HISTORY PRESERVED FROM THE SCRAP HEAP

            Of the 24 Essex class aircraft carriers constructed during World War II only a handful remain in existence—and they now serve as memorials of the past as historic museums. One of the last to see fighting against the Japanese in the Pacific is the CV-12 Hornet now moored at Alameda, California as a California Historic Landmark.

            She now rides gently berthed at a dock and is open to the public. But as time passes and the lack of funds persist she is slowly falling into disrepair.  Lately a news segment on national television showed how awful things have gone for this famous relic. Water now seeps through the flight deck invading the inner quarters and causing damage. The “Aircraft Carrier Hornet Foundation” which took charge of her in 1998, has put up a valiant effort to preserve her for posterity. But in spite of their efforts not enough money is available to restore the ship. Hopefully with public help things will change.

            Only about four Essex carriers remain in existence. Of the 54 carriers commissioned during World War all have been sold for scrap except for the ones now designated as war memorials.  These include the Yorktown, the Intrepid, the Lexington and the Hornet. All face the same problem—money for upkeep.

            In Manhattan, New York City, the Intrepid has overhauled her flight and hangar decks and is slowly reopening and reconditioning other compartments. It’s a slow process but it is a labor of love for those who work on the ship. The flight deck is decorated with several aircraft and helicopters. Many of these aircraft were designed and built in the succeeding time dating back to the 1950’s and were never included in the original planes that flew off the ship. They even have a supersonic “Blackbird” SR-71 that to this day its altitude and speed remain classified.

            The Lexington, decommissioned in 1991, is based at Corpus Christi, Texas, and is one of the finest maintained carriers in existence. She is also the oldest aircraft carrier in the world and the first to allow women as crewmembers.

            Yorktown, named after her predecessor that was sunk at the battle of Midway, is now berthed at the Naval Historical Center, South Carolina and is open to the public. Commissioned in January 1943 she was assigned to the Pacific to aid in the island hopping battles including Saipan and Iwo Jima. After the war she made trips carrying servicemen back to the United States. She later went under a complete overhaul including redesigning her flight deck for jet aircraft. The ship also participated in both the Korean and Vietnam wars.

            But it is the Hornet that I have the fondest memories.

            When I first saw the carrier based at the former Alameda Naval Base, she appeared huge compared to other naval ships tied up along her. Going aboard I was greeted by a volunteer who had a brochure giving a brief history of the ship. I was astonished that so few visitors were roaming around the vessel.

Hornet had been decommissioned and mothballed at the Bremerton Naval Shipyard at Bremerton, Washington State in 1970. In 1998 she was designated as both a National and California Landmark and towed to Alameda where she remains to date.

Her accomplishments are a record of the fiercest naval battles in the Pacific during World War II. She fought in battles at the Coral Sea, Marshall Islands, New Guinea and also the Caroline Islands and the Marianas. Her fighters, dive bombers, and torpedo planes inflicted horrific damage to the Japanese navy and army air forces and ships and eventually helped in winning aerial superiority throughout the Pacific.

The Hornet was also cited for her attacks against the Japanese shipping that accounted in one raid that destroyed an entire Japanese convoy. As the war continued right into the backyard of mainland Japan, Hornet’s planes were used to blast and destroy military bases, industrial complexes and other mainland military targets.

Continuing at sea her planes were responsible for the sinking of Japan’s pride battleship Yamato that was closing in to fight off the invasion of Okinawa.

After the war Hornet returned to the United States and was decommissioned in 1947. But in 1951 the ship was re-commissioned and sailed to the New York Naval Shipyard for conversion. There her flight deck was reconstructed and other modern alterations were made as well. When the work was completed she was renamed as an attack carrier and participated in the Vietnam War.

As the years went by the Hornet enjoyed other history making events. In August 1966 she was part of the recovery fleet that fished out the unmanned Apollo module off Wake Island that set the precedent of recovering astronauts.

When I visited the Hornet I was astonished at how smart and clean she was. The main kitchen gleamed and the brass and stainless sinks and hardware shined to a perfect image. Visitors are able to tour the various compartments including the engine rooms, mess hall, ready rooms, sleeping quarters, hospital and bridge. And for those who have a supernatural sense the Hornet is supposed to be haunted.

Unfortunately today those born after the Second World War have little knowledge of the time that resulted in the death of millions and the opening of Pandora’s Box—the nuclear age. She, like her other three sister carriers now rest and await a curious public. If it were not for these valuable artifacts of a time where America was in crucial danger, the history of those major battles that led to final victory would be lost.

Let’s hope that sufficient donations will meet the need to repair these irreplaceable parts of a history that made America free.

