time I saw SAS TAFELBERG sailing towards us with
a big hole in the front of the ship. We boarded SAS TAFELBERG
and the first thing that ever registered with me in my mind after
boarding her, was hearing a song on the radio “Oh Mammy Blue”.
It was a song written by French songwriter Hubert Giraud. I will
never forget it.
Once safe on board, we were given blankets and were comforted.
When everyone was recovered, we sailed into harbour. The people
started looking for their friends, checking for survivors.
I had no family in Cape Town. I brought all my clothes and
belongings with me from Durban and that all went down with the
ship. I stood on the harbour with only the clothes I had on my
back; all my belongings had sunk with the ship.
 I remember one of my friends, AB Naidoo, waiting
anxiously at the harbour to welcome me. He had a pair of
green jeans and a jacket for me. I still have them, having kept
it all these years.
After going through all the procedures, the ships company
was granted seven days of vacation leave. The South African
Navy arranged to send us home by train. However, it takes
three days to get to Durban by train and three days to come
back, which meant we would only have one day with our
families.
Keeping in mind that we did not receive our salaries for
the month, most of the Indian friends came together and
clubbed together whatever spare money we had to buy flight
tickets so that we could spend more time with our families.
The South African Navy offered to reimburse all our
belongings that were lost at sea if we provided proof of
receipts for the clothes. However none of us kept receipts of
each item of clothing we had.
I went on in my Naval career not ever hearing about that
ordeal again. We did not receive any counselling and were left Then Seaman Samuel Chengan
in 1980 at the time wearing
to deal with all that pain by ourselves. Army Browns; right is his life jacket that he
kept as a memento of his PK ordeal

N0 1/2022 NAVY NEWS 27

 Comments by affected members and family
Allison Bigmore
We never got any trauma counselling. I was 13 when my dad
was lost at sea. The Pastor and his wife were very good to my
mother as well as our friends in South Africa especially the
Gleeson and Bevan family.
We emigrated and made a new life but would still have
been there if Dad was not tragically taken away from us on
that fateful day. We look back at all the good times we had
whilst in South Africa and cherish these shared memories.
Steve Johns
There was no trauma counselling offered. A few years later I
ended up in the Psych ward at 2 Military Hospital for a while
mainly due to Post Traumatic Stress Disorder (PTSD)..
There was also quite a difference between families of
surviving Officers and surviving other ranks with regard to
receiving information, albeit non-official. Officers' wives all
seemed to have inside information and this was passed
around whereas the majority of non-Officers' wives heard
nothing until arriving at SAS SIMONSBERG to meet their
husbands, some hoping against hope that they were alive.
My wife was never informed officially that I was a survivor
and only heard of the sinking on the radio at about 10:00
the following morning. Luckily my next door neighbour
was the ex-TASI who had recently left PK and he managed
to pass limited information to her and brought her to SAS
SIMONSBERG to meet me.
Piet van Zyl
I am sure had anyone requested counselling it would have
been accessible, the times were different then. Nobody will
ever know what it was like unless you were directly involved
or directly related.
To this day I have been psychologically “scarred” by the
events - but life must go on with the grace from Above.
Michelle Lochner Pretorius
I have an extreme fear of the sea till this day because of
the PK sinking and I think I was only four at the time. If I had
been involved in such a traumatic experience I don't think
it would be forgotten. I don't think that anyone can imagine
the trauma if you were not a part of it.
One can only support and remember with much love
those who suffered, survived, passed away and all those who
live with the memories. Respect and love to them all.
28 NAVY
N0 NEWSNAVY
1/2022 N0 NEWS
1/2022
Gavin Charles Bland
I was on the Mine Hunters at the time. I was worried sick as no
news came through as to whether my dad was alive or not.
My mom was alone at home. The rest of my brothers who
worked in the dockyard were sent home. I was not.
We only knew that he had survived when we saw him
arrive at SAS SIMONSBERG that evening by bus with the rest
of the survivors. Some of the families that lost someone were
there too, so there were some very sad scenes.
Marie Bulterman
Because PK would have been out for three weeks, the kids
and I went to my parents’ farm in Laingsburg. Our neighbour
in Cape Town called us on the farm. Nobody else called, not
even our friends in the Navy.
I phoned SAS SIMONSBERG, holding on for about an hour.
When I asked about Bulterman, the reply was that only a
"Boggerman" is missing.
So we drove to Simon's Town. No counselling was offered.
When the Chief of the Navy at the time asked if there was
anything they could assist with, I asked for prescribed
medication for my parents, which was supplied to us - it was
forgotten on the farm in the rush to get to Simon's Town.
COUNSELLING AND SUPPORT SERVICES
After conducting several interviews, we found
that many of the survivors and their families did
not receive any psychological/post traumatic
consultation after the sinking of PK. The processes
then, compared to now, have changed significantly.
Therefore those that have access to Military
Medical Services and wish to take the avenue of
psychological support, may call the following
numbers:
1 Military Hospital 012 314 0999
2 Military Hospital 021 799 6911
IMM Simon’s Town 021 787 4529
ASB Eastern Cape 041 505 1203
Naval Base Durban 031 460 6110
SAS SALDANHA 022 702 3679/3678
 News clippings of
that fateful day and
the aftermath
More clippings are available for viewing
at the SA Naval Museum

