Burial at sea

Burial at sea is not just an ancient tradition practiced by mariners of old. It is a means of final disposition of cremains and intact remains that is offered to and still utilized by active duty members, retirees, and honorably discharged veterans of all branches of the United States military. Burial at sea services are performed on Naval vessels while deployed on official maneuvers.

Therefore, it’s impossible for the family to be present. The family will be notified by the commanding officer of that vessel of the date, time, longitude, and latitude of the committal service.


If you have any questions or specific desires regarding Burial At Sea, please feel free to contact this office by phone, Toll Free, at 1-866-787-0081. Please call Monday – Friday, 0730-1600 Central Time.

We hope that this information has been helpful to you and will assist you in setting up a Burial At Sea.

For further details, please go to: navy.mil/navydata/questions/burial.htm

Department of the Navy, Bureau of Medicine and Surgery



The Star Spangled Banner

As You’ve Never Heard It before

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Pearl Harbor and the “Day of Infamy”

Part I:

In the early hours of Sunday, December 7, Japanese submarines of an advance expeditionary force launched five midget subs they had piggy-backed from Japan. Each two man 80 ft sub was armed with two torpedoes and an explosive charge in the bow for suicidal raming. All five subs and all of their crews,  except one man were ost. One was lost at sea; one was sunk outside the Harbor by USS WARD; one entered Pearl Harbor through an open submarine net and was sunk when it was rammed by USS MONAGHAN. The fourth could not steer properly and beached on the windward side of Oahu, its surviving crew member becoming the first Japanese prisoner of war. It is unknown what happened to the fifth submarine, but it is believed to have been sun during the raid.

0342 – USS CONDOR, on routine mine-sweeping patrol, spots the periscope of one of the midget subs in restricted waters off the entrance to the Harbor. USS CONDOR’s skipper thinks the sub is probably one of ours that strayed into a restricted area by mistake. Nevertheless, since he has no guns or depth charges himself, he sends a message to the captain of the destroyer USS WARD on patrol nearby.

0500 – Two reconnaissance planes take off to scout Pearl Harbor and Lahaina Roads, Maui.

0600 – The first wave of 183 planes is launched.

0630 – USS WARD observes a submarine trailing the supply ship USS ANTARES into the Harbor and sinks her. The commanding officer sends a message informing the fleet commander.

0706 – Two army privates, manning a mobile radar station in the hills above Opana Point, contact a lone aircraft but are not alarmed. However, soon afterward they receive signals of many more approaching planes so they report to the Officer at Fort Shafter who decides it is a formation of Army B-17s expected in Hawaii that day or aircraft from the USS ENTERPRISE and tells the soldiers not worry about it.

0748 – The first Japanese bombs land at Kaneohe Naval Air Station.

0755 – Hickam Air Field and Wheeler Air Field are hit simultaneously.

0757 – The cruiser USS RALEIGH is the first ship in Pearl Harbor to be hit, taking a torpedo in her port side. Within seconds, USS UTAH takes two direct hits and USS HELENA is hit by a torpedo directly midship. Her clock stops at 0757.

0800 – As the band plays the national anthem and the flag is being raised, the decks of the USS NEVADA are strafe by attacking planes. Not one member of the band or the Marine Corps color guard is hit but thee flag is in shreds.

0805 – Bombs begin falling in Honolulu. Roads leading to Pearl Harbor are strafed and three civilian employees on their way to work are killed. On a local radio station, announcer Webley Edwards repeats over and over, “This is not a maneuver…this is the real McCoy!”. At Hickam Field, three civilian firemen are killed and elsewhere city and plantation firemen are frantically battling blazing fires

Later assessments show that shells fell in 40 locations in the city; 68 civilians were killed, others were seriously wounded or hurt by the explosions, fires, and falling debris.

0850 – The second wave of 167 planes reaches Pearl Harbor and is met by a concentrated screen of anti-aircraft form from Americans finally able to mobilize and attempt retaliation.

After 0800 – The 12 B-17 bombers expected earlier at Hickam Field arrive to a scene of chaos and confusion, and an angry swarm of Japanese Zeros. The American planes had been disarmed to lighten the load and so have no means of defending themselves. However, though under ferocious attack, all manage to land safely.