DAN GARY, AMERICAN HERO

By DELL ARTHUR

            Meeting Don Gary you wouldn’t think of him as a hero but he was. During World War II, he was serving as a Lt(jg) aboard the aircraft carrier “Franklin,” as an engineering officer—a job that would prove to be the salvation of not only him but many others as well.

            Gary was known as a quiet, mild mannered man and practiced his job well. As an engineering officer he knew his ship from top to bottom and it was a horrific near fatal attack by a lone Japanese airplane on the Franklin that tested this knowledge and courage beyond human endurance.

           

            It was December 1944 when he was first assigned to the Franklin. The ship was one of 24 of the Essex class aircraft carriers that fought in many battles in the Pacific against the Japanese. By the end of her career she received four Battle Stars for action. But what the ship was most renowned for was her final battle some 50 miles off the mainland of Japan. The date was March 19, 1945.

            The war was nearing the end when the Franklin early in the morning launched a fighter attack against a military base located at Honshu. Once the airplanes were in the air most of the ship’s crew was given an opportunity to catch some rest, eat and relax until the flight returned. They had been called to action 12 times during the night and they were exhausted. The Captain, Leslie  E. Gehres, gave the order for the battle station crews to stay at their stations and keep a sharp eye against any aggressor. The lull was irresistible and a sense of peace permeated throughout the ship.

After the first fighters and bombers were launched another group of 16 planes were sitting on the flight deck warming their engines and getting ready for takeoff. All were fueled and armed and the rear gasoline system on the carrier, flushed with fuel, was in operation.

And then it happened.

            A low overcast shielded the carrier group when suddenly a lone Japanese plane broke through the clouds and plunged down towards the Franklin. The attack proved devastating and quick. As the enemy bomber screamed towards its target, all the American ships in the fleet opened fire without effect. Relentlessly the plane kept on its track and then released two bombs, both hitting the Franklin. One bomb tore through the main deck down into the hangar deck causing a massive explosion. Fuel and ammunition and bombs exploded adding to the awful melee and confusion. Fire and explosions erupted throughout the deck burning men to death and inflicting horrible injury to others. Only two men escaped the carnage. As the fire spread the Franklin slowed to a stop mortally wounded.

            Many sailors were blown overboard and others jumped from the stricken ship believing it was about to capsize. But many of the remaining crew stuck to their jobs battling the flames as the carrier took a 13 degree list fighting against the odds of sinking. Below decks men were trapped because of the smoke and fire and it was then Gary distinguished himself of the title of “hero” by his remarkable courage under the most terrible conditions imaginable. By putting his own life on the line he was responsible for the saving of some 300 shipmates.

            Inside the ship the corridors were filled with intense smoke and heat. Gary, with his engineering knowledge, was able to get to the lower decks and find men trapped. He then, under the threat of more explosions, was able to find an escape route enabling him to lead several men out. He then returned time and again under the threat of his own death to lead other groups to safety as well.

Once he accomplished this goal Gary then worked his way down to the boiler room and directed volunteer crewmen to get one of the steam boilers operating giving the carrier the needed opportunity to get up power.

With the attack finally over the Franklin was taken into tow by the cruiser Pittsburgh. Finally the carrier was able to get up enough steam and head out of the area under her own power to safety at Ulithi Atoll for temporary repairs. From there she headed to Pearl Harbor.

Once she was deemed “seaworthy,” at Pearl, the carrier proceeded to the Brooklyn Navy Yard through the Panama Canal. Once at the shipyard she was repaired to fighting condition but never again saw action in World War II.

All in all over 800 men died as a result of the attack. Most were never recovered and their burial was at sea. After returning to the United States and repair this great ship was used as an antisubmarine attack support carrier. But since she was never converted to a “slant deck” enabling her to launch jets, she was deemed obsolete and finally decommissioned and sold for scrap.

The great legacy that the Franklin left for naval history was that she was the most severely damaged ship of the war to survive and yet return to safety under her own power thanks to a courageous crew.

As for Gary his exploits were cited and he was recommended for the Congressional Medal of Honor. In 1946 President Harry Truman proudly put the medal around his neck and congratulated him for his heroic action.

During his distinguished naval career Gary finally retired at the rank of Commander. He died at the age of 76 in 1977. In honor of his service a guided missile frigate, the USS Gary was named after him.

It is an honor to have known and write about this great man.

THE PEN

            This high walled anachronistic stone structure sits within the city limits of a town called Walla Walla in the far south-east part of the state of Washington. It hasn’t changed much since it was built in 1886—three years before Washington became a state, and the misery it harbors behind its main gate hasn’t either. The place is better known as the Washing State Penitentiary. To the locals it is simply referred to as “the Pen.”