N0N0
1/2022
1/2022NAVY
NAVYNEWS
NEWS 29
29
Causes of the accident
By Cdr Leon Steyn, SA Naval Museum
History has shown the unfortunate but regular occurrence of
maritime and naval accidents. SAS PRESIDENT KRUGER's accident
was not the first and in all likelihood not the last. A less-publicised
incident involved the collision between the South African
Minesweeper SAS PIETERMARTIZBURG and the British Frigate
HMS LEOPARD on 27 July 1963 during a CAPEX exercise in which
a Royal Navy Rating lost his life.
On 3 June 1969 one of the worst Naval accidents occured
involving the Australian Aircraft Carrier HMAS MELBOURNE and
American Destroyer USS FRANK E. EVANS in which 74 personnel
lost their lives.
The most recent loss of the Argentine Submarine ARA SAN
JUAN on 15 November 2017 and the KRI NANGGALA, a Type 209
Submarine of the Indonesian Navy, on 21 April 2021, are sobering
reminders of how things can go wrong at sea.
In the case of SAS PRESIDENT KRUGER, a number of factors
contributed to the accident in the long run.
The documentation that relates to the Board of Inquiry and legal
inquiries can be viewed at the SA Naval Museum archives.
For further reading on the accident, see C.H. Bennett, Three Frigates:
The South African Navy comes of Age
(Durban: Just Done, 2009)
T he collision between SAS PRESIDENT KRUGER and SAS
TAFELBERG on 18 February 1982 came as a huge shock
to the Navy and the South African public. It was a major
catastrophe. The accident and the loss of its flagship dented the
confidence of the Navy for many years thereafter and – as can
be seen in the personal interviews – left deep emotional scars on
those left behind.
A Naval board of inquiry was appointed shortly after the
accident that determined that the cause of the collision was a lack
of Seamanship by the Captain and Watch Officers of the ship.
This was followed by a lengthy legal inquest into the death of
the only crewman whose body was found (CPO Donald Webb),
which apportioned blame on the Captain and Principle Warfare
Officer (PWO) of SAS PRESIDENT KRUGER.
Funding and maintenance
National and internal defence politics of the late 1970s –
especially the 1977 Mandy Report – identified the President Class
Frigates – once the pride of the fleet – as surplus to requirements.
The Navy strongly resisted the then SA Defence Force
directive, but a lack of funding and the effects of the international
arms embargo increased the difficulty to replace obsolete or
unserviceable equipment on the frigates.
Equipment were becoming old and unreliable, often breaking
down at the most inappropriate moments. In an effort to keep SAS
PRESIDENT KRUGER and SAS PRESIDENT PRETORIUS going
for as long as possible, the sister ship SAS PRESIDENT STEYN
was withdrawn from service in 1980 and stripped of all usable
equipment.
30 NAVY NEWS N0 1/2022
On the morning of the accident, the unserviceable high
definition navigation radar on SAS PRESIDENT KRUGER proved
to be a contributing factor to the accident.
To worsen matters the alternate search radar emitted a return
known as “sea clutter” that extended to a range of almost a nautical
mile. (Sea clutter is a radar return from the sea that shows up on
the radar screen and hides any contact within that area on the
screen – the rougher the sea the worse the clutter).
It was therefore difficult for the PWO to safely determine the
frigate’s position and the amount of sea room available to execute
the reorientation manoeuvre.
Qualifications and experience
By the 1980s the President Class Frigates were no longer
considered to be the pride of the fleet, as they had been in the
1960s and 1970s.
A constant exodus of qualified personnel compounded matters
and the most experienced Officers and ratings were mostly
channelled to the new Strike Craft and Mine Hunter projects.
This was apparent on the morning of the accident when an
inexperienced Middle Watch executed the screen reorientation
manoeuvre in heavy seas, at night with unserviceable radar
equipment.
The OOW on the Bridge was the most junior and least
inexperienced Officer on board. He received an order from the
PWO to execute the reorientation manoeuvre to starboard, the
quicker, but more risky option, instead of port, which under the
circumstances would have offered the safer and simpler route.
The OOW decision to order 10 degrees of rudder to starboard
– instead of 15 degrees – proved insufficient to complete the
manoeuvre safely. (See diagram)
Command and Control
The above situation was compounded by a failed understanding
and implementation of the SANGP-1 – General Regulations for
the SA Navy (as it stood in 1982) on board SAS PRESIDENT
KRUGER. Inexperience, a clash of personalities and flawed
communication further compromised the command and control
