Marine Wife Award 2014 Cyndi Stamps

Cyndi Stamps

CYNDI STAMPS is the 2014 recipient of the Irene Ferguson Marine Wife Recognition Award. She is being honored for her personal sacrifice and commitment to the betterment of her family, the Marine Corps and the local community. Cyndi’s generous giving of her time, talents and knowledge is in keeping with the highest traditions of a Marine Wife. Her tireless efforts have greatly impacted many throughout the Corps and the related civilian community.

Cyndi embodies the spirit of an exemplary Marine spouse by her passionate support of organizations such as LINKS, the Navy Marine Corps Relief Society, the Command Family Readiness Program and several youth and church organizations. Her dedication to her family and the Corps has proven immeasurable. Cyndi has shown great strength and resiliency during the past year as mother of three, a graduate student, Marine Corps Spouse and as an avid volunteer.

Cyndi Stamps’ character, patriotism and astounding selflessness are an inspiration to all who know her, or have been touched by her generosity and kindness.

Japanese Officer Assists US Marines In Final Days Of World War II

Lieutenant Minoru Wada

By John M. Curatola, LtCol, United States Marine Corps (Retired)
With assistance from the Log Book staff

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On August 9, 1945, Nagasaki was devastated by the second atomic bomb attack on Japan during World War II. The attack by the B-29 ‘Superfortress, “Bockscar,” piloted by Major Charles W. Sweeney, was followed only a day later by a truly unique episode of World War II.

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On August 10, 1945, with Japan’s surrender just days away, a flight of Marine aircraft took to the skies and attacked entrenched Japanese positions on the Philippine island of Mindanao. In the lead plane, directing the Marines was a captured Japanese officer, Lieutenant Minoru Wada, locating targets and pointing out positions in the thick jungle. This event was the first, and only time, during the war that a Japanese Imperial Army officer served as part of an American combat flight crew.

The events of August 10, 1945 were unique in their own right, but were only possible because of events that occurred much earlier in the Pacific war. Some background information is necessary to fully understand the circumstances that led to Lieutenant Wada’s assistance to the US Marines conducting aerial combat operations on Mindanao.

General Douglas MacArthur was appointed Supreme Commander, Southwest Pacific Area (SWPA) on April 18, 1942. The SWPA included Australia, New Guinea/Papua, the Philippines and originally part of the Solomon Islands. MacArthur’s Allied forces command primarily consisted of United States and Australian forces.

By June 1945, MacArthur’s command had successfully fought a lengthy campaign to remove the Japanese forces from the New Guinea/Papua area, thus freeing Australia from potential invasion. Philippine Islands were the next to be retaken. Shortly thereafter, MacArthur moved his headquarters to Manila. On June 21, 1945, the Battle for Okinawa was over. By August, MacArthur’s USAAF units under General George C. Kenney’s command had already moved their headquarters to Okinawa. Army Air Forces in the Pacific were now focused on bombing the Japanese homeland.

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In defeating Japanese forces in the SWPA, General MacArthur’s armies had bypassed some strong points in the Japanese defense, as had the United States Navy bypassed the Japanese Naval base at Rabaul. However, MacArthur could not ignore the bypassed Japanese forces in the Philippines. Most of these forces refused to surrender, regardless the impossibility of their predicament. They threatened the survival of the local Pilipino population.

One of these bypassed holdouts was the Imperial Japanese Army’s 100th Division, commanded by General Jiro Harada.[1] Although severely reduced in strength, it remained entrenched on the island of Mindanao. Opposing Harada’s forces were the United States Eighth Army and Allied forces under the command of General Robert L. Eichelberger. His forces were given the task of destroying all remaining Japanese defenses and completing the island’s liberation. In dealing with Harada’s remaining forces, Eichelberger was supported by the First Marine Aircraft Wing (1st MAW).

The 1st MAW became famous as the first Marine aviation unit to arrive on Guadalcanal in August 1942 and was the genesis of the island’s famous Cactus Air Force. By 1945, the focus of the 1st MAW was guard duty of the Solomon Islands. Major General Ralph J. Mitchell, 1st MAW commander from April 1943 to June 1945, was tired of his men being relegated to heckling bypassed Japanese garrisons and had been pressing superiors to have at least some of his squadrons participate in the Philippine campaign. With the campaign in the Western Pacific moving to the Philippines, ground based Marine aviation resources to include the 1st MAW were transferred to MacArthur’s 5th Air Force under General Kenny’s command.[2]

Admiral William F. Halsey, whose Third Fleet was assigned to cover and support operations around Leyte, knew that 1st MAW’s four Corsair squadron’s (MAG-12) were assigned “to missions far below its capacity.” He also knew that Admiral Thomas C. Kinkaid, (Commander, Allied Naval Forces) under MacArthur in the Southwest Pacific area had complained about “insufficient air cover.”

Halsey’s “awareness” prompted him to contact MacArthur, and the role of ground based Marine aviation in the Western Pacific campaign began to change, especially for Marine Bombing Squadron 611 (VMB-611) of Marine Air Group-32. VMB-611, flying PBJ Mitchell bombers would become the only PBJ squadron to operate in the Philippines during the war. By April 1945, both VMB-611 and MAG-12 Corsair squadrons were flying from airfields on Zamboanga, a peninsula projecting from the west side of Mindanao.

The August 10, 1945 mission was conducted by PBJ aircraft from VMB-611, Major David Horne commanding, accompanied by MAG-12 Corsairs from Marine Fighter Squadron 115 (VMF-115), Major John S. Payne commanding.

VMB-611was commissioned October 1, 1943 at MCAS Cherry Point, North Carolina, as a PBJ-1 Squadron with Captain Prescott D. Fagan in command. Originally assigned to MAG-61, the squadron was transferred to MAG-32 when ordered to the Philippines.

VMF-115 (“Joe’s Jokers”), was organized on July 1, 1943 at Marine Corps Air Station Santa Barbara, California, as an F4U Corsair squadron and Major Joseph Foss assumed command later that month. In late 1944, just before the squadron’s move to the Philippines, Major Foss’ “ever present malaria attacks” forced him to relinquish command and return to the States.

As American troops made progress in eliminating pockets of bypassed Japanese units on Mindanao, they captured a number of Japanese soldiers. Among POWs was Second Lieutenant Minoru Wada. Wada had been with the 100th Division for over a year, and had served as a transportation officer. He had excellent knowledge of the island and its terrain.

Lieutenant Wada is somewhat of an enigma. Beyond the events of August 10th, 1945, very little is known about his personal history. Although born in the United States, Wada returned to Japan before the war to pursue his education. He was educated at the University of Tokyo and eventually attended the Kyushu Military Academy. When pressed into military service, Wada began to think deeply about the nature of the war. As Japanese losses mounted, he became disillusioned and loathed the conflict.

After his capture, Marine Corps intelligence officers interviewed Wada extensively. In the course of these interrogations, Wada admitted “he had never been convinced his country should have started the global conflict they did…and he would do anything, even sacrifice his own life to stop the war and bring ultimate peace to the people on the Japanese home islands.”  Furthermore, Wada believed “[the Japanese] generals and admirals, the old tough military, forced this war on the people… [and that] the common Japanese person does not want war.” While the nature of Wada’s capture raised some suspicion with the Americans, he eventually convinced his interrogators that he wanted the war to end as soon as possible and looked forward to a peaceful future.

In early August, American forces were trying to rout out the remaining elements of the Japanese 100th Division. This was no easy task. Japanese troops were entrenched in thick jungle and steep hills the terrain on this part of Mindanao, which provided good hiding places for the Division’s troops.[3] At some point, Marine interrogators suggested to Lieutenant Wada that he might be of help in locating his unit’s headquarters and disrupt their command and control structure.

Initially repulsed by the request, Wada eventually reasoned that if he could assist the Americans here on Mindanao, many more lives might be saved overall and the war may come to a close even faster. With this reasoning in mind, Wada agreed to help the Americans dislodge his former command. Looking for a way to break Japanese resistance in the jungle mountains of Mindanao, Wada’s information was keenly welcomed.

During the pre-flight briefing, Wada pointed out Japanese positions on maps and pointed out the location of potential targets. After the briefing, he flew in the lead PBJ piloted by Major Sidney Groff.

Sitting in the radio-gunners compartment aboard the lead bomber, Wada had an excellent view of the airstrike. Because Wada spoke very little English, Gunnery Sergeant Charles Imai was assigned to relay Wada’s instructions to the flight crew. When Imai translated Wada’s instructions, he passed the information to the air strike coordinator, Major Mortimer H. Jordan. Major Jordan was aboard the same bomber, but seated in the nose compartment. Once Imai passed the information to Jordan, he then radioed that information to the strike aircraft.

According to Major Jordan, Wada identified a number of critical targets and his navigation to those targets was very accurate. With Wada’s help, the Marines pounded the target area with napalm, fragmentation bombs, rockets and heavy machine gun fire. Jordan reported “the Japanese officer put us zero on the target and we did the rest…maybe [we] overdid it.” After several tons of bombs were dropped, the battle damage assessments concluded that the 100th Division’s command capability was destroyed.

After the mission, Wada was naturally melancholy, but did not express any regret over his actions. Watching the Marines conduct the air raid, Wada was impressed with the flying skill of VMB-611 and stated “you clazy six er-reven Malines pletty good fryers.”

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Ultimately, Lieutenant Minoru Wada was a minor participant in the Second World War, and most of his activities during the conflict have been lost to history.  However, upon returning from the mission of August 10th, several Marines reported that Wada appeared to be happy and at peace with what he had done. Marines that participated in this raid believed Wada was happy because he had accomplished something he believed to be important in his life – making a contribution to the end of the war.

After the mission on August 10th 1945, Lieutenant Wada became a man without a country. He was given a new identity and appearance by the Allies to protect him from retribution. What happened to Wada from that point forward remains unknown. The records of the events of that day remained classified for over 35 years, and even to this day do not appear in any official historical records of the US Marine Corps.


[1] Part of the Imperial Japanese 35th Army, the 100th Infantry Division was activated in early 1944 on the island of Mindanao.  Consisting of crack Japanese troops, with significant combat experience, the 100th Division was tasked with repelling the American invasion “at all costs.”

[2] During the Korean War, Marine Corps ground based aviation forces were again under command of the USAF’s 5th AF.

[3] The headquarters elements of Wada’s 100th Division were located in the mountains near the Kibaw-Talomo Trail, running northwest from the city of Davao.

Thank You for Your Support On giveBIG Day!

Flying Leatherneck Historical Foundation did well during our first-ever participation in giveBIG Day!

The Foundation’s generous supporters gave a total of $2400 through the San Diego Foundation in support of FLHF on giveBig Day.  This qualified us for incentive pool funds, and so our final total will be larger.

We owe a huge thank you to all of you who donated, shared or visited after receiving social media updates and emails throughout the day. We are glad you stuck with us to make it a success.

The giveBig Day campaign is sponsored by the San Diego Foundation every two to three years.  FLHF did well this year and benefited from the awareness building activities as well as association with nonprofit leaders in the community. This could be a great mechanism to turn website and Facebook followers into members and donors in the future once they have had more time to engage with FLHF.

This 24-hour online giving campaign was designed to increase philanthropy and community awareness of  local nonprofits. It’s a chance for all of our supporters to come together and make a big difference.