Soon after, 18 dive bombers from the carrier USS ENTERPRISE arrive and are greeted with hostile fire from both Japanese nervous Americans. Thirteen of the planes finally land at Ford Island and ewa,  but only nine of them are undamaged. The survivors are refueled and take off a 1210 to join a vain hunt for the enemy force.

Between 0800 and 1100 – At Hickam and Wheeler Fields, aircraft, conveniently grouped together on the runways are devastated by enemy bombs and strafing. On the windward side of the island at Kaneohe, seaplanes on the ground are smashed an burned and personnel slaughtered in deadly strafing.. Of an estimated 394 planes at Oahu airfields that morning, only 11 fighter become airborne.

At Pearl Harbor, the devastation continues. Waters around Ford Island are covered with violently flaming oil slicks engulfing wounded men trying desperately to reach safety. Heroic acts are common place as small boats brave the burning sea to rescue the dying.

1000 – The last planes of the second wave depart to return to the Japanese carriers which have now edged 40 miles closer to the scene of battle.

1300 – All but 29 planes are safe aboard the Japanese carriers. Japanese pilots and personnel aboard the ships in the armada are ecstatic. They can not believe the completeness of the surprise, their incredibly low casualty rate, and the absence of any effective resistance. They are sure they have dealt a death blow to the American military structure. The Japanese commander of the air attack urgently recommends that the planes be refueled and allowed to return and attack again. but Fleet Commander Hagumo refuses.

1330 – The Japanese task force turns and heads for home.

Part II: President Roosevelt’s Address

Yesterday, December 7, 1941 – a date which will live in infamy – the United State4s of America was suddenly and deliberately  attacked by naval and air forces of the Empire of Japan.

The United States was at peace with that nation and, at the solicitation of Japan, was still in conversation with its government and its emperor looking toward the maintenance of peace in the Pacific. Indeed, one hour after Japanese air squadrons had commenced bombing in Oahu, the Japanese Ambassador to the United States and his colleague delivered to the Secretary of States a formal reply to a recent American message. While this reply stated that it seemed useless to continue the existing diplomatic negotiations, it contained no threat or hint of war or armed attack.

It will be recorded that the distance of Hawaii from Japan makes it obvious that the attack was deliberately planned many days or even weeks ago. During the intervening time the Japanese Government has deliberately sought to deceive the United States by false statements and expressions of hope for continued peace.

The attack yesterday on the Hawaiian Islands has caused severe damage to American naval and military forces. Very many American lives have been lost. In addition, American ships have been reported torpedoed on the high seas between San Francisco and Honolulu.

  • Yesterday the Japanese Government also launched an attack on Malaya.
  • Last night Japanese forces attacked Hong Kong.
  • Last night Japanese forces attacked Guam.
  • Last night Japanese Forces attacked the Philippine Islands.
  • Last night the Japanese attacked Wake Island.

This morning the Japanese attacked Midway Island.

Japan has, therefore, undertaken a surprise offensive extending throughout the Pacific area. The facts of yesterday speak for themselves. The people of United States have already formed their opinions and well understand the implications to the very life and safety of our Nation. As Commander in Chief of the Army and Navy, I have directed that all measures be taken for our defense.

Always will we remember the character of the onslaught against us. No matter how long it may take us to overcome this premeditated invasion, the American people in their righteous might will win through to absolute victory.

I believe I interpret the will of the Congress and of the people when I assert that we will not only defend ourselves to the uttermost but will make very certain that this form of treachery shall never endanger us again.

Hostilities exist. There is no blinking at the fat that our people, our territory, and ou interest are in grave danger. With confidence in our armed forces – with the unbounded determination – we will gain the inevitable triumph – so help us God.

I ask that the Congress declare that since the unprovoked and dastardly attack by Japan on Sunday, December seventh, as state of has existed between the United States and Japanese Empire.”

Go to: Military.com/navy/pearl-harbor


God Bless Zachary Fisher

June 21, 1999

Hi John (Simonetti)

God Bless Zachary Fisher. When I visited the Intrepid for the first time since I served aboard her for 2 years during World War II (1943-1944) I flew off the Intrepid in a T.B.F. Torpedo Plane (the Avenger) as a Radio/Radar Operator.