on the Bridge.
Information gleaned from the Inquest shows the estimated actual
track of PK (solid line) and SAS TAFELBERG (darker dashed line)
until point of impact. The lighter dashed line shows the path that
the PWO in PK's Ops Room had expected the ship to take turning
under 15 degrees of wheel. Although this track does run clear
of SAS TAFELBERG showing that they would have passed each
other at about 03:56, it is still extremely close and thus can be
considered a dangerous manouvre.
 LESSONS LEARNT On 5 March 1982 the ship's
crew of SAS PRESIDENT
PRETORIUS committed
by R Adm Guy Jamieson (Ret), floral tributes into the ocean
Combat Officer and former Deputy C Navy immediately above PK’s last
resting place in honour of the
IT is easy, so many years later, to forget the harsh lessons we learned Sailors who died
from the fateful accident in which the SA Navy lost precious lives, its
flagship, as well as its hard-won reputation for professionalism. To
forget those lessons, however, is to risk repeating the mistakes that
were made and we cannot allow this to happen.
Due to the loss of life, an exhaustive legal inquest took place
after the accident, reports were written, careers and reputations of
individuals were affected but how did the collision affect those of us
still serving on ships at the time?
In 1982, I was in my fourth year in the Navy and was busy with
final preparations for the Bridge Watchkeeping board and serving
at sea when the accident occurred. It came as a great shock to all
personnel in the SAN but especially to the sea going personnel.
There was an immediate sharpening up of standards, especially
regarding qualifications to stand Watches on bridges of ships and
some of the “informalities” regarding who could stand a Watch were
corrected and standardised across the Fleet.
Captains of ships were no longer happy to allow unqualified
Officers to stand Watches on their own without adequate supervision.
Only two of us passed that first Bridge Watchkeeping board after the
collision and the board was chaired by non other than Captain Wim
de Lange, the (then) recent Captain of SAS PRESIDENT KRUGER.
Naval Command and Control regulations were rewritten in order “Those who cannot remember the
to very clearly emphasise the divisions of responsibility between
the Officer of the Watch on the Bridge (responsible for navigation,
past are condemned to repeat it.”
George Santayana, The Life of Reason, 1905.
collision avoidance and safety) and the Principle Warfare Officer
in the Operations room (usually senior in rank to the Officer of the
Watch but responsible for fighting the war, as well as other tactical
operations).
New procedures were introduced allowing the Officer of the
Watch to “override” potentially dangerous instructions or suggestions
even if they were issued by his or her seniors.
These procedures were thoroughly examined through oral
questioning during every Bridge Watchkeeping or Command board
since 1982 and I can personally attest to the fact that they were put
into practice on more than one occasion during my time at sea. This
probably saved us from additional accidents. Most of all, we were
reminded of the dangerous nature of our business.
In peace time, we prepare to fight. We must manoeuvre very close
to other ships to train for the evolutions that we will be required to
execute in wartime. This can be dangerous and it certainly does not
justify a laissez faire approach.
We must train smartly, prepare, brief evolutions thoroughly
and then debrief them afterwards to consolidate training lessons
learned. We must work ourselves up slowly and gradually until we
are competent enough to execute the potentially dangerous training
evolutions.
We must use check off lists and other aides-mémoires. In short,
a similar approach to flying preparation and execution, another
risky business, must be adopted. This was done and many of the
procedures of our Air Force colleagues were adopted and adapted
for our own use. In short, we became more professional because we
could see that our lives depended on it.
The SA Navy moved on from the collision, battered but eventually
stronger and better. The lessons were incorporated and the new way
of operating and qualifying became second nature.
We have never had a serious collision in the SAN since 1982 and
that is quite extraordinary when we see what has happened in some
very large world navies recently.
We must never rest on our laurels, however, and must continue to
adhere to and constantly improve safety and training standards. We
owe it to the lives of those Sailors who perished on that fateful day in
1982; we owe it to their families, their shipmates and we owe it to our
present seagoing personnel.