All tax-deductible contributions through giveBIG will be used to support programs and services at the Flying Leatherneck Aviation Museum.

2014 Easter Holiday Closure

Easter Bunny Holiday Closure

 

Sorry, we are closed Sunday, April 20 for the Easter Holiday.

We wish all of you and your families and very Happy Easter. Please make plans to visit the Flying Leatherneck Aviation Museum and Historical Foundation as soon as you can.

If you are already here in the San Diego area, consider some of these great Easter activities [via San Diego Family Magazine]:

SAN DIEGO, Calif. — Egg Hunts, Bunny Visits & Spring Activities

Bunny Photos. See the Easter Bunny and pose for photos! March 29-April 19. Mon.-Sat., 11 am-7 pm; Sun., 11 am-6 pm. Gazebo in Macy’s Courtyard, Grossmont Center, 5500 Grossmont Center Dr., La Mesa; www.grossmontcenter.com.

San Diego Zoo Play Days. Delight in the climbing, prowling and plunging skills of the Zoo’s animals at this year’s event. Also, have up-close encounters with animal ambassadors, see live performances, join a digital Easter egg hunt around the Zoo and pose for photos with the Easter Bunny. April 6-20; visit website for hours. Free with admission. $36-$46. Balboa Park, San Diego; www.sandiegozoo.org/playdays.

April 4-6

Easter Spring Fest for Kids at Shepherd of the Hills. Free kids’ crafts, a movie about the Easter story plus a nighttime egg hunt. April 4, 6-8 pm. Bring your own basket and flashlight. 9191 Fletcher Pkwy., La Mesa; 619-469-4197.

Easter-Themed Piñata Workshop. Families make a piñata in the shape of an egg, chick, rabbit, carrot or sheep. April 5, noon-2 pm. $15-$20. Call to RSVP. Casa Artelexia, 2400 Kettner Blvd. #102, San Diego. www.facebook.com/artelexia/events; 619-544-1011.

Spring Fling. Meet the Easter Bunny and enjoy face painting, a bubble game, a live bunny from the San Diego Zoo and more. April 5, 9:30 am-12 pm; egg hunt for ages 12 & under at 10 am. Rancho Bernardo Community Park, 18448 West Bernardo Dr.; 858-538-8129.

April 11-13

Glow-in-the-Dark Egg Hunt. First Church Children’s Ministry offers an evening of glow-in-the-dark games, desserts and a one-of-a-kind egg hunt for kids of all ages!April 11, 7-8:30 pm. Free. Please bring a basket. First United Methodist Church of San Diego, 2111 Camino del Rio South (west of Texas St.), Mission Valley.www.fumcsd.org; 619-297-4366.

Ride the Bunny Train at Pacific Southwest Railway Museum in Campo. Receive a surprise from the Easter Bunny, make a craft and hunt for eggs. April 12, 13 & 19, 11 am & 2:30 pm. $5-$15. For reservations, visit www.psrm.org.

Vista Optimist Hosts Egg Hunt & All-You-Can-Eat Pancake and Sausage Breakfast.Also, a bonnet contest (9 am) and Easter Bunny photos. April 12, 7-11 am; egg hunt for ages 11 & under, 10 am. $5. Vista Optimist Club, 600 Optimist Way.www.cityofvista.com.

Parade of Wheels & Egg Hunt. Plus arts and crafts, popcorn and punch. April 12, 9 am-noon; bike decorating, 9-10:15 am. Egg hunt for ages 2-12. South Clairemont Recreation Center, 3605 Clairemont Dr. www.sandiego.gov; 858-581-9924.

Paseo del Rey Church’s Egg Hunt. Hear the Easter story, play games, make a craft and find eggs with treats. April 12, 9:30-11:30 am. Free. Activities for first graders & younger. 900 Paseo del Rey, Chula Vista. www.paseodelrey.org.

Eggs, Eggs, Eggs in Ocean Beach. Age-specific egg hunts starting at 10 am on April 12. Robb Field Athletic Area, 2525 Bacon St. www.sandiego.gov; 619-531-1563.

Bunny Bash at Grossmont Center. Hop on down to Macy’s Courtyard for Easter treats, Mad Hatter paper bag hat decorating, balloon art, an egg hunt for ages 3-10 and more. April 12, 10 am-noon; egg hunt, 10 am (line starts at Coldstone Creamery at 9:30 am). Free. 5500 Grossmont Center Dr., La Mesa. www.grossmontcenter.com.

Bates Nut Farm’s Egg Hunt. Also, crafts and the Easter Bunny. April 12, 9:30 am-noon. Crafts from 9:30-10:30 am; egg hunt at 10:30 am. 15954 Woods Valley Rd., Valley Center. www.batesnutfarm.biz; 760-749-4902.

Eggs & More at Tecolote Recreation Center. Face painting, a jump, crafts, free popcorn and goodie bags. April 12, 1-3 pm. 4675 Tecolote Rd., San Diego.www.sandiego.gov; 858-581-9930.

Eggs & Treats at Santa Clara Recreation Center. Free egg hunts for ages 13 & under plus face painting, photos with Mr. Bunny, arts and crafts, and concessions. April 12, 11 am-2 pm. 1008 Santa Clara Place, San Diego. www.sandiego.gov; 858-581-9928.

Spring Egg Hunt at Montgomery-Waller Recreation Center. Plus a visit with Mr. Bunny. April 12, 10 am-1 pm. For ages 3-12. 3020 Coronado Ave., San Diego. 619-424-0466.

Easter Treasure Hunt & Other Surprises at Old California Restaurant Row. Free balloon sculptures and photos with the Easter Bunny. Kids, ages 12 & under, can also receive a gift bag with goodies after completing a treasure hunt. April 13, noon-2 pm. Free. 1080 W. San Marcos Blvd., San Marcos. www.oldcalrestaurantrow.com.

April 18-20

Shows at Balboa Park’s Puppet Theater. April 2-6The Tortoise and the HareApril 16-20Peter Rabbit. Wed.-Fri., 10 & 11:30 am; Sat. & Sun., 11 am, 1 & 2:30 pm. $5; under 2 free. www.balboaparkpuppets.com; 619-544-9203.

Spring EGGStravaganza at Birch Aquarium at Scripps. Make a shark egg craft, join an underwater egg hunt, take a closer look at animal eggs and more. April 18-20, 11 am-3 pm. Free with admission. $12.50-$17. 2300 Expedition Way, La Jolla.www.aquarium.ucsd.edu; 858-534-3474.

Easter Bunny Teas at The Westgate Hotel. Enjoy an egg hunt, the Easter Bunny and cool magic tricks. April 18 & 19, 2:30-5 pm. $30-$45 plus tax and gratuity. For reservations, go to www.westgatehotel.tix.com. 1055 Second Ave., downtown San Diego. www.westgatehotel.com.

Carlsbad’s EGGstravaganza Spring Festival. Get the most out of Easter with exciting games, a scavenger hunt for the family, photos with the Easter Bunny, a preview of the Parks & Recreation Summer Camps program and a Fun Zone with a giant slide, bounce houses and an opportunity to ‘soak the bunny!’ April 19, 10 am-1 pm; egg scramble, 10:30 am-12:30 pm. Free admission; activity cards and Unlimited Fun Zone wristbands available for purchase. Visit website for details. Poinsettia Park, 6600 Hidden Valley Rd. www.carlsbadca.gov/parksandrec.

Kroc Community Church Presents Free Easter EGGstravaganza. Find a basketful of fun things to do! Enjoy visits and photos with the Easter Bunny, arts and crafts, carnival games, music, prizes and the new Toddler Zone. More than 15,000 eggs are up for grabs on The Kroc Center’s Recreation Field! April 19, 10 am-1 pm. Egg hunt for ages 4-11. Don’t miss the Easter service tomorrow at 10:30 am; free breakfast at 9 am. The Salvation Army Kroc Center, 6845 University Ave., San Diego.www.kroccenter.org.

Egg Hunt at Poway Community Park. Also, a pancake breakfast, games, a visit from the Fire Dept., bounce houses and a fun zone at this event hosted by Living Way Church. April 19, 8 am-1 pm. Breakfast $4; other activities free. 13094 Civic Center Dr. www.poway.org; 858-486-1441.

Spring Party with Bunny. Hang out with a friendly bunny, be part of a stuffed bunny hunt, pet real rabbits and more. April 19, 10-11:30 & 11:30 am-1 pm. $18 per child; regular admission fees apply to accompanying adults. For ages 2-6. Pre-registration required; visit website for details. San Diego Botanic Garden, 230 Quail Gardens Dr., Encinitas. www.sdbgarden.org.

North Clairemont Recreation Center’s Egg Hunt. April 19, 9:30 am (ages 1 & 2); 10 am (ages 3-5); 10:30 am (ages 6-8) & 11 am (ages 9-12). Free. 4421 Bannock Ave.www.sandiego.gov; 858-581-9926.

ONEHOPE ACT Today! for Military Families 5K/10K Run/Walk & Family Festival.
Make a difference in the lives of military children with autism at this annual event that also features a one-mile fun run, a kids’ egg hunt, live music, booths and a kids’ zone. April 19, 6:30-11 am. $20-$45. Tecolote Shores Park, Mission Bay.www.acttodayformilitaryfamilies.kintera.org.

PQ Spring Egg Hunts. April 19, 10 am. Free. Peñasquitos Creek Park, 8021 Park Village Dr.; Rolling Hills Park, 11082 Carlota Dr.; South Village Park, 14756 Via Azul; Ridgewood Park, 12604 La Tortola. www.sandiego.gov; 858-538-8198 or 858-538-8131.

Breakfast & Eggs-treme Fun in Coronado. A hearty breakfast, an Easter Bunny visit, an egg hunt and crafts. April 19, 9 am. $8-$11; under 16 free (tickets are limited; call for details). From 1-3:30 pm, egg hunts, carnival games, a life-sized Candyland game and more. Egg hunts free; fee for some activities. Coronado Community Center, 1845 Strand Way. 619-522-7342.

Find Eggs in La Jolla. April 19, 10 am-1 pm. Free. La Jolla Recreation Center, 615 Prospect Dr. 858-552-1658.

Children’s Spring Festival & Egg Hunt. Eggs filled with treats, games and refreshments. April 19, 10:30 am-noon. Free. For grades 3 & under. La Colonia Park, 715 Valley Ave., Solana Beach. 858-720-2453.

Breakfast with Peter Cottontail & Egg Scramble. Feast on pancakes and sausage at the Williams Barn from 8-10 am on April 19. $4-$5. After breakfast, toddlers through 5th graders can hunt for eggs with prizes. Come early for carnival games, jumps and a photo op with Peter Cottontail. $5 per family. Walnut Grove Park, off Twin Oaks Valley Rd. on the cor. of Olive & Sycamore, San Marcos. www.san-marcos.net.

Torrey Hills Spring Egg Hunt. Plus crafts, face painting and games. April 19, 9 am-noon. 4260 Calle Mejillones, San Diego. 858-552-1687.

Standley Recreation Center’s Egg Hunt. For ages 10 & under. April 19, 10 am-noon. Please arrive early with a basket and meet in the gym. 3585 Governor Dr., San Diego.www.sandiego.gov; 858-552-1652.