The Intrepid received the award as the Best Ship in the Fleet. She was hit with a Torpedo and, and five times with Japanese Kamikazes. When you see the Fighting I film, on the History Channel, you will see my plane go over the side 90 feet – upside down – after being hit with anti-aircraft fire while photographing Kwajalein in the Marshall Island.

Zachary Fisher knew the history of the Intrepid and he was determined to save this Historic ship for Posterity.

I was proud to have served aboard the Intrepid. She is now a definite part of history. Zachary Fisher was always ready to help the Military (Army, Navy, Marines and Coast Guard. He was a true Patriot who loved this County, the United States of America.

Joe Leotta, Former Crewmember, 1943-1944

June 23, 1999

Dear John (Simonetti)

About 8 yrs ago, I was driving down town, New York, on 12 Avenue when I saw “CV11” on this big Aircraft Carrier. I said to myself, “That can’t be the Intrepid I was on!”

Well, the next day I went on the Intrepid and sure found out when I met former crewmembers Joe Leotta and Frank Doria. After asking how this ship got here they mentioned Mr. Fisher so many times. I got to know Mr Fisher very well – the greatest guy I ever met!

God be with him always.

Thank you,

Hector Giannasco, Former Crewmember, 1943-1944


The WWII Liberty Ship JOHN W. BROWN


A Memorial Museum Ship Dedicated to the Men and Women Who Built, Sailed and Defended the Wartime Liberty Fleet.”

This ship is one of only two surviving Liberty Ships from the great fleet of over 2,700 identical ships which were the cargo carrying keys to Allied Victory in World War II. Two-thirds of all the cargo that left the United States during the war was shipped in Liberty Ships. Two hundred of them were sunk by enemy action, but there were simply so many of them that the enemy could never hope to sink enough Liberty Ships to close the sea lanes, and the supplies got through!

The JOHN W. BROWN looks now almost exactly as she did towards the end of World War II. Despite her grey paint and many guns, she is not a warship, but a merchant ship. The BROWN was built by the government and was under the control of War Shipping Administration. This ship and her many sisters were operated under what was known as a general agency agreement, by almost 90 different American steamship companies, which were paid by Uncle Sam to manage the ships. The cargo they carried and the ports they visited were entirely controlled by the government.

The JOHN W. BROWN was run by a crew of 45 civilian merchant seamen and her guns, entirely defensive in nature, were manned by 41 naval personnel assigned to the ship. They were known as the “Naval Armed Guard.” All American merchant ships carried Armed Guard gunners during the war. The gunners of the JOHN W. BROWN shot down at least one enemy plane at the invasion of Southern France in August, 1944.

This ship can carry almost 9,000 tons of cargo, about the same as 300 railroad boxcars. Liberty Ships carried every conceivable cargo during the war – from beans to bullets. Some, like the JOHN W. BROWN were also fitted out to carry troops as well as cargo. Around 500 soldiers at a time could be carried aboard this ship. She saw duty in many Mediterranean ports during invasions and steamed in convoys that were attacked by enemy aircraft and submarines, but was never seriously damaged by the enemy.

After the war the JOHN W. BROWN was loaned by the government to the City of New York, where she became a floating nautical high school, the only one in the United States. The ship served in that capacity from 1946 to 1982, graduating thousands of students prepared to begin careers in the merchant marine. During that time the BROWN was lovingly cared for by her students and instructors, making her reactivation by her many volunteers that much easier.

The JOHN W. BROWN has been rededicated as a memorial museum ship. She honors the memory of the shipyard workers, merchant seamen and naval armed guards who built, sailed and defended the Liberty Fleet.

There are some fifty old navy ships located all around our coasts as naval memorials, but only three merchant ships are living, steaming memorials, whose all volunteer crew have returned them to operating condition in order to show visitors just how it was to operate a World War II era merchant ship. These men and women, most of whom are themselves veterans of the shipyards merchant marine or armed guard, are convinced that this is the best way to rekindle the American Spirit that saw this country through the dark days of World War II. The JOHN W. BROWN is one of the best examples of how America united can accomplish any goal!