N0 1/2022 NAVY NEWS 31

 For more information on the South African Sea Cadets see
www.seacadets.za.org
LT (SCC) GILLIAN PILLAY was very apprehensive when her then
12-year-old son informed her he wanted to quit playing softball
and rather join the Sea Cadets. She says all she could envision was
giving up her precious weekends driving from Gordon’s Bay to
Lakeside. Not a very enticing thought...
Her younger brother, WO2 Nolan Herne, was a member of the
SA Navy and he joined the Training Ship WOLTEMADE in 1986
as an Instructor. On occasions when she was “forced” to attend
with her family, she would watch with admiration the discipline
displayed by the young boys and girls. However, it just did not
interest her.
At the very first parent meeting she attended, Cdr Philip Miller,
then Officer Commanding, pointed at her and said “Ma’am, you
are Nolan Herne’s sister, right? You will be on the committee…” “I
was too intimidated to refuse,” she says.
Soon afterwards, then Lt Paul Jacobs (now Captain) took
over as Officer Commanding. Between him and Cdr Miller, they
ensured that she became knowledgeable on every topic. She was
reminded daily by Capt Jacobs to “study, study, study, because you
do not want a Cadet to ask something and you cannot give an
intelligent answer…”
Officially appointed as an Administration Officer in 2011 with
the rank of Sub Lieutenant, she was appointed as OC in December
2020. “It was most unexpected. However, I had no option but to
accept because, by this time, the Cadets had grown on me and
I wanted to be involved in every aspect where I could make a
positive change.”
Her mission is to produce responsible, employable adults
who embody the Sea Cadet values of honesty, loyalty morality,
discipline, leadership, team work, respect and integrity.
Her eldest son, Reuben-Lee Pillay (25) is a pneumatic pump
technician and has been a volunteer Officer at TS WOLTEMADE
since 2016 after having been a Cadet from 2011-2015. He was 14
when he enrolled as a Sea Cadet.
This stemmed from his uncle, WO2 Herne, being in the SA
Navy, as well as an Instructor at TS WOLTEMADE. “Initially
I didn’t want to be in the Cadets because of the level of physical
instruction and standards of discipline, which was well above
anything I had been exposed to. As time went by I grew fonder of
32 NAVY NEWS N0 1/2022
It runs
in the
family
The family, which practically runs
TS WOLTEMADE, from left Reuben, his mother,
Lt (SCC) Gillian Pillay who is the OC, Gracia,
Mikayla and WO2 Nolan Herne, brother of Lt
Pillay. WO2 Herne is a member of the SA Navy
and volunteers as an Instructor at
TS WOLTEMADE in Cape Town
being a Cadet.”
The more he was exposed to precision drill, team work and
attending working party camps and leadership courses, the more
vastly his knowledge grew. Having attained skills and knowledge
imparted by the Officers and Instructors he was able to participate
in and ultimately win the National Cadet of the Year competition.
He was awarded the opportunity to represent South Africa
in the Sail Training International and Royal Navy of Oman
International 2015 Tall Ship Sailing projects.
He sailed on board SHABAB OMAN II from port to port
in the Gulf States, undergoing different sets of tasks that put
his sailing knowledge and seamanship skills to the test daily in
various competitions. “It was the most fun I ever had and the most
memorable experience ever. The cherry op top was that South
Africa was awarded the Sultan Qaboos Trophy.”
He says it brings joy to his heart to see young Cadets grow into
young, well-mannered, mature men and ladies.
His sister, Mikayla (21), works as a student Administrator for
the General Botha Bursary Fund and volunteers as an Officer. At
the age of 12 she started spending a lot of time at the Cadet base
because of her mom’s involvement in the Training Ship.
Like her mother, initially she had no interest in it and was an
extremely shy person. In 2013 the cadets hosted their annual June
camp and after “lots of fighting and arguing” her elder brother
eventually talked her into joining.
“It was on this camp that I realised that they don't just shout at
you while at the Cadets, but actually teach valuable life skills and
lessons,” says Mikayla.
After five months of being a Cadet, she grew in confidence.
“I didn't shy away from speaking to people and learnt so many
different skills. I believe the training I have received played a huge
role in moulding me into the positive, confident person that I have
become…”
After her sister joined the Cadets, the youngest sibling, Gracia
(17), wasted no time in following suit. She was a little girl just
walking around on the premises on a Saturday not knowing much
about being a Cadet but was eager to learn.
“I was impressed by all the activities such as the rope and boat
work. Capt Jacobs told me at the age of seven that I should not be
walking around the base without a purpose.