Bunny Sighting at Scripps Ranch Farmers Market. Get treats and have your photo taken with the Easter Bunny (10:30 am-12:30 pm), enjoy face painting and balloon art, and take part in a free treasure hunt. April 19, 9 am-1 pm. 10380 Spring Canyon Rd.; www.srfm.org.

San Carlos Recreation Center’s Spring Carnival. Egg hunts for ages 12 & under, jumps and live music. April 19, 10 am-1 pm. 6445 Lake Badin Ave., San Diego.www.sandiego.gov; 619-527-3443.

Egg Mania in Linda Vista. Participate in an egg hunt and pose with the Easter Bunny. Participants will be grouped by age. April 19, 10 am. Linda Vista Recreation Center, 7064 Levant St. 858-573-1392.

Scout for Easter. Scout @ Quarters D transforms its one-acre garden into a springtime wonderland! Easter egg dyeing, an egg hunt with prizes, basket decorating, a butterfly photo booth, food truck fare and an art project courtesy of The New Children’s Museum. April 19, 11 am-3 pm. $10-$20. For tickets, visit website. NTC at Liberty Station, Point Loma. 
www.scout-home.com/scout-for-easter.

Hunt for Eggs at Cadman Recreation Center. Also includes family activities. April 19, 12:30-2:30 pm. 4281 Avati Dr., San Diego; www.sandiego.gov; 858-581-9929.

Eggs & Goodies at Pacific Beach Recreation Center. Egg hunts by age plus games, food, a jumper and crafts. April 19, 9 am-noon. Food/game tickets: 4 for $1; egg hunt free. 1405 Diamond St.; 858-581-9927.

Fill Your Basket with Easter Eggs at Carmel Valley Community Park. April 19, 9 am-noon. Free. 3777 Townsgate Dr. 858-552-1616.

Easter Fun in Encinitas. Jump houses, face painting, prizes and 20,000 eggs for the taking! April 19, 10 am-1 pm. Free. Ecke Sports Park, 278 Saxony Rd.; www.encinitasparksandrec.com.

Egg Hunt at MLK Recreation Center. April 19, 10 am. Free. 6401 Skyline Dr., San Diego; www.sandiego.gov; 619-527-3415.

Easter Treats at Adams Recreation Center. An egg hunt, face painting, crafts and live music. April 19, 9 am-noon. 3491 Adams Ave., San Diego; 619-235-1149.

Oceanside Egg Hunt. Look for hidden treasures and see the Easter Bunny. April 19, 10-11 am. Free. Buddy Todd Park, 3000 Mesa Dr.; 760-435-5041.

Spring Eggstravaganza at Santee Lakes. Continuous egg hunts for ages 8 & under, a petting zoo, carnival rides, crafts and pony rides. April 19, 9 am – 3 pm Activity/ride tickets $.50 each. 9310 Fanita Pkwy.; www.ci.santee.ca.us; 619-258-4100, ext. 201.

Egg Hunt at Willie Henderson Sports Complex. Also, jumps, photo booth and a game truck. April 19, 10 am-2 pm. 1035 S. 45th St., San Diego; 619-527-3407.

Easter Eggs, Crafts, Jumps & More. April 19, 10 am-noon. Carmel Mountain Ranch/Sabre Springs Recreation Center, 10152 Rancho Carmel Dr.; 858-538-8100.

Easter Surprises at Belmont Park. Get hoppin’ and hunt for treat-filled eggs on the beach and throughout the park, and pose for pictures with the Easter Bunny. April 20; beach egg hunt, 9 am-noon; park egg hunt, noon; bunny pictures, 2-4 pm. Also, bring your appetite to WaveHouse Beach Club’s delicious Easter brunch from 9 am-3 pm. For reservations, call 858-228-9283. Park egg hunt is free; $5 each for egg hunt on the beach. Online registration required. 3146 Mission Blvd., San Diego; www.belmontpark.com/easter.
Easter Worship Services

Interactive Easter Vigil. Experience Easter in a whole new way at this event that incorporates glow sticks, water, bubbles and homemade musical instruments. April 19, 3 pm; crafts starting at 2:30 pm. Free. 16275 Pomerado Rd., Poway; www.stbartschurch.org.

Balboa Park’s Easter Sunrise Service. Musical performance by the Cathedral Mass Choir and an Easter message by Pastor George A. McKinney of St. Stephen’s Cathedral Church of God in Christ. April 20, 6:30 am. Spreckels Organ Pavilion; 858-454-7324.

Easter Worship at Foothills United Methodist Church. Traditional worship service at 8:30 am on April 20; contemporary worship service at 10:30 am. 4031 Avocado Blvd., La Mesa; www.foothillsumc.org; 619-670-4009.

Concert & Egg Hunt at Seaside. This celebration by Seaside Center for Spiritual Living presents musical artist Karl Anthony, a brass band, an inspiring choir and the annual Easter egg hunt. April 20; services at 6, 9 & 11 am; egg hunt at noon. Pancake breakfast follows 6 am service; youth services available at 9 & 11 am. Free. 1613 Lake Dr., Encinitas. www.seasidecenter.org/easter; 760-753-5786.

Sunrise Service at The Flower Fields. Usher in the joy of Easter at this service hosted by The Fields Church. April 20, 6:30 am. Free breakfast following the service. Please dress warmly. 5704 Paseo Del Norte, Carlsbad; www.thefieldschurch.org.

X-treme Family Easter Service. Celebrate Easter, the most extreme expression of God’s love, by being part of pint-sized, 40-minute services where you can learn just how extreme God’s love is through music, puppets and more. April 20, 9:30 & 10:30 am. San Carlos United Methodist Church, 6554 Cowles Mountain Blvd., San Diego.www.sancarlosumc.org; 619-464-4331, ext. 307.

Easter at City View. Free breakfast, door prizes, Mr. and Mrs. Easter Bunny, a petting zoo and family photo booths from 9-10:30 am on April 20. At 10:45 am, adults are invited to join the Easter service while the kids go to fun classes filled with activities. After the kids’ classes, each child in attendance receives a bag of treat-filled eggs. City View Church, 8404 Phyllis Place, San Diego. www.cityviewsd.com; 858-560-1870.

Celebrate Easter at First United Methodist Church of San Diego. Attend the 8, 9:30 or 11 am sanctuary service with choirs, brass, timpani and organ music. Also, modern worship at Water’s Edge service in The Cove at 9:30 am, and F5 in Linder Hall at 11 am with bands. Children’s Sunday School at 9:30 & 11 am include an egg hunt. 2111 Camino del Rio South, Mission Valley. www.fumcsd.org; 619-297-4366.

Easter Brunches

Hornblower’s Champagne Brunch Cruises. Enjoy a brunch buffet and breathtaking bay views, and have your family photo taken with the Easter Bunny. April 20, 11 am & noon. Visit website for fees and reservations. Departs from San Diego Grape St. Pier, 1800 N. Harbor Dr., downtown San Diego; www.hornblower.com.

Easter Brunch at the Zoo. Have your fill of sumptuous buffet selections. Continuous seating from 11 am-3 pm on April 20. $18.95-$42.95 plus tax, gratuity and Zoo admission. Treetops Banquet Room at Albert’s Restaurant, San Diego Zoo, Balboa Park; www.sandiegozoo.org/zoo/alberts/special_events.

Brunch with Shamu. Feast on a buffet breakfast with an omelet station and French crepe station, and hang out with Shamu and friendly trainers. Seatings at 9:30 am & 12:30 pm on April 20. $27-$55 plus tax, gratuity & park admission. Reservations required. SeaWorld San Diego, Interstate 5, exit SeaWorld Dr.; www.seaworldsandiego.com; 800-25-SHAMU.

Champagne Brunch at The Westgate Hotel. Great food, a visit from the Easter Bunny and face painting for the kids. April 20, 10 am-3 pm. $29-$65 plus tax and gratuity; ages 5 & under free. 1055 Second Ave., downtown San Diego; www.westgatehotel.com; 619-557-3655.

The Del’s Easter Celebration offers a champagne brunch at the Crown Room and the oceanfront Ballroom with live music from 9 am-3 pm, egg hunts for hotel guests of all ages from 10-10:40 am & noon-12:40 pm (call 619-522-8815 to register), a fun zone with crafts from 9:30 am-1:30 pm and photo ops with the Easter Bunny. For details and reservations, visit website. 1500 Orange Ave.; www.hoteldel.com/events/easter-sunday-april-20.

Kid-Friendly Easter at Marina Kitchen. A buffet featuring homemade dishes (9 am-3:30 pm), a photo booth, fun with the Easter Bunny (11 am-1 pm) and poolside egg hunts (11:30 am & 12:30 pm). $13-$48. San Diego Marriott Marquis & Marina, 333 West Harbor Dr., downtown San Diego; www.facebook.com/marinakitchensd; 619-699-8222.

Presidio to Pacific Power House

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The Flying Leathernecks are proud to be a part of this year’s Presidio to Pacific Powerhouse exhibit that encompasses military and history museums across San Diego, Calif. county. You can pick up your passport here at the museum, and get your first stamp with us!

Program Overview

San Diego has been a military town since ever since 1774 when it was officially made a presidio guarding the coast of California against the encroachment from other European nations like England and Russia. Built atop a hill, in what is today Presidio Park, Spanish soldiers lived with their families inside the fort, seeking out an existence in defense of the Spanish Crown in the New World.

Presidio to Pacific Powerhouse LogoSince then, San Diego has been a training ground for all services of the United States military and today, San Diego is still inextricably tied to the United States military with naval, Marine, and Coast Guard  installations scattered throughout the county. The United States Navy is the second-largest employer in the county and many of the service members who have come through the region during their enlistments have stayed and started families. Many have started their own businesses as contractors to the United States military.

Throughout its existence, San Diego has been impacted in some way by the military’s presence and has benefitted from its proximity as well. Presidio to Pacific Powerhouse: How the Military Shaped San Diego is a nine-museum collaboration that tells the story of San Diego’s relationship with our military.

The San Diego History Center is the exhibition’s hub with nine other museums telling supplementary stories! Pick up a Tour of Duty Passport at The History Center and catch this exhibition at:

John Glenn’s Project Bullet F8U Crusader The Rest of the Story

By Bill France

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Significant accomplishments in aviation and astronautics during the mid-1950s and early 1960s were regarded as major news events. This was certainly true on July 16, 1957 when Senator (then Marine Major) John Glenn became a national hero by setting a new transcontinental air speed record.  On that day, Major Glenn flew an F8U-1P Crusader (BuNo 144608) from NAS Los Alamitos, California nonstop to NAS Floyd Bennett Field, New York at a record speed of 725.55 mph. The flight lasted just three hours, 23 minutes and 8.4 seconds, which beat the previous record holder (an F-100F Super Sabre) by 15 minutes. In total, four pilots would break the transcontinental air speed record in 1957.

John Glenn’s record setting flight was certainly not a publicity stunt. The purpose of the Project Bullet flight was to prove that the Pratt & Whitney J-57 engine could tolerate an extended period at combat power – full afterburner – without damage. After the flight, Pratt & Whitney engineers disassembled the J-57 and, based on their examination, determined that the engine could perform in extended combat situations. Accordingly, all power limitations on J-57s were lifted from that day forward.