All JOHN W. BROWN volunteer crew members, have no paid staff, and ask visitors to enjoy their visit and ask that they please be generous in their donation. It is pointed out that generous donations will help continue the restoration process aboard this piece of living American history.

The JOHN W. BROWN now provides Self-Guided Tours and reminds tour groups to remember that this is a working cargo ship, not a cruise ship.  There are fifteen areas that are provided for Self -Guided Tours.

The JOHN W. BROWN is now located at Pier C, 2220 S. Clinton Street, Baltimore, MD, and is open for tours on Wednesdays & Saturdays from 9am to 2pm. Questions? – call the ship at 410-558-0646 or email the Museum at john.w.brown@usa.net .

SUNOCO generously supplied the fuel for the 1994 voyages of the S.S. JOHN W. BROWN

This Editor is proud to have retired from the SUNOCO Oil Refinery in Marcus Hook, NJ

         Go to: ssjohnwbrown.org/ship-history




1813 – United States nicknamed Uncle Sam

1883 – United States nicknamed Uncle Sam

The Smugglers of Misery

Following, is the introduction to a true story that a former WWII USS Intrepid (CV-11) crew member, Edward (Ed) Coyne, had a major part in. The story was originally published in the April 1970 Reader’s Digest by William Schulz.

“As the nation watches in alarm, young Americans is being victimized by a massive drug-smuggling industry. Here is how it operates – and what is being done to stop it.”

Part 1:

LAST YEAR (1969), smugglers deluged the United States with an estimated 300 tons of illegal drugs, an incredible increase in the traffic of more than 500 % in just three years. The contraband – marijuana, heroin, cocaine amphetamines barbiturates – came in by land sea and air in false-bottom suitcases, in hollower-out surfboards in babies’ diapers. When it was finally sold on the streets it brought the purveyors well over a billion dollars.

Trying to stem the daily flow of drugs across our borders and beaches is the awesome task of federal Customs officials. Their adversaries are a shrewd and tenacious legion, ranging from Mafia dons to respected diplomats, from South American gangsters to European financiers. And the methods they employ are sophisticated and ever-changing. ” One thing is certain,” says Assistant Treasury Secretary Eugene T. Rossides, who directs the government’s efforts against the smugglers. ” Without these highly professional, tightly organized rings of narcotics smugglers, the United States would have little or no drug problem.” Federal Customs Commissioner Myles Ambrose supplies the statistics: 90% of the marijuana used in this country comes from abroad, 100% of the opium, cocaine and heroin, substantial quantities of amphetamines, barbiturates and other synthetic drugs.

How do such vast quantities of dangerous drugs enter the country? What kind of profits do the big-time smugglers reap? What are their ties to organized crime? What is being done to deter these brokers of misery?

Seeking answers to these basic questions, I traveled from Miami to New York, from Tijuana to Montreal, probing the shadowy world of illicit narcotics. To understand this world, it is necessary to look at each drug separately.

Marijuana by the Ton. 80% of the marijuana used in this country originates in Mexico, where peons grow it on small plots, carry it to town by donkey and sell it for perhaps $4 a kilo (2.2 lbs). The marijuana leaves are then packed in one-kilo cellophane packages, and stored until transported up Mexico’s highways to points along the Texas, New Mexico, Arizona and California borders.

Much of it winds up in Tijuana, the wide-open border town just below San Diego. Because of Tijuana’s heavy international traffic – more than 100,000 people cross the border every day – most of the college students, hippies and others who buy small amounts of marijuana there manage to get through Customs without being caught. Buty they account for only a small percentage of the Mexican marijuana smuggled into this country.

Most of it is brought in by big-money professionals. In his new book, The Smugglers, author Timothy Green tells of a top Tijuana dealer who currently sends two or three years into the United State every day, each carrying more than 300 lbs of “grass” hidden in gas tanks, secret panels or customized upholstery. He buys the marijuana for $12,000 a ton and delivers it in San Diego for $65,000, in Los Angeles for $100,000 and in San Francisco for $200,000. Local pushers then break down the kilo bricks into once bags which sell for $25 to $35, and into individual cigarettes – which usually go for 50 cents to a dollar apiece. Thus a kilo of marijuana purchased originally in Mexico for $4, can bring more than $1,000 once it reaches gic-city slums or college campuses.