"The Capatin further
said that I should get myself
dressed into my school
uniform and report to him
in five minutes. My Saturdays
became a living nightmare as
I would scream and cry and
feel like I was taking my last
breath when the lifejacket
made me believe that I was
suffocating during the water
orientation phase,” recalls
Gracia.
Over time she changed
her entire perspective. She
says the Cadets became a safe
haven and a home. In fact,
it became a lifestyle to her, a
way of living and a place of
escape. The Cadets became
her family.
Capt Jacobs exposed her to
the career of a harbour pilot.
She says she instantly fell in
love with this, not just with
the pretty uniform but she
could actually look at images
of harbour pilots in action
and picture herself doing it.
“I could see a future for me.
I decided to apply at Simon's
Town school with my greatest
supporters and motivators
being Mr Peter Coetzee, Cdr
Glen Von Zeil and my mom.”
She was later accepted into
the Lawhill Maritime Centre
where she studies Marine
Science, Maritime Economies
and Nautical Science. She
received a bursary from the
General Botha Old Boys
Association to continue her
studies in the maritime field.
“I have been exposed to
so many other career options
within the Maritime industry.
However, my goal of becoming
a harbour pilot still tops the
list. I have also decided to
look into the marine science
industry. One of my goals
is that one day I could open
my very own maritime
institution where children
from underprivileged homes
could also get the chance
to be exposed to the same
opportunities I had with the
option of broadening their
horizons,” says Gracia.
Cadets aid fire-fighters
ABOVE: Sea Cadets from TS WOLTEMADE notice the outbreak of
fires close to the unit in the Sandvlei Nature Reserve
RIGHT: Esn Reuben-Lee Pillay can be seen through the fire and
smoke assisting to extinguish the fire
By Lt Gaylene Pillay and Esn Bradwin Davids
THE motto of the South African Sea Cadets is “honour and
skill” and, like the Scouting movement, the Sea Cadets are
taught to always be prepared and to take action when required.
On Saturday 21 August 2021, all Officers and Sea Cadets
were on board the Training Ship practising for the forthcoming
prizegiving. The Officers were in the wardroom discussing
the day’s activities when they noticed smoke emerging from
Sandvlei next to the unit in the direction of the railway stations
that the Sea Cadets use.
The Officer Commanding immediately ordered all Officers,
namely Ensigns Mario Aimes, Bradwyn Davids, Mikayla Pillay
and Reuben-Lee Pillay and a Civilian Instructor, Garth Drude,
as well as AB Alvandre Singani, to investigate while the unit
raised the local Lakeside fire brigade.
Ensign (SCC) Reuben-Lee Pillay wearing Esn Davids reported that there were three fires, of which
an anti-flash hood and gloves gives a two had spread due to the wind. “Grabbing two buckets and fire
“thumbs up” extinguishers we headed towards the fire, which was between
Lakeside and Steenberg stations. En route we extinguished
two smaller fires using tree branches and moved to the main
fire. These two smaller fires were extinguished before the fire
brigade appeared on the scene.”
In tackling the main fire, the fire extinguishers and buckets
came into play. Esn Reuben-Lee Pillay and Esn Davids
battled the main fire, which was spreading toward the nature
conservation area. The rest of the team tackled the fire against
the train tracks.
When the fire brigade arrived they assisted them in
containing the fire completely. Once the situation was
contained, the fire brigade ensured that the fire did not flare up
again. Fortunately no injuries were reported.
The Lakeside fire brigade thanked the members of the ship’s
company for their quick reaction and assistance in ensuring
that the fire did not spread.
Lt Gaylene Pillay, Officer Commanding TS WOLTEMADE,
Ensign (SCC) Bradwin Davids in anti- says she was immensely proud of TS WOLTEMADE’s Officers
flash hood in front of the Lakeside fire and Cadets and added: “This proves the value of our training
tender after fighting the fire and preparedness to act when circumstances require.”
N0 1/2022 NAVY NEWS 33
 Safeguarding the seas.