On July 16, 1957, Major Glenn secured his place in aviation history and became an inspiration to thousands of young people in the United States. Project Bullet secured his reputation as one of the country’s top test pilots. He was awarded his fifth Distinguished Flying Cross and, shortly thereafter, was named to NASA’s first astronaut class.

Unlike John Glenn, few pilots have had an opportunity to break or set significant aviation records. Undoubtedly, these aviators have a “special spot in their heart” for the aircraft that helped them obtain their place in history.

Although John Glenn’s accomplishments as a Marine aviator are well documented, little is known about the subsequent history of the Crusader flown on that record setting flight in 1957.

Here is the rest of the story…

Glenn’s F8U-1P Crusader remained in active service but was re-designated as an RF-8G. At some point after the flight, a small brass commemorative plaque was affixed to the port side of the aircraft. Over the next several years, Glenn received notes from aviators who had flown it. As time went on, Glenn started hearing stories of the demise of the Crusader. One story had it that the aircraft was shot down over Vietnam. Another stated that it was damaged during a carrier landing in the Indian Ocean and went over the side.

The “damaged on landing” story comes the closest to the truth. Commander Tom Scott (USN, Retired) was the last pilot to fly Major John Glenn’s Crusader. Commander Scott provided the following account of the demise of this historic aircraft.    

 Commander Scott began his Naval aviation career in 1965 as a F-4B Phantom back seat RIO. In 1969, Scott received his pilot wings and flew A-4′s and F-8′s. In May 1972, Scott’s unit (Light Photographic Squadron VFP-63 Det-4) acquired Glenn’s Crusader from the aircraft bone yard at Davis-Monthan Air Force Base. The Crusader was fitted out and returned to active duty in short order. Scott first flew it May 12, 1972 at NAS Miramar. On May 18th, he flew it to the USS Oriskany (CVA-34) during work ups for the pending West Pac cruise. The USS Oriskany arrived in the Gulf of Tonkin and air combat operations began in June.

On Friday December 13, 1972, then Lieutenant Scott launched on a flight over North Vietnam. In general, it was an uneventful flight. Scott conducted his mission as planned and then returned to the Oriskany for landing. Little did he realize that his day was about to get really exciting!

Due to poor weather and rough seas, Scott’s first attempt to land failed to catch the arresting wire on the flight deck. With the flight deck rising and falling in a fairly consistent cycle, Scott set up for a second approach to the ship. However, passing over the stern of the ship, the cycle unexpectedly reversed and Scott’s aircraft hit the flight deck’s round down belly first which tore off the right main landing gear. The plane then bounced up and came down on its nose before bouncing back into the air where Scott fought to keep it under control with one hand on the stick and the other ready to pull the secondary ejection handle between his legs.

With calls from the ship of “eject, eject, eject” exploding in his helmet, Scott pulled the ejection handle but initially could not over come the resistance of the handle. He tried again with all his strength to eject. Giving everything he had, Scott was finally successful ejecting out of the cockpit, as his aircraft passed the ship’s island.

The parachute opened and Scott thought with a little luck, he might land on the deck. However, common sense kicked in at that point. He said, “I realized that if I missed the deck, I could crash into other deck equipment or other jets on the flight deck. Neither of which seemed acceptable.” As Scott guided his parachute away from the carrier in preparation for landing in the Gulf of Tonkin, he inflated his flotation device. Scott hit the water hard ripping his hands from the parachute koch fittings. He was now being pulled face down in the water by the chute. With great effort, Scott managed to release himself from the chute as it pulled him closer to the Oriskany.

As soon as Scott felt he had everything somewhat in control, he looked up to the ships rescue helicopter coming for him. The helicopter hovered near and lowered a rescue crewman to within approximately 20 feet from where Scott was located. As luck would have it, this was the crewman’s first in-water rescue. Fortunately, the crewman was young and a good swimmer and soon made it to Scott. At this point, he realized that his rescuer forgot his personal flotation device. The inexperienced crewman became fatigued and was actually holding on to Scott to remain afloat. Unfortunately, a single flotation device was not sufficient to keep both men on the surface.

While Lieutenant Scott and the rescuer decided who was to rescue whom, the helicopter crew was dealing with their own problems. The intercom between the pilot and the hoist operator at the door was not working. The pilot had no idea where to go or even if the downed pilot was aboard. However, after considerable effort, the flight crews finally lowered the rescue harness and passed over Scott a few times until both men were able to grasp the harness and were hoisted aboard the chopper.

After any aviation accident, an investigation is conducted and an incident report completed. As a result, Scott learned that the secondary ejection handle should been normally be set to 20 about pounds of pull. However, Scott believed that the ejection handle in his Crusader may have been set at about 100 pounds of pull as was the case on several of the F-8′s aboard the Oriskany. He commented, “This was well out of the tolerance limits for that aircraft.”

Scott lamented the loss of this historic aircraft.  However, he was grateful that he was able to overcome the ejection problems and did not do down with the aircraft. Certainly, this series of events was fortuitous for other aviators that flew the F-8s that may have had ejection handles incorrectly set to 100 pounds. Scott believed a loss of an aircraft could have positive result in that other aircraft and pilots could be saved by the corrective actions taken as a result of the loss. Unfortunately, in this case, it had to be John Glenn’s record breaking Crusader that was lost.

Corsair Pilots Tell Their Stories

By Frank Lorey ©2012

Over seventy years ago, in 1938, the Navy came up with a specification for a new carrier-based fighter, with the Bell, Grumman, and Vought companies entering designs in the competition. The Vought prototype flew in May, 1940, and eventually the experimental version became the United States’ first 400 MPH single-engine fighter, winning the contract.

Around 15,000 Corsairs were built between 1940 and 1952, and the fighter saw American service in both World War II and Korea, being phased out of reserve service in 1957. In World War II, the Corsair achieved a 3-to-1 victory ratio over the Japanese. The long-lived plane continued in foreign service until the early 1980′s, with the result that many have been available for preservation and restoration by collectors.

General Bob Owen was a Marine Corsair pilot who started his career at Pensacola in 1939 flying VG-1′s, the Great Lakes biplane dive bomber. He transitioned into SBD Dauntless dive bombers, went to Hawaii, got married, and then the war started.

“I got married in October, 1940, and since the war started in December, I had a pretty short honeymoon,” he lamented. Since almost all the American aircraft in Hawaii were shot up, Owen was sent back to Santa Barbara, arriving the day after a Japanese submarine had shelled the oilfield at nearby Goleta.

“The locals thought we were the Marine reinforcements, and were very glad to see us,” Owen recalled. His job at Santa Barbara was to form the 240th Fighter Group, and eventually the 215th Fighter Squadron. They had to re-train on the SNJ Texan, old models of the F4F Wildcat, and then on to the new F4U Corsairs.

“We were flying the old ‘birdcage’ model Corsair, with a large cushion on back of the seat, and lots of torque when the engine started. I never thought it would be a good carrier plane–it bounced a lot,” Owen stated, adding that “if you bounced and missed the hook, you had lots of problems.”

Owen was sent back to Hawaii, based at a tiny rock in the ocean–French Frigate Shoals.  The island only had enough room for the airstrip, and crewmen based there had to stay on an old ship that had been put around for that reason. He became the Executive Officer of the 215th Fighter Squadron for three combat tours in the Pacific. They were based in and around the Bouganville Island area. Most of the mission were ground-strafing attacks, hitting enemy airfields. The squadron also had a total of 137 1/2 aerial victories. Owen himself accounted for seven of the total, leading to a few interesting stories.

“One time I saw a ‘Tony’, and I was going about 100 knots faster than he was. I hit him, but then my wingman fired after I went by and damaged my plane,” Owen related, adding that he had to “land in the ocean, a beautiful landing between the waves in the troughs, and I was picked up about 30 minutes later.

“Another time I had taken a student pilot up, but ran into Zeros,” he recalled.  “When Zeros were all around you push the throttle as fast as you can, which I did, but the student pilot passed me three times on the way down and back,” Owen stated.

General Owen went on to compare the two main Navy fighters of the time–the F6F Hellcat and the Corsair, saying that the Corsair was faster and better at diving, but the Hellcat was a better carrier plane, easier for inexperienced pilots to handle.

Second Lt. Roger Conant was General Bob Owen’s wing-man for three years, and had joined up with the squadron with only about 200 hours total flying time. He had been taken out to a Corsair, and in about fifteen minutes all the switches and controls were pointed out to him, then he was told that he was on his own.

“I went out a circled a brush fire for a while, came back and landed, and the next day I was sent overseas,” said Conant. He felt the Corsair was a tough plane to fly–”it had poor front visibility with the nose 13 feet in the air, and night take-offs were really hazardous, since until the tail wheel lifted off you couldn’t see where you were going.”

Conant did say that the Corsair “was a beautiful plane in flight–once it was airborne you could get it to do anything you wanted.” He recalled one particular mission where the Corsairs were escorting B-24 Liberators to Bouganville. The fighters job was to weave back and forth in the midst of the bombers, providing cover from enemy fighters.

“We saw 30 or 40 Zeros and Tonys hanging around in the distance, and once the B-24′s dropped their bombs they flew into the clouds,” adding that “we told them if they went into the clouds they would have no escort.”

“We took off after the Zeros and Tonys, and I saw a Tony on Bob’s tail,” Conant related.  He thought that the Tony would get to his leader before he could get to the Tony, but Conant was able to close faster.

“I shot him up pretty good, hit the fuel tank, and he went straight down,” Conant remembered. At that point, another Zero took out after him, causing Conant to dive away from trouble.

“That night, Tokyo Rose said that Corsair pilots turned tail and went home when Zeros showed up, and I knew she was taking about me,” he related. The victory that day was just one of Conant’s total of six enemy kills.

Conant had also flew the F4F briefly before his time in the F4U Corsair, where he became an ace. He was flying the F7F Tigercat when the war ended, and flew F6F Hellcats after the war.

“I went to the airlines for about five years, and then was called back into the Marine Corps for Korea, flying the F9F,” Conant said. He went to work for Douglas Aircraft after Korea, and flew just about everything they had—the A3D, A4D, and ended up with what became his favorite aircraft—the DC-10.

About his experience with warbirds, Conant remarked that he “didn’t really like the Wildcat, it was a good airplane, but I didn’t fly it much. The Corsair gave us a pretty good advantage over the Zero, it was dependable.”

Two Corsair pilots had remarkable careers flying in the F4U. Both became quite famous for their exploits in the Marine fighter.

Archie Donahue made the transition to the F4U Corsair from the F4F Wildcat, and it made quite a difference to him—“I was flying the Corsair, and we had to get into engagements—we couldn’t get into them that often.” Donahue was one of the real rarities—he shot down five enemy aircraft in one day twice.

“I didn’t think it could happen [again], and it was on my last flight, off a carrier at Okinawa,” recalled Donahue. He added that they “ran into a flight of 16 [enemy aircraft], I got five, and we got all of them.”

Col. Jim Swett was awarded the Medal of Honor for destroying seven Japanese aircraft in one day while flying the Corsair. He recalled that action as happening so fast that he “didn’t know Zeros were in the air or where they were.” He was operating off Guadalcanal with Fighter Two, and was shot down to conclude his eventful day of action, just off Tulagi.