Part 2:

Major Tijuana dealers – whose headquarters are sometimes protected by machine-gun-toting guards – supply the entire United States. Tipped off by an informer in September 1967 that a Ford station wagon loaded with marijuana would cross the border at Calexico, Customs officials decide to trail the smugglers. Four days and 3,300 miles later, the couriers pulled into North Bergen, NJ, headquarters of Angel Roberto Millan a Cuban national known as a major New York dealer. Right behind were the men from Customs. They jumped from their cars, grabbed more than a 1/2 ton of marijuana, and arrested Millan and the two couriers, all of whom were convicted in federal court.

Customs agents seized the cars of 1516 smugglers as they crossed the Mexican border last year (1969), but big-time operators use other forms of transportation as well. Yachts and high-speed launches leave Southern California for Ensenada and other Mexican ports, returning with caches of marijuana. Some smugglers rent small planes to bring in the stuff. Customs agents arrested nearly 1,700 of these other marijuana smugglers along the borders of the Southwest last year -“and still the stuff comes in, ” says a weary government official, ” night and day”.

Pill Carriers. Mexico is also the source of millions of goofballs (barbiturates) and bennies (amphetamines) that are sold in school yards throughout the United States. In four years the number of pills seized at the Tijuana checkpoint has increased 70-fold – and beleaguered Customs agents admit they get only a fraction of the illicit cargo.

A typical pill smuggler was Donald Rice, 25 yr old San Franciscan and admitted drug user. In testimony before a Congressional committee, Rice said he started in the business with $25, purchasing stolen pills from employes of a California military depot. As business grew, Rice and his 14-man organization turned to Mexican suppliers. Rice would purchase $3,000 worth of Tijuana bennies an pay a local runner $1,000 to take them across the border, stashed in an automobile gas tank. When sold to San Francisco wholesalers, the pills brought $12,000 – a handsome profit for a weekend’s work.

Investing in Heroin. The really big money, say agents, is made in the hard stuff – cocaine and heroin.

Poverty-stricken Indians cultivate coca bushes on the steppes of the Andes, selling the leaves for pennies a pound. These are broken down to pulp, refined, and smuggled into the United States by Latin American syndicates. By the time its’ cut and recut,  a kilo of cocaine will bring $360,000 in street sales.

Pure cocaine is usually brought into Miami or New York by couriers who fly up from South America carrying false-bottom suitcases or wearing custom-made vest. Last year new York Police arrested a Chilean smuggler who had brought in 44 lbs of cocaine secreted in specially made wine bottles. The courier worked for a Santiago syndicate that smuggled millions of dollars’ worth of cocaine and heroin a year.

Part 3:

The major quantity of the heroin used in the United States originates in the poppy fields of Turkey, where licensed farmers supply raw opium for pharmaceutical purposes. Many of the same farmers also sell to black-market brokers who use mules and camels to transport the sticky, malodorous opium into Iraq, Syria and Lebanon. there, in clandestine laboratories, it is converted into a crude morphine, reducing its bulk 90 %,  and is subsequently smuggled by merchant seamen to the south of France. In the area around Marseille, several groups of Corsicans employ skilled scientists to turn the Morphine into heroin. *

* See “Merchants of Heroin,” The Reader’s Digest, August ’68, September ’68

From France the heroin is shipped to the United States, often by circuitous routes through Mexico, South America or Canada. It is carried on tramp steamers and jet planes, in diplomatic pouches and home freezers. By the time it reaches the street, diluted time and again, a kilo of heroin that wholesales for $10,000 may bring more than 1/3 of a million dollars.

U.S. street sales of heroin have been pegged at about $1.5 billion a year. Behind much of this traffic is La Cosa Nostra, whose smuggling and wholesaling profits are estimated at $90 million a year. Says Anthony Scaduto, a top authority on organized crime: “The men of the Mafia are at the top of the pyramid that makes up the international narcotics racket. They ‘invest’ in it with funds from their hidden gambling empires, their loan-sharking and extortion and myriad other rackets. They are the financiers. “They never touch narcotics themselves.