I N S H O R E PAT R O L V E S S E L S

The Sea Axe bow tells you it’s Damen. It also tells you that this is a vessel
offering superior seakeeping capabilities, unrivalled operability and enviable
fuel-efficiency. The Damen Inshore Patrol Vessel represents waterborne
protection you can be confident in.

DAMEN.CO.ZA
34 NAVY NEWS N0 1/2022
 PHOTO COMPETITION
SO BAR -
for the BEST
juices, coffee
and curries in
Simon's Town
and beyond!

Order Coffee and Juices on our WhatsApp line:

+27 61 520 4486 or Join our WhatsApp Group for
offers and events: https://chat.whatsapp.com/
Bb1J9DV91moJzmvPBjqJKl

SO BAR in Simon's Town is our

Congratulations to our well-deserved
The winning photo shows the silhouette of a Frigate at dawn
sponsor of the R200 prize money
WINNER, SLt Kyle Weston!
for the best photograph.
COMPETITION RULES: You may not enter more
than 4 photos at a time for each Navy News Edition.
The photos must be taken recently and be your
own work. Naval Publications Unit Photographic
Section and Public Relations Department staff
may not enter. The Editorial Management Team
reserves the right to choose the entries based on
artistic value, quality, theme-related selections
or other considerations. No correspondence will
be entertained regarding selections and winning
photos. You may not win the prize more than once
per year.
THEME: Nautical/Maritime/Navy
IMAGE SIZE: No more than 2 megs each
RESOLUTION: 300 dpi
Give a brief description of each photo that we can
use as a caption, including where it was taken.
Send photos by email to editor@navynews.org.za
or drop off a flash drive with images at the Navy
News offices in West Yard, Simon’s Town.

Tips from our sponsor to improve your

photographic skills:

• When taking photo's of people, always

A view of Simon's Bay from Signal School, with low clouds and mist obscuring
the town - photo by CPO Morne Smith
BOTTOM RIGHT: Looking towards the Simon's Town harbour entrance from the
Diving School, SAS SIMONSBERG - photo by Sea Romokgo
BELOW: A seagul captured in flight above Simon's Town,
with Roman Rock on the left - photo by Sea Boitumelo Sebipidi
focus on the eyes
We are always drawn towards the eyes in a
photograph, since eyes are a natural focal
point that we connect with.
• When taking portrait photographs at any
aperture, make sure you nail the focus on
the eyes. As long as the eyes are in focus,
both you and your subject are more likely to
consider the picture to be properly shot.

N0 1/2022 NAVY NEWS 35

 05507629PE Chief Petty Officer Johannes Petrus Booysen
77060150PE Chief Petty Officer Hartmut Wilfried Smit
69443794PE Chief Petty Officer Willem Marthinus
Gerhardus Van Tonder
07467392PE Chief Petty Officer Donald Webb
05208145PE Petty Officer Stephanus Petrus Bothma
70351226PE Petty Officer Graham Alexander Frank Brind
65718058PE Petty Officer Robin Centlivre Bulterman
73317695PE Petty Officer Granville Williams De Villiers
66510579PE Petty Officer Evert Koen
08302440PE Petty Officer Hjalmar Lotter
70343553PE Petty Officer Roy Anthony McMaster
72362379PE Petty Officer Roy Frederick Skeates
72265465PE Petty Officer William Russel Smith
75060863PN Petty Officer Michael Richard Bruce Whiteley
72249998PE Petty Officer Coenraad Johannes Wium
80100167PC Able Seaman Gilbert Timothy Benjamin

"They shall not grow old, as we

that are left grow old.
Age shall not weary them, nor
the years condemn.
At the going down of the sun and
in the morning
We will remember them."
(by Lawrence Binyon)

36 NAVY NEWS N0 1/2022