“I landed in a couple thousand feet of water, but it only took 15-20 minutes to get rescued as a Coast Guard picket boat saw me hit the water,” he recalled. Swett ended the war with 15 1/2 confirmed victories, and another four probables.

Major Bob Porter flew just about everything the Marines had–the F4F Wildcat, F4U Corsair, and F6F Hellcat. He only flew the Hellcat as a night fighter, however.

“My favorite was the Corsair, since I flew that right after the Wildcat. It had power, and its performance was incredible,” Porter remembered. He ended the war with five victories confirmed and another one as a probable.

Wally Thompson entered the service in October, 1941 as a Naval Cadet. He was given the opportunity to switch to the Marine Corps, becoming a 2nd Lieutenant in August, 1942, mainly because, as he put it–”I could put holes in the target sleeve, and no one else could.” After flying the F4F Wildcat, he transitioned to the Corsair in June 1943, training at Pearl Harbor, then going on to serve three combat tours with VMF-211 at places such as Espiritu Santo and the Solomon Islands.

“I was on the flight that Pappy Boyington was shot down,” Thompson recalled, relating that “there were lots of clouds that day.” Boyington decided to drop down through the clouds, flying along at sea level. Thompson said that they couldn’t see him after he dropped below the clouds, and “when we got back we were shocked that he was lost.”

Once, in the Solomon Islands, Thompson was assigned to test out a Corsair that had a replacement wing due to an accident. He started down the runway and got to around 60 knots when the wing came off.

“I saw I was headed into a group of P-40’s [Warhawks] that were at the other end of the runway.  The plane fortunately veered off to the side and into a swamp,” Thompson remembered, saying that “I did complain about that one.”

Another close call came when he was flying an F4F at night, up at 10,000 feet. His engine quit cold, but Thompson managed to get back. Later in his career, while serving back in the States as a test pilot at Patuxent River, another incident came to mind.

“I was flying a F7F [Tigercat], shooting the 20-mm. cannons at a target 40 miles offshore.  There was lots of smoke, too much smoke for the oxygen mask to help,” Thompson related. When he got back, everyone was looking at his aircraft. The guns had misfired and shot out the whole nose section.

Thompson did score victories over two Japanese Zeros at Rabaul. His group was on a “48-plane sweep at 25,000 feet, watching all five Jap bases, and we could see the dust clouds as they rose up.” The action started when they spotted two Zeros about 5,000 feet below their flight.

“I went into a steep dive into them, and the wingman broke back and forth, eventually even flying upside down,” Thompson recalled. The leader just kept flying straight and level, apparently not seeing either the motions of his wingman or the approaching Corsair.  Thompson eventually shot both of them down.

Lt. Jack Callahan got right into the Corsair in training at Santa Barbara, where three or four squadrons were learning how to fly the new high-powered fighter. Callahan kept getting held back at the state-side base when the time came to go overseas, mainly because they wanted him to serve as ordinance officer, engineering test pilot, and accident investigator at various times.

He finally got to get into the action at Iwo Jima and Okinawa late in the war, serving alongside F6F Hellcat squadrons on the USS Bennington with VMF-112. He recalled the action as “fast and furious.” Callahan said “I was never really mad about going to war, but I was when I found out they were firing real bullets at us.” He also almost got shot down by his own wingman.

“Four of us Corsairs were in a dive over our carrier, my wingman was drunk and decided to charge his guns,” Callahan remembered. “I got hit in the windshield, got glass in my eyes, and the wind was tremendous,” he added. The other planes were allowed to land first and get out of the way.

“I came in and caught the #2 wire, but all the time I was circling I was throwing glass out of the cockpit,” Callahan recalled. Those on the deck of the carrier were not too happy with him, as several of the chunks hit the deck and scattered like shrapnel.

Callahan was strapped to a litter and carried to the sick bay, where a doctor added medicine and novocaine to his eyes. He was told to keep his goggles on so that he would not rub his eyes.

Callahan summed up his experiences saying that he “had a lot of wonderful times flying the Corsair.” He recalled flying many “gas calibration hops” in training, and saw many celebrities at the Santa Barbara base. “Joe Foss [Marine Ace] was at Santa Barbara also, and Lindbergh came through–lots of famous people,” Callahan said.

Some of his test work came firing rockets out of Inyokern, a remote base in the high desert. Callahan recalled the planes having “eight rockets each, and we went around firing at dry lakes like Muroc.

Mel Locke was also a late entry into the war, serving as a Marine Corsair pilot on an escort carrier out of Hawaii. They usually circled around and came back for a landing on their ship, but one day he did not get the message that their assignment was different.

“The first thing I knew, the leader’s message to us was ‘Which runway do you want to use?’, Locke recalled. Since he had not heard the part about landing on an island, he had no idea of what was going on. They obviously were not used to having a choice of runways on a carrier.

Locke had trained at El Toro with its long runways, and after the war he did occupation service in Japan.  There they had runways as short as 2400 feet, which could go by very quickly.

“At Tokyo Bay, there was a runway that had a sea wall at the end,” he remembered. Locke came in too fast, and realized he was running out of room. The only thing he could think of was to lock the tailwheel. He wound up doing a ground loop.

Locke was brought back into the service for the Korean War in 1952. He was assigned again to El Toro for refresher training in the Corsair, and started F9F Panther simulator training. At that time, his wife gave birth, so he got out of further training to be with her. Since he did not finish with the Panther, the Marines sent him overseas as a Corsair replacement pilot. He was assigned to VMA 323, the “Death Rattlers.”

Locke had a memorable time in Korea, serving with former New York Yankee Jerry Coleman, who later went on to become a San Diego Padres broadcaster and manager. Coleman was a “hot-shot” jet pilot, and liked to pull a few pranks. One of his favorites was go into a dive right over the mess hall, causing a sonic boom that sounded like a 500-lb. bomb going off.

“One day he did it while a general was in the mess hall,” Locke remembered. Coleman got caught, and was about to be sent to Japan, which would mean an early return to the United States. Coleman pleaded with the general, and was asked what his secondary specialty was, which turned out to be forward air controller.

“He got the duty for our squadron–calling out targets, and assessing the damage afterward,” Locke said. Since Coleman was friends with Locke, he always gave them 100% marks on target, which “usually didn’t happen, but he gave it to us.”

The Corsairs were valued in Korea, even though they were well past their prime, because they could stay over a target for up to four hours. They could also be used for just about any mission. Locke remembered missions with the “daisy cutters,” a bomb that exploded into one-inch shrapnel that would cover about 100 yards.

Locke had some excitement while testing out a plane that had a replacement tail hook.  He came in high and fast, lowered the nose, cut the throttle, and hit six wires with none catching. He hit the brakes, but still went over the side.

“Someone threw me a life raft, and an escort carrier came alongside,” he related. Locke was stripped of everything, and told that “you are ours–we saved your life.” They rigged a “breeches buoy” to send him back over to the carrier, but had a little fun while at it. While he was suspended between the two ships, the destroyer would move in close, dropping him into the water, then backing away to rocket him up into the air. Officers on the carrier told them to knock it off, and the experience was enough to convince Locke to never put a plane into the water again. He finished off his service as a flight instructor.

Phil De Groot served in both World War II and Korea, flying combat missions in the F4U Corsair fighter.

DeGroot had signed up in 1941, but wasn’t sent off for training until August 1942 as one of fifty recruits from the University of California billed as the “Golden Bears” after the school mascot. Training started at Oakland, then switched to Livermore for three months. He recalled Livermore as “an e-base, for elimination.”

From there it was on to Corpus Christie to fly Stearmans and other trainers including the AT-6/SNJ Texan, where he graduated in February 1943 and joined to Marines.

“We were sent to Opa Locka, Florida, and flew the Brewster Buffalo, which was just plain dangerous,” DeGroot remembered. They also flew the obsolete OS2U, an aircraft meant for launching from catapults and landing on a pontoon.

DeGroot said “from there we were sent to the Great Lakes in SNJ’s for carrier qualifications off the old Wolverine. We had to have a certain wind on the lake, about 30 knots, or we couldn’t take off. The SNJ had a tailhook rigged with clothesline to trip it.”

After the carrier quals were done, DeGroot had a brief leave and then reported to Miramar, California to join with his squadron, VMF-224, to El Toro. At first they had no planes to fly as they were waiting for Corsairs, so they went down to San Diego to fly F4F Wildcats.

“On the way back to El Toro, my engine quit just north of Oceanside,” DeGroot recalled, adding that “I bailed out over the sea, got out low–about 900 feet–and was heading toward a fire burning below.” It turned out to be his aircraft, and the wind from the fire fortunately blew him out of harm’s way.

After receiving the Corsair and training for about 10 hours of flight time at Mohave, they were finally sent overseas. They even got to hear one of the Lindbergh lectures on flying as part of the training.

DeGroot was based at Samoa, Tarawa, Funafuti in the Ellis Islands, and Kwajalien.  Many times at night they were bombed by a single Japanese aircraft, which once got lucky and hit the ammo depot, leaving a crater 40 feet in diameter and 40 feet deep. It took out most of their food supply, also. Most of the missions were to hit the Japanese-held island that were by-passed by the invasion fleet.

After an accident, DeGroot was sent to a hospital in the U.S. and remained stateside for six months. He reported back to El Toro and was sent to Gillespie for the final year and a half of the war, serving as the base commander up until the base closed about three months after the war was over. He recalled the parachute training towers and a large swimming pool that were once part of the facility, but now long since vanished.

DeGroot remained in the civilian reserves and was called back to duty in 1950 for the Korean War. After three months of refresher training as a flight officer, he went over in January 1951 with VMF-223, but only remained in combat until being shot down in April of the same year.

“We were part of the campaign against the North Korean’s spring offensive that had a British regiment surrounded on a hill north of Seoul,” DeGroot stated. Eight Corsairs went on the mission, led by an air controller who directed the bombing at the base of the hill.

DeGroot remembered “the controller called out enemy activity, and I took my wingman down to take a look, but just as I said ‘I don’t see anything’ I got shot in the leg. I tried to fly back, but got faint. I jettisoned the belly tank and made a wheels-up landing.”

He was flown in an L-5 to a MASH outfit, only to find it had moved, so they went to Seoul to a field hospital. It was the end of DeGroot’s war and military career, being mustered out as a Captain.

A Trip Back in Time: Vietnam

By J. T. “Birdie” Bertrand

Hai Van Pass

It is 12:45 PDT, April 14, 2012, in Los Angeles. Korean Airline’s A380 has just started its takeoff roll and soon we will be airborne on our way to Seoul Korea, a 1 hour 20 minute stopover and a connection to a Korean Airlines B-737 flight, non-stop to Da Nang Vietnam. Total time from LAX to DAD, 18 hours and 45 minutes. That is today.

But a long time ago, I saw the WWII movie 12 O’Clock High. It begins with the actor Dean Jagger walking down the centerline of an old abandoned runway in the English countryside. Weeds were growing through the asphalt. It could have been Alconberry, Upper Heyford,  Mindenhall or any number of WWII military airfields before the cold war took its tight grip of the western world. That movie made a lasting impression.