A case in point is John S. Nuccio, a pudgy, manicured racketeer who directed an international heroin operation. Nuccio supplied the money for the drugs – anywhere from $20,000 to $70,000 a trip – to an Air France steward who shuttled back and forth from Paris to New York. Deliveries were made not to Nuccio but to third parties. Apprehended, the steward agreed to cooperate with federal authorities. Only then was it possible to convict Nuccio, who is now serving 15 yrs in prison.

Claims have been made in recent years that La Cosa Nostra is getting out of narcotics to concentrate on less dangerous enterprises. Actually, while the mob is no longer involved in the street-sale stages of heroin distribution, “most of the importation and virtually all of the wholesaling remain in Mafia hands,” according to William T. Tendy, the assistant U.S. Attorney who has prosecuted any of the country’s major drug cases in recent years.

The techniques of heroin importation are varied. A group of French smugglers shipped a 1962 Citroen back and forth between Paris and New York with as much as 246 lbs of heroin hidden in compartments that could be opened only if a certain upholstery button sas twisted. Diplomats, who can move easily through U.S. Customs, are often used as couriers: in fact, envoys from Mexico and Uruguay are currently serving federal prison terms on narcotics charges.

Part 4:

Couriers and Codfish. Some of the most ingenious techniques of all were practiced by a Geneva-based syndicate headed by ex-convicts Andre Hirsch and Robert Mori. Syndicate couriers would board Trans World Airlines flights in one European city, say Frankfurt, and deplane in another, usually London. While aboard, they hid six-kilo lots of heroin (stuffed in men’s socks) behind lavatory waste receptacles. American-based couriers would then board the plane at its first U.S. stop – perhaps New York, perhaps Washington – retrieve the heroin in flight and get off at a second U.S. city, usually Denver or St. Louis. There would be no necessity to go through Customs The couriers would return to New York, contact their buyer and receive $51,000 for each six-kilo load.

The operation worked smoothly for some time, with the U.S. couriers sending back as much as one million dollars a month, usually via secret Swiss bank accounts. Then, in July 1968, a TWA maintenance worker discovered the heroin and alerted Customs The couriers were arrested, as were their U.S. buyers.

But within a month Hirsh had another scheme under way. *

*Mori was arrested by French police as a fugitive in May 1968, extradited to the United States, and convicted of smuggling. He is now appealing his conviction while serving a 30-yr sentence in federal prison.

A 23-year-old Parisian, Christian Serge Hysohion, was dispatched to New York with instructions to set up the Panamanian Chemical and Food Co., Inc., a dummy import firm ostensibly handling Spanish food stuff. Then, in the Spanish port of Malaga, large quantities of heroin were sealed in cans of codfish and paella, and shipped to Hysohion in New York. On December 10, 1968, the S.S. Ragunda sailed with 702 cases of the tins. On January 31, 1969, another 400 cases left aboard the S.S. Grundsunda. In New York, the dope was to be separated from the legitimate foodstuffs and sold to a syndicate contact.

Unknown to Hirsch and Hysohion, however, a globe-girdling investigation by two New York-base Customs agents, Edward (Ed) Coyne and Albert Seeley, had uncovered the operation. When the Ragunda docked in late February, Coyne was on the scene. Using a high-powered X ray, he examined the 700 cases, discovering six in which heroin was secreted.

Coyne and Seeley bided their time. Undercover agents followed the precious shipment as it was delivered on March 7 to Hysohion’s home in Queens and kept up an around-the-clock surveillance. On March 8 an accomplice arrived from Paris and early the next morning the two left, carrying a large leather satchel stuffed with heroin. Hailing a cab, they headed for Grand Central Station to hide the stuff in a public locker. They never made it. Customs agents arrested Hysohion and his partner and seized 62 lbs of heroin. Twenty-four hours later, the Grundsunda docked, and Customs grabbed another 62 lbs of the deadly white powder. Ultimately, more than 30 ring members were arrested, but in less than two years of operation Hirsch and his oterie ha shipped more than 800 lbs of pure heroin into the United States, enough to push tens of thousands of addicts closer to their graves.