            Driving into to the visitor’s parking lot a visitor will notice the facility is surrounded by well-manicured green grass, stylish bushes and flowers reflecting a sense of calm and beauty. Nevertheless, looking up at the high walls with guard towers and uniformed men holding automatic rifles peering down at the “yard,” the illusion quickly passes.

            Within the prison, which houses over 2,000 inmates, normalcy is practiced in a very un-normal way. What is taken for granted in “the free world,” doesn’t exist here. In order for an inmate to survive its necessary to adapt, try to stay out of trouble, follow rules and simply “do your own time.” For many others who will spend the rest of their lives incarcerated this can prove to be difficult until, or unless, they realize that this is all there is.

            Their routine is the same day in and day out. Friendships are made within their community and enemies as well. It’s good to have friendships—they help protect your back. The enemies they try to avoid at all costs. Some have jobs which may pay as much as 25 cents a day or some may be taking educational high school or college courses for credit and graduation.

            Checking in at the office we were required to show our identification and reason for the visit. I had contacted the institution week’s earlier requesting permission to do a series of articles for my newspaper. A visit was granted and I was allowed a tour the inside with no reservations or restrictions with one of the prisons officials. It was quite an eye opener.

            Once inside the walls it was a different world. There were inmates scattered around the “yard” and buildings, some just sitting and leaning against a wall and others just taking their exercise. No one was in a hurry to get anywhere since there was no place to go. The officer I was with introduced me to a “trusty” who took over and the two of us continued our peregrination as inmates gave us a curious once over.

            The fellow escorting me was serving time for grand larceny and stealing checks. He was friendly, affable and answered questions without embarrassment or hesitation. I liked him.

            The penitentiary housed several industries. If an inmate wanted to learn a trade there was several available. The upholstery shop made furniture for both the prison and for other state government agencies, an auto shop trained aspiring mechanics and a prison newspaper, staffed by prisoners, was printed for the inmate population. But the one industry that caught my attention was where they made all of the state’s vehicle license plates. Touring the building that housed the machinery for making the plates I was introduced to an older inmate whose name stuck out. It was Jessie James! Walla Walla was to be his home for the rest of his life since he was convicted for murder with no chance of parole.

            The prison included men who were sentenced for as little as a year and a day to those sitting on death row. Those who were waiting for execution were housed in a maximum building within a maximum building. It was known simply as “Big Red.” The method of death gave a condemned man the option to be hung or lethal injection. If the person would not make a decision then the state would make the decision for him and the result would be injection.

            Inmates confined at the prison include some familiar and noted people. There is Kenneth Bianchi, also was known as “the Hillside Strangler.” It was he and his cousin who prowled the streets in Los Angeles, California looking for female victims. His cousin died in a San Quinton. Another well known murderer is Gary Ridgway who murdered over 30 women and dumped their bodies in the Green River near Kent, Washington. Both are serving life sentences with no chance of parole. But with today’s permissive attitude, who knows how long they will remain behind bars.

            And on death row a mild mannered former “family man,” by the name of Robert Lee Yates passes his time as he goes through a series of state and federal appeals. His background is interesting in many ways.  He was once hired by the Washington State Department of Corrections as a prison guard and he also flew helicopters for the National Guard. As a military pilot he was awarded several medals for his service and held in high esteem. Now Yates sits awaiting his death at a state appointed time. He was convicted for murdering some 15 women and one man and had the audacity to bury one of his victims, Melody Morfin, outside his bedroom window! His wife and children never suspected he was a monster in disguise.

            As the seasons pass those behind the grey stone walls can only imagine living in freedom. Many will be released only to return for another crime. The recidivism rate for criminals borders around 50 percent. Some return merely because they are “institutionalized” and can’t make it on the “Outside.” For others they are simply evil men.

            Yet there are others who find confinement an experience they will vow never to repeat. Most of these folks are incarcerated for drug offenses and now that they have had the chance to get “clean” they have no desire to return to the type of life that got them here. For them there is hope. But even in prison narcotics can be obtained if one knows the right person. Drugs are smuggled in by visitors and in some cases in the past, prison guards.

            Prison is an imperfect world at best.

By day’s end it was time to leave. Escorted to the gate separating the main prison from the administration building you have to walk into a room which has two locked doors; one entering and the other leading into the main building. Once in the room both doors are locked and a head count is made and all are required to show identification that matches a sheet. Once cleared the main door opens and you return to the free world.

            Returning to my car it was nice to see the penitentiary disappear in the rear view mirror as I headed west back to my own home and family.