So now my wife Loretta and I are off, not knowing what to expect, heading for Vietnam. I had little desire to see a lot of touristy stuff so the trip I planned was for 5 days in Vietnam. I want to see those things in “I Corps” like Hoi An, PhuBai, and Hue that I was slightly familiar with, but primarily I wanted to walk down the abandoned airfield from my war, the Vietnam War. I want to walk some of that Chu Lai ground where VMA 311, VMA 225, and some weeks later VMA 214 lived. In due course, other squadrons would come and call Chu Lai home.

I had arrived the first time in Chu Lai on June 14,1965 via A4 Skyhawk from Cubi Point to land on 3,500 feet of expeditionary runway made of M-2 Matting constructed by Navy Sea Bees. The landing was a Morest landing.   Squadron aircraft arrivals were sequenced over a 14 day period starting on June 1, because the runway and ramp areas were a work in progress and couldn’t accommodate a full complement of squadron aircraft. By 15 June all of the aircraft from my squadron, VMA 311, and VMA 225 were in place at Chu Lai.

In the beginning, the 3,500 foot long runway, built on beach sand, was perhaps the pilot’s greatest enemy because of sub-surface stability. Arrested landings were the norm and JATO takeoffs were standard, day or night. And just when the Sea Bees got the runway built out to 8000 feet they would cut it in half again for complete subsurface repairs and then JATO departures and arrested landings started all over again. Like Dean Jagger in the movie wanted to remember and recall his experiences, I wanted to see what had become of that place called Chu Lai.

We arrived in Da Nang at 2145 on April 15, 2012. When I walked out the door of the B-737, I was hit with a blast of hot air that could have been caused by the shock wave of a MK-28 detonation. Damned near knocked me down.   Temperature 87 Degrees F. and I was soon dripping wet. Welcome to Vietnam. Uniform guys – red stars on their caps were plentiful walking throughout the airport. We met Phan Van Vinh (our guide) and Nguyen Quang Minh (our driver), Vinh and Minh as we came to know them. The drive to the hotel was through downtown Da Nang. Some high rise buildings scattered throughout the city, neon lights, some wide 4 lane streets, motor bikes zig zagging, some cars, a few busses and trucks, less than a handful of traffic lights, white and yellow lines painted on the paved streets, and traffic circles. Lots of heavy construction vehicles were parked on sidewalks and in the streets waiting for dawn to start work. At 10:15 PM at night the city was slightly busy but going to sleep. About half way to the hotel, I observed that the traffic signals and lines on the roads surely must be “advisory only” because no one in any vehicle seemed to be paying much attention to any of them. Some kind of semi-controlled traffic chaos was at work…. but vehicle size was definitely a determining factor. Da Nang has all the appearances of an evolving modern city.

Driving south on the 4 lane China Beach road by the Marble Mountain complex the former Marine Helicopter Base on the right and the South China Sea on the left. On the seaward side of the road, there are several Palm Springs or Caribbean style luxury hotels. Some had casinos, some didn’t. And more hotels and condominiums were being built. The city has grown from a 1965 population estimated of between 100 to150 thousand to over 850,000 souls today.

We arrived at the Sandy Beach Hotel and Resort which would be our home base for the 5 days we were in Vietnam. The hotel, located on China Beach, had 2 large swimming pools and over a quarter mile of beautiful beachfront on its property. The grounds at the hotel are extensive and well kept. I noticed that there were 4 computers in the lobby for the guests that one could use to access the internet and pick up e-mail – for free. A Tiger beer was in order, and then to bed, the Tiger beer is much better than I remember. I love air conditioning!

Day 1 – April 16:

The first thing after breakfast was to exchange money. $10.00 = 208,000 Dong. I had a helluva time keeping track of all the zeros. I got a hundred dollars worth of Dong. I had money and stuffed it all in my pockets. Being a millionaire is easy in Vietnam. Loretta generally walked behind me picking up all the loot that randomly fell out of my pockets. One time I gave a baggage handler a 2000 Dong tip and he said “you gotta be joking.” I had to quickly re-calculate and re-evaluate!

Pickup by our guide and driver was at 0900 and soon we were on the road to Hoi An, some 20 miles south of Da Nang. Leaving Da Nang, the China Beach road soon turned in to a traditional one lane each way road with seemingly thousands of motorbikes. It took 50 minutes to get to Hoi An. We drove by two Greg Norman golf courses and one Colin Mountgomery course (more on this later). Hoi An is a much different place than Da Nang. Da Nang is on the move, money is flowing, and the modernization of the city is obvious. Hoi An on the other hand, and except for large numbers of motor bikes, is stuck in an ancient past, somewhere in the early 18th century. The paradox is that everyone old enough to talk has a cell phone and if one is over 15 years of age they have a motorbike. Cotton facemasks cover each rider, probably to keep the bugs off one’s face and guard against pollution. I didn’t notice much pollution, only haze.

Hoi An is actually a city within a city. They say that the inner city of Hoi An is a historical, cultural, and artistic center. I donated some Dong to a small museum we visited. Buildings are rarely more than 2-3 stories and all look like they are about to collapse. The city floods every year usually covering the first floor of every dwelling and building in the city. When the floods hit, the people just move up a story for a couple of days. The Japanese, as part of a trade agreement, volunteered to build a dam to control the waters of the Thu Bon River but the Vietnamese declined. Hard to Figure! Hoi An is an ancient sea port (over 500 years old) and during the USA Vietnam war it was part of a Viet Cong supply route. During that war some kind of “rules of engagement” agreement was made between the South Vietnamese Army, the Viet Cong, and the Americans to isolate the city of Hoi An from the war with the understanding that there would be no fighting within Hoi An. I don’t know of anyone who was ever actually in Hoi An during the war. And if there was such a person they would never have heard a shot fired. Today everyone seems to believe that the Viet Cong was the dominate force within and close to Hoi An in those days. Surely it was a traffic point for arms for the Viet Cong. No wonder we lost.

There are very few actual stores per se in Hoi An, only open markets that have everything from meats, fish, vegetables, clothes, etc., all in the stifling heat of the day. As we walked around the town it didn’t take long to be soaking wet. There are silk manufacturing shops that start with the basic silkworm and manual labor develops and manufactures silk products for sale in the open market. Their products are surely beautiful. It truly is an ancient town in every sense of the word. Although barely 20 miles apart, the contrast in physical modernity between Da Nang and Hoi An is truly remarkable.

It is getting late in the day and so back to the hotel. We stop off at the The Colin Montgomery golf course and the two Greg Norman Courses which are close to the beach and only minutes from our hotel. There are 5 such courses in the area. I felt like I had just left the 18th century and stepped into a golfers fantasyland of 2012. The courses are world class and pristine in every sense of the word. They could be located anywhere in the US where there are palm trees. Hand cared manicure. Nice clubhouses. Pretty, young Vietnamese girls for caddies or golf carts…. take your pick. Real tough choices! The Japanese and Koreans fly in on the weekends and cram the courses on Fridays, Saturdays and Sundays. If you need golf clubs there are rentals, all new top line clubs. During the week there are very few players. You can play Monday through Thursday for $42 or about a million dong. Weekends the price is $75 or some incredible and equivalent amount of Dong with lots of zeros. We are back at the hotel at 1630 for a beer and dinner.

Day 2 – April 17:

Breakfast was a combination of Vietnamese food, American food, and some strange stuff. We had some of each and it was all pretty good. I had to pick up some more Dong. I think I lost at least a half million out of my pockets in Hoi An.

Pickup is at 0900 and we are on our way to Route 1 and on to Chu Lai. The small town of An Tan is 85 km away   and is adjacent to the Chu Lai Complex. It will take about 2.5 hours to get there. Our Guide tells us that Route 1 in this area, for the most part, has been completely rebuilt by raising the roadbed some 8-10 feet to preclude being flooded during the rainy season in some low laying areas. Nonetheless, it is still a narrow two lane paved road.  The paving is adequate but not in the best of shape. The traffic is impossible, busses, trucks and a plethora of motor bikes all competing for the road that is sometimes marked with center lines that, in the end, truly mean nothing in terms of rules of the road. It was good to have a driver. Rice fields were on both sides of the road. We hardly saw any of the old “black pajamas.” Today they are multi colored but the hats were still typical and straw colored.   Fashion and style, it seems, has taken over. If we were going to Saigon on this road with the traffic we are experiencing, I imagine that it would take two weeks to get there. So far, 30-40 km per hour is max. Train service to Saigon, on the other hand, takes a couple of days. Two check points were positioned along the way where we have to pay a fee to continue. I would not attempt to drive on my own in Vietnam without a cocktail or two to bolster my courage and a third to blur my vision so I couldn’t see what was really happening around me.

As we arrived in the small town of An Tan I looked at my watch … it said 1965 – and I don’t mean the time … I mean the year. Having only been in the town once 45 years ago it seems that little has changed. In 1965, when Mag 12 CO Col. John Noble found out that some of his Marines had been in the town, he restricted everyone from going there. I don’t know of anyone who ever went there again. We are on our way now to a very large monument on a hill a bit northwest of the Chu Lai complex, which is described as a memorial to the war. We were told that occasionally ceremonies are held here. Arriving at the monument, there are about 200 – 250 steps to climb to get to the base of the monument. It overlooks the entire Chu Lai complex and the view is excellent. The obelisk style memorial is approximately 120 feet  tall. One can see the “new” Chu Lai runway and a new airline terminal building. As we stood there, an Air Vietnam airplane had just landed. To the west of the monument about a half a mile away we are told there was a big battle at some point. Looking out in that direction – it looks like a jungle.   Our guide said there is a rumor that several American airline companies are interested in development of a new joint aircraft overhaul and maintenance facility at Chu Lai. Having seen a fairly good portion of the area and population by now,  it makes one wonder where they would get qualified workers to work on transport category airplanes…. and then most important, where would they find adequate housing for those technicians and families.

Climbing down the stairs we are soon on the way back to the north for about one half mile to a paved access road that will take us to what I remember as Chu Lai. To where, in 1965, the M-2 matted runway was located and that particular area that I want to see up close. But first, we turn right on another access road. The road is 4 lanes wide with a center lighted island and takes us to the new terminal building that sits in between the ends of the concrete runway. I believe that an American construction company (Morrison Knudsen) built the runway. That runway was still in the planning and clearing stages while I was in Chu Lai. The terminal is a rather modern building with no jetways. Some concrete covered revetments and bunkers still exist at the north end of the airline and ramp.

Back to the primary access road and turn right toward the beach. At the end of the road, we turn right to the south and a couple of small buildings and a compound with a flagpole and a flag with a red star came into view. A Vietnamese Army area that evidently guards the entire old Chu Lai complex. I can’t figure out just what the Vietnamese Army is guarding. A 6-7 foot high brick and rock wall with broken glass imbedded on top is on the right and extends a couple of miles to the south. This particular road as I remember the terrain, is probably close to the same location where the dirt road that traversed through the living areas where the squadron members lived.  We traveled south about 2-3 miles and made a right turn down a dirt road a quarter of a mile to where we could see to the north where the old M-2 runway was probably located. I’m guessing our actual position was real close to the old bomb dump and fuel farm area. There were some concrete revetments like those by the new airport terminal building, but other than that, there was nothing there – not a trace, except for shacks and some workers doing  “something” who paid us no attention.