Full-Scale Attack. In recent months significant efforts have been launched to do something about the illicit drug traffic into the United States. For instance:

  • Operation Intercept, a program of rigorous border inspection ordered last year, dramatically cut the flow of Mexican drugs, at least temporarily. Operation Intercept, which caused long delays at border checkpoints was followed by Operation Cooperation, a joint U.S.-Mexican drive designed to slash smuggling and also drug production south of the border. Six thousand Mexican soldiers were sent on “search and destroy” missions in areas where marijuana is heavily cultivated. And for the first time, Mexico imposed controls on the sale of amphetamines and barbiturates. New legislation is being drafted b Mexican authorities to punish drug producers and smugglers.
  • A vitally important agreement was reached last January with the French government to curb the illicit processing of heroin in that country. Pressed by Washington, Paris has pledged a stepped-up campaign against drug traffickers, with 10,000 French policemen to be trained in narcotics work.
  • At the insistence of President Nixon, nearly 700 new agents and inspectors are being hired by the woefully under-manned Customs Bureau.
  • Most important, perhaps, the President has declared an all-out war on organized crime. Federal strike forces have been set up in major cities to combat the syndicates that control narcotics and other rackets. The Attorney General has received permission to wiretap major drug traffickers. A comprehensive anti-crime package is moving through Congress.

Administration officials expect no overnight victories. They are taking on immensely powerful, well-entrenched criminal groups. But the government’s full-scale attack is long overdue and deserves the determined support of every citizen.

2019 … a new year for former CV-11 crewmembers (FCMs) to re-connect

FCMs, lets re-connect with each other and, reach out to find other FCMs. If you have any memories or stories about your service aboard the Intrepid, or any other comments that fellow former crewmembers would be interested in, please don’t hesitate to send to me by email at: cv11texfcm@gmail.com

Please Note: On the ‘Subject’ Line of your email to me, please type-in “Blog Submission”

Thanks you.

And … Let Us Not Forget Those Who Have Gone Before Us.

John Simonetti, Past Association President, ’03-’05

Vietnam Statistics and Myths

Go to: http://uswings.com…t-us-wings/vietnam-war-facts


Intrepid 75th Anniversary UPDATE

– Our allotment of 170 rooms at the hotel sold out.
– Expecting more than 300 FCM to attend
– Expecting more than 1,000 for dinner on INTREPID Thursday night
– Expecting 500 – 700  for the dinner cruise on Saturday.
Ralph Slane, Former Crewmember/Board Member
Association Reunion Activities Co-ordinator & Benefactor
Past Member, New York Council Navy League of the U.S.
This will be my last Reunion due to health, and it has been an honor and privilege to serve our USS Intrepid Former Crewmember Association
Ralph can be reached by email at: ralphwslane@aol.com

Lynn Bari, ‘PinUp’

Lynn Bari Lynn Bari was one of 14 young women “launched on the                 trail of film stardom” August 6, 1935, when they each received a six-month contract with 20th Century Fox after spending 18 months in the company’s training school. The contracts included a studio option for renewal for as long as seven years.

In most of her early films, Bari had uncredited parts usually playing receptionists or chorus girls. She struggled to find starring roles in films, but accepted any work she could get. Rare leading roles included China Girl (1942), Hello, Frisco, Hello (1943), and The Spiritualist (1948). In B movies, Lynn was usually cast as a villainess, notably Shock and Nocturne (both 1946). An exception was The Bridge of San Luis Rey  (1944). During WWII, according to a survey taken of GIs, Bari was the second-most popular pinup girl after the much better-known Betty Grable.

Bari’s film career fizzled out in the early 1950s as she was approaching her 40th birthday, although she continued to work at a more limited pace over the next two decades, now playing matronly characters rather than temptresses. She portrayed the mother of a suicidal teenager in a 1951 drama, On the Loose, plus a number of supporting parts.