I wasn’t satisfied with what I saw and we turned around headed back to the north to retrace where we had been.   That damn wall obviously built to keep people out, was a barrier to where I really wanted to be. There were some holes in the wall and I had not come 8000 miles to be denied access to what I really wanted to see. Inside the wall was a large extended sand dune that, in my time at Chu Lai, separated living areas from working areas and overlooked the old Chu Lai runway complex. I told the guide and driver to stop at one of the breaks in the wall and told them I was going through to the top of the long extended sand dune to get my bearings and get a better look.   The sand dune was probably 25-35 feet higher than the road. With the Vietnamese Army outpost in mind, the guide said to me, “I going with you,” and said, “If we are caught, we would probably both end up in some kind of prison or I would be held and you would be put on an airplane in Da Nang for the USA.” With that warning I told the guide, “I may look old but I can run faster than you think.” We then went through the opening. We did that four times, through 4 different holes in the wall. Loretta and the driver stayed in the van, chickens that they were. I suspect that some others who came there before us, who also wanted to see the other side of the dune, took a sledgehammer and beat holes in the wall. Whoever they were … “you all did good work and thank you.” It saved me from buying a sledgehammer.

Once through the wall in several of our breaches I could make out what I believed to be some of the terrain where the living areas were located. But 45 years changes things. The Vietnamese had also rearranged some of the terrain and planted lots of those scrubby trees that occupy the beach area. The guide told me that the weather was not what it used to be and much of the trees and vegetation had died out and they were replanting in hopes that the trees would once again flourish.

On top of the dune one could approximate where the runway was once located, because the terrain expressed itself to the eye as a rather long flat line. But there really was nothing to see except sand. The old working spaces access road (dirt road) that ran the length of the runway was now visible slightly below and in front of us. It was partially paved, and blowing sand had covered up much of it. Throughout this process of climbing through the holes in the walls and trekking to the top of the dune I never saw anything that would lead anyone to believe that anything was ever there, let alone a runway and airport complex…it was all back to nature. On two of those occasions I could see a guy walking in the distance out beyond where the runway used to be located. I don’t think he ever saw us.   The guide said that there was some mining going on in the area but I suspect something else but wasn’t sure just what. I think it was a contamination clean up. At any rate, after climbing up, down and all over the dune several times, my shoes were full of sand, I was soaking wet, and could have been used as a mop.

On the South China Sea side of the dune the beach is still beautiful and inviting. There are two medium sized resort hotels and a museum. Except for those concrete revetments Chu Lai has been physically removed from the landscape. I would hope that some of what once was there has been remembered in the museum but unhappily I didn’t get to see it because it was closed. The two resorts were also closed because, according to the guide, it was “getting into the hot season.” Hell, my body told me that the hot season had already arrived. The sea breeze I remember was still softly blowing making the temperature milder and less humid.

Driving to the north end of the area where the Vietnamese Army post was located, another smaller hotel is located on the west side of the road. It was also closed. On the right side of the road (street) on the beach there were what I call two or three very different, primitive beach side restaurants. We stopped and our driver and guide had lunch.   Loretta and I had two Tiger beers. I was kind of dehydrated (that is my excuse and I’m sticking to it). It was Loretta’s first experience with Vietnamese natural rural bathroom. It was an apparent hole in the ground and the flushing mechanism was a small bucket that you filled with water and threw down the hole. She had a sheepish grin on her face when she returned and wondered if she did it right. I said, “if you didn’t get any on yourself, you did just fine.” She also said, “it was real dark in there and I couldn’t see and I was afraid of falling in.” Falling in would not be good!

From the beach restaurant and looking back (7-9 miles) toward the south as the bay curves around to the point there were lots of very large buildings which our guide told us was an oil refining and industrial area. After lunch, and continuing north we arrived into the Ky Ha area. From the cliffs at Ky Ha, one could barely see the island Cu Lao Re quite a distance off shore and looking back was Chu Lai. I remember that during “Operation Starlight” one of our pre-flight intelligence briefers said that the island was a suspected VC stronghold and arms trafficking port. Our guide confirmed that intel, briefing some 45 years later. I also remember one time, flying very — very low over the island at real close to Warp 9 speed. The Ky Ha area, where the helicopters were based, is completely grown over although you can tell where land was flattened and the helo parking pads were once located. Continuing on the road around the small peninsula there was the small fishing village of Ky Ha. Today, the little village and has some good-sized cranes. Fishing boats occupy the small docks. It looks to be abandoned but the guide said the cranes worked and the fishermen were still active providing fish for the local population. No one would ever know that there were 4 to 5 thousand or more US Marines based or located at Chu Lai and Ky Ha.

It was time to leave. We were in the Chu Lai area for about 4 hours and I got to see most of what I came to see. I would have really liked to have walked out to where the runway was once located but our guide advised against it.   Besides, I’m not sure of how far or how fast I could run in the heat of the day if I needed to make a quick getaway.  In the end it was OK.

Our guide wanted to get back to Da Nang by 5:30 PM. The trip back was pretty much the same except we saw 2 accidents. I’m surprised there were only 2. In one case a tracked backhoe had slipped off the road and was upside down in a rice field. Five or six guys in red star clad uniforms were standing around scratching their heads as were lots of people in those typical straw hats. Luckily, we made it through the crash scene area with a minimum delay and arrived back at the hotel around 6:00 pm.

Day 3 – April 18:

While at breakfast at the hotel, 8 Mig 21’s took off from Da Nang and flew right by our hotel. Those guys must get up real early.

Pickup by our guide was at 0815. We are heading for the Phubai – Hue areas. We drive through Da Nang and the streets are very busy mostly with motor scooter traffic. At the north end of the city is new modern industrial area with new, rather large buildings and it looks like a typical big city multi-national industry. We are going to take the 2 lane mountain road over the Hai Van pass into Phubai area. It takes about 45 minutes to get to the top of the pass. Traffic was rather mild as we started the climb. Reaching the top there are some old bunkers and gun emplacements still in place, which were obviously built to control the mountain road during the war.

Adjacent to the bunkers were souvenir shops and refreshment stands. I had forgotten how high the mountains were in this area and if one looked to the west they were even higher. Looking back and I’m remembering some of the work we did at night under flares over toward the Laotian border some 30 miles away. The trip down the mountain also takes about 45 minutes. Once down the mountain, the countryside is not unlike the trip to Chu Lai, rice fields and all, but there seemed to be more heavy trucks on the move in both directions.

As we enter the Phubai area the road expands to what I call a two lane road on each side – but who really knows, the traffic lines on the roads are deceiving. Phubai does not seem to be developed very much and in my opinion probably seems much like it was in 1965 just as An Tan at Chu Lai also was. The airport at Phubai still has 10,000 feet of runway and is in fairly good condition. The area around the airport is slightly overgrown with vegetation and controlled by fences but you can still tell where things were probably located. Because of Phubai’s proximity to Hue and the heavy tourist trade, our guide Vinh tells us that there are plans to rehabilitate the runway complex and put in a new airport terminal. This was confirmed by an American (former Army) we met at our hotel who was been to Vietnam 5-6 times and was very familiar with the Phubai area. He knew that it was in the planning stages but the weakened world economy had set those plans back a year or two. He also told us that Phubai had expanded quite a bit in terms of population since 1975 but that very little modernization had taken place there. I’m thinking he was right.

Pressing on up the road to the highrise buildings of Hue, came into view. The improvements, in the roads are obvious, the architectural changes are many in the city and the traffic is crowded. Hue has, by no means, been developed as much as Da Nang but still, the city takes on a more modern profile.

Hue is historical and was the ancient Capitol of all of Vietnam, largely because it was located almost exactly half way between the southern border and the northern border of Vietnam. There is a real pride within the people about the city. The walled city or Emperor’s residence as you may know is really 3 cities in one, all protected by high stonewalls and by a moat supplied by the Perfume River. The walled city is roughly 8 tenths of a mile square and is much larger than I expected. There is a rather large Vietnamese Army barracks just across the street from the walled city that has a giant flag flying on a 200 foot flag pole. There is selected restoration going on within the walled city and tourists of all nationalities visit it every day. During the Vietnam war it was also once a fierce battle field for control of the area and the battle scars are evident everywhere. The battle is much discussed by the many tour guides traversing the grounds with their flocks of people.

While visiting the gift shop in the walled city, I saw a pictorial in a book that used a bar graph depiction to illustrate time lines which shows the time that Vietnam had been at war with various neighboring and imperial countries. The Chinese line naturally was the longest covering many different dates through many centuries. For comparison let us say the cumulative Chinese line was 24 inches long. The colonial French line was 2 inches long and the USA Vietnam war, a half an inch. On that scale, our Vietnam War in history will almost be an afterthought to the Vietnamese.

Walled City

We had lunch just outside the walled city and we could tell the influence of the French in the food. It was much better than in some of the other localities. After lunch, we started the trip back to Da Nang over the same route except instead of retracing our ride over the mountain pass, as we approached the city we were going to go through a 6 mile long tunnel directly into the city of Da Nang. The tunnel built by the Japanese, eliminates at least one hour and 30 minutes, or more, of travel time.

It was a long day but we finally got back to the hotel in Da Nang at 6:45 pm, had dinner and off to bed.

Day 4 – April 19:

Today we will tour Marble Mountain, China Beach area, Monkey Mountain area, the port of Da Nang, the beach where the 5th Marines landed in 1965 and then Da Nang. Driving from our hotel it was a short distance to a Pagoda located on and inside one of the five Marble Mountains. There is an elevator that takes you to the top of the pagoda.  The pagoda inside the mountain was fascinating! At the base of the Pagoda there are literally dozens of manual labor marble carving factories and the view from the pagoda of a China Beach area is spectacular.

pagoda

Some areas of the beach are nicely landscaped and finished. Driving a bit further down the beach is the Marble Mountain helicopter base. The only things that remain are some concrete bunkers and a few watchtowers. Those bunkers are slowly being torn down. Most of it is gone and cleared, awaiting investment money to build hotels, condominiums, or apartments. It seems to me that just like the Chu Lai area, the war is being erased.

The entire length of the China Beach area from our hotel toward Monkey Mountain was remarkable. It is some 8-10 miles long. The beach is beautiful, and is of course, the attraction. One can readily see that it won’t be long before it will all look like Miami Beach. Some of it already looks that way and I imagine eventually it will be a jewel in the orient and a masterpiece for Vietnam. The road for the most part and noted before in this writing is 2 sometimes 3 lanes wide on each side. I suspect this road overlays the location of the small runway at the Marble Mountain Marine helicopter base. There are already many world-class hotels and condominiums spread out along the beach, some owned by the Chinese and other investors. Land is being cleared about 4-5 hundred feet to the west of the China Beach road awaiting new condos and hotels.

At the north end of China Beach the road transitions to a new 2 lane road that traverses the south eastern side of Monkey Mountain and connects to the old northern road at the top. On the south side, facing the South China Sea, there is a statue that can be seen from 6-7 miles or more away. It is bright white marble statue of a Lady Buddha. It stands 180 feet tall. Reminds one of the statue of Christ in Rio de Janiero. A very large Buddhist Pagoda is also constructed on the grounds. After visiting this statue and pagoda we continue on the road but can’t complete the circle of the mountain because of a dirt slide and the road was being repaired. So we did not get to see the tunnels in Monkey Mountain where the VC reportedly had a hospital and supply area.

Retracing our route and now heading north we cross a large suspension bridge which crosses the harbor. To the right, the harbor for the Vietnamese Navy and very large ships. About a month before we arrived, the US Navy was in port with a carrier (name unknown) and an LSD (also unknown). They were there for 6 days and according to our guide were well received. Supposedly, there were some joint naval exercises held before their arrival. To the left there is an extension of the harbor for smaller vessels that can sail under the bridge. There are now 5 modern bridges across the harbor connecting the city with the beach areas and two more under construction. We are told that either the Koreans or the Japanese are building them. Entering the down town area of Da Nang, traffic is heavy with motorbikes, a few cars and many trucks. In downtown Da Nang there is a display of Vietnamese airplanes that were used during the war. Construction is going on everywhere. Our guide tells us that some of the construction has been stopped or delayed because of the world economy. Sounds familiar. We are asked if we would like to go shopping but we decline. We head back to the hotel now to prepare for an evening flight back to Seoul Korea and then on to the USA. As we ate dinner in preparation to depart, we met an active duty US Marine. He told us he would be in Vietnam for 4 weeks. He had been to language school and was doing “some stuff” for the Marine Corps. He did not elaborate nor did I ask.

Vinh and Minh picked us up for the ride to the airport. We bid them goodbye with a nice tip. They did everything we asked and were just super. They made the trip educational and fun.

The airport in Seoul (Inchon) is something to see. They are World Class in every way. We planned to spend the day in Seoul at the airport, go to the airport hotel which is part of the airport, and sleep for 6-7 hours then board the airplane for LAX to make the homeward portion of the trip easier on the body. And that is what we did arriving back in LAX at 10:00 am in the morning of April 20, the same day we left Korea. Both of us were in bed that evening by 1900 and were almost thoroughly rested the next day.

In Retrospect:

Knowing what I now know, I would have taken 2 more days for the trip. I would have liked to have played a couple rounds of golf on those signature courses and I would have planned the trip for mid-March instead of late April because the weather would have been milder.

It is forty miles from Hue to Dong Ha. Dong Ha is at the southern approaches to the former demilitarized zone. It is also where highway Route 9 and Route 1 intersect. Route 9 will take you to Khe San, and the Ashau Valley. The extension of Route 9 into Laos will also take you to Tchepone and on to Savannakhet Laos. Route 9 is an important highway. As I’m sure most of you know, this particular area was the heart of the Ho Chi Minh trail. On the trip back to Da Nang, Vinh told us that the Route 9 road was in good shape and could be traveled quite easily. Khe San is about 25 miles from Dong Ha and the Ashau Valley is 3-5 miles further. He also said that the Vietnam/Laos border is now open. Tchepone is 65 miles from Dong Ha. If I had known, I would have spent another day or so and gone to see these areas. In a previous paragraph I remarked that I didn’t remember the mountains being as high as I thought they were. I would have liked to have seen those mountains up close from the ground, the Ashau Valley, possibly Khe San, and the Tchepone area. That would have been really fun and interesting

I think if I had to eliminate a day it would be the day we went to Hoi An. It was fun but I think I would have enjoyed the trip up Route 9 much more. Loretta, might see it differently.

I always said, that from the sky Vietnam was a beautiful country. Except for some of the poverty in the countryside, it is also a very pretty place to see from the ground. I didn’t get to walk down that runway like Dean Jagger did, but I came real close. The Vietnamese with their walls kept that experience from me. Hopefully in the future someone will be able to walk the ground where the runway did exist. But I saw where it was and I knew I had been there before. I had not forgotten, I had remembered, I had come back and saw what had become of the place called Chu Lai and for me that had to be good enough.

Was the trip worth it? Absolutely! But I am also aware that there are those who have no desire or inclination revisit Vietnam. That said, I had hoped that some others in my squadron, VMA 311, who had expressed a desire to go, would have gone with us which would have made the trip a more fun and better experience. Just seeing the Chu Lai would have sparked many stories and those stories would have given me solace that would last the rest of my life. But sadly, in the end, it was not to be. However, for Loretta and I, it was a great trip. JTB

The Few, The Proud, The Generous

October 1, 2012 – January 31, 2013

 General Fund Donations

Col J. Laurence Adkinson,

Robert A. Almquist,

Col Donald W. Anderson,

Col Sam Badiner,

BGen George L. Bartlett,

CAPT Thomas G. Bauer,

Mr. & Mrs Dmitriy Bekkeman,

LtCol & Mrs Jay N. Bibler,

Richard Blomgren,

BGen William A. Bloomer,

Robert S. Bolt,

William F. Brindell,

LtCol G. Larry Brown,

Mr. & Mrs Keith J. Cameron,

E.R. Ciampa,

Civil Aviation Medical Association,

Col Bart Connolly,

MajGen Louis J. Conti,

Alisa R. Cox,

MajGen John V. Cox,

H. Norman Davies,

Jr., Gen J.K. Davis,

Maj Joseph G. Dentz,

LtCol Charles W. Dollard,

BGen Walter J. Donovan,

Constance A. Drowne,

Don R. Duffer,

Jon Epsten,

Frank Faust,

Donald R. Fraser,

Gladys R. Gallivan,

Gen Alfred M. Gray,

James Grimes, MD,

Jeffrey Guss,

Mr. & Mrs David W. Hall,

Mr. & Mrs Robert Hanevik,

Col & Mrs Hardy Hay,

Gen Joseph P. Hoar,

Leonard M. Horner,

Col George W. Houck,

BGen R.H. Huckaby,

Maj John Hyneman,

Mr. & Mrs John Irwin,

Maj Herb R. Jellander,

MajGen Harry W. Jenkins,

LtCol Foster H. Jessup,

Mr. & Mrs Ward Johnson,

Frank B. Kennedy,

Maj Peter A. Krueger,

Col George F. Kubal,

GySgt Paul T. Kuras,

Joyce D. Lang,

Col Lee F. Lange,

Col Elmer M. Lewis,

Col Jack R. Lousma,

Rex C. McCoy,

June A. McLernan,

MSgt Robert A. Marshall, Sr.,

Stephen M. Mayian,

Q. R. Meland,

MSgt James H. Merriken,

Sgt Henry G. Merritt,

LtCol Henry G. Miller,

Col Jack P. Monroe, Jr.,

LtCol Robert D. Mulcahy,

Col Jacques Naviaux,

RADM Edward Nelson, Jr.,

Col Duane F. Newton,

LtCol Richard E. Novak,

Lou Oberman,

MajGen G. Richard Omrod,

Col & Mrs O.L. Owens,

Jason Pilalas,

LtCol Larry D. Rannals,

Col Alvin F. Ribbeck, Jr.,

Terril Richardson,

LtGen John E. Rhodes,

CWO Alfred Rome,

RPM Pizza, LLC,

LaDelle Schroeder,

Col John F. Shine,

BGen David V. Shutter,

Capt Charles W. Smith,

Wayne Stafford,

Leo J. Still, Jr.,

Donald B. Stoneking,

Dr. Mark D. Strauss,

CDR Charles Sweeney,

MSgt Oscar Teel,

MGySgt James R. Todd,

Col & Mrs Kenneth Tollefson,

Jerry Toppel,

Col Jay R. Vargas,

Mr. & Mrs Robert W. Wardlaw,

Donald S. Waunch,

James G. Weatherly,

Lewis M. Webb,

Col Kenneth H. Wilcox,

Capt Floyd C. Williams,

Wilson Construction Company,

Col Alexander Wilson,

Col Eleanor M. Wilson,

LtCol W.J. White,

Robert D. “Woody” Woodbury

Building Fund Donations

Col Jerome T. Bertrand, Mr. & Mrs Stuart Hendrix, Jason & Brittany Sparks

Restoration Fund Donations

Mr. & Mrs John Herrold (In memory of LtGen Thomas H. Miller)

VMFA-115/513 Squadron Reunion, SgtMaj Mike Zacker

Foundation Computer & Office Equipment Support

Maj Glenn Ferguson, John Ferguson

In Memory of Col Donald E. Marousek

Dr. & Mrs Stan Jones, Mr. & Mrs Tom Lampley, Naomi Lin,

Shirley Luth, Ludmila Marousek, Vivian Matiossian

In Memory of Lt. General A. W. O’Donnell

Patricia L. O’Donnell

In Memory of Dr. Judson Russel Grosvenor

J. Mark Grosvenor Foundation

In Honor of Lt. General Keith A. Smith

LtGen Norman H. Smith

In Memory of Patty Butcher

LtGen Robert Milligan

In Memory of Major General Jeremiah “Jed” Pearson

LtCol Thomas M. Vetter, Sr.

In Memory of Lt. Colonel Bill “Muddy” Waters

MajGen B.G. Butcher, MajGen Ross Plasterer

In Memory of Colonel Eugene R. “Pappa Fox” Brady

Hon Joseph P. Donovan

In Memory of Major General Frank C. Lang

Col Edward C. Kicklighter

In Memory of Colonel William L. Beach

Anita J. Beach

In Memory of Colonel Edwin J. McCue

Nancy McCue

In Memory of Colonel Frank N. Pippin

Mary Lou Pippin

In Memory of Gunnery Sergeant Glen H. Chapin

Sharon L. Chapin

In Memory of Colonel Chuck Sewell

Dr. Richard P. Hallon

In Memory of Lt. Colonel Barry Skinner

Jennifer Deweese, Mr. & Mrs Darrell A. Lowe, M. N. Phillips

In Memory of Lt. Colonel Art Anthony

Dennis Bowen

In Memory of Lt. Colonel Mike Mura

Dennis Bowen

In Memory of Sergeant Robert “Bob” O’Reilly

Col Christopher E. O’Connor

In Memory of Major General Donald “DEP” Miller

MajGen B.G. Butcher, LtCol & Mrs R.W. Kron, MajGen Ross Plasterer

In Memory of Lt. Colonel Guy O. Badger

Gina Adams, MajGen B.G. Butcher, Mr. & Mrs Kenneth H. Gilliland,

Mr. & Mrs Bertram Morgan, Mickey Muse, Sandra Sifuentes,

Edith Smith, Mr. & Mrs Jack W. Wagner

In Memory of Major General Leo LeBlanc

MajGen Richard Cooke

In Memory of Colonel Robert Todd Whitten

Kristian D. Whitten

In Memory of Major General W.R. Quinn

Margo Quinn

In Memory of Lt. Colonel H.A. “Hap” Langstaff

Ruth M. Langstaff

In Memory of John Thomas Garner

LtCol William M. Kull

In Memory of Colonel Richard Moeller

LtCol Jack W. Davis

In Memory of Colonel Frank Heins

LtCol John E. Carroll, Jr.

In Memory of Major Bob Captor

LtCol John E. Carroll, Jr

In Memory of Colonel Robert Ondrick

Donna M. Ondrick, Col Floyd Lewis

In Memory of Colonel Mike Yunck

MajGen Hal W. Vincent

In Memory of Major General Marion Carl

MajGen Hal W. Vincent

In Memory of Captain Hal Hellbach

LtCol Robert A. Gillon, Sr.

In Memory of Captain Warren Keneipp

LtCol Robert A. Gillon, Sr.

In Memory of Major Charlie Cronkrite

LtCol Robert A. Gillon, Sr.

In Support of 2012 Mike Philbin Memorial Golf Tournament

Col Bart Connolly