Bari’s last film appearance was as the mother of rebellious teenager Patty McCormack in The Young Runaways (1968) and her final TV appearances were in episodes of The Girl From U.N.C.L.E. and The FBI.

She quickly took up the rising medium of television during the ’50s, which began when she starred in the live television sitcom Detective’s Wife, which ran during the summer of 1950, and in Boss Lady

In 1955, Bari appeared in the episode “The Beautiful Miss X” of Rod Cameron’s syndicated crime drama City Detective. In 1960, she played female bandit Belle Starr in the debut episode “Perilous Passage” of the NBC western series Overland Trail starring William Bendix and Doug McClure and with fellow guest star Robert J. Wilke as Cole Younger.

From July–September 1952, Bari starred in her own situation comedy, Boss Lady, a summer replacement for NBC’s Fireside Theater. She portrayed Gwen F. Allen, the beautiful top executive of a construction firm. Not the least of her troubles in the role was being able to hire a general manager who did not fall in love with her.

Commenting on her “other woman” roles, Bari once said, “I seem to be a woman always with a gun in her purse. I’m terrified of guns. I go from one set to the other shooting people and stealing husbands!

Ref: THE INTREPID newsletter, Volume 3, Number 4, October 1945 and the Internet

Two Typhoons From Okinawa

In the Fall of 1945, the INTREPID was in Buckner Bay at Okinawa and the weather was hot and calm. There were several other vessels in the same enclosed body of water. Most of the aircraft were on the hanger deck and it seemed like a very quite day. Suddenly, we were given an alarm of an approaching typhoon with waves as high as 70 feet. Everyone scrambled to secure all movable items on the flight and hanger decks. It seemed like in a few minutes the flight deck was vacant and the steel doors were downed locked on the hanger deck. The crew was ordered to stay below decks as the ship raced to get out of the Bay opening into the Ocean.

Shortly, we did clear the island by about a half mile when the first wave was visible on the horizon. It appeared as a wide white line at a distance. As it rolled toward us, we slowed down to meet the first wave which stopped the Intrepid while it lifted us upward and shuck everything violently. Water went over the flight deck. This was a serious storm. Within a few minutes the waves increased in height to 90 feet. The ship headed into the waves at an angle to reduce the impact of head-on collisions. The forward speed was about 4 knots to maintain steerage. When a wave was under the hull at mid-ship, the bow and stern would bow down and the expansion plates on the flight deck would cover wide gaps. We would “crash” into a new wave every few seconds and everything on the ship would shake and make noises. This continued for three days.

We were lucky the ship did not fail that test. We felt like we were comparable to a “bar of Ivory soap in an old fashion washing machine”.  The control tower was subject to wave splashes  20-to 30 feet high.

After three days, we returned to Buckner Bay to “take inventory and observe damages”. We resumed destroying floating mines in the seas around Japan for another ten days before we were given another “typhoon alert”. This time we responded quicker…got out of the Bay in shorter time and knew more about what to expect. The second was about the same as the first one, but it ended after 2.5 days. Fortunately, we saw no more rough water until December.

That is when we boarded 2000 paratroopers as guests to ride from Japan to San Francisco for Christmas leaves. On the eleven day trip we had seven days of heavy seas and hundreds of sea sick paratrooper. “What happened on that trip… stay on the ship”!!!

Story contributed by AOM3/c Keith Butterfield

Meritorious Mast

Information found in THE INTREPID Newsletter Vol. 3, Num 4 of Oct 1945

Citations from Com First Car Task For, Pac award to: Naylor, Wm. B., ACOM, Ivcic, Walter S., AOM2c, Samuels, Edgar N., S1c

Presidential Unit Citations awarded to: Pyle, R. G., PhM1c, Preston, F. A., PhM3c

Bronze Star Medal awarded to: Schwabe, L. R., Lt. Cmdr., USN, Treuer, G.E., Lieut., USN,   Luce, S. L., Lt.(jg), USNR, Ross, H. M., ACOM … Watson, A. J., AMM2c was awarded the Bronze Star Medal posthumously

Purple Hearts: Altman, R., S1c, Bailey, H., S1c, Bass, R., StM1c, Beavers, H. N., S1c, Boyington, L. S., S1c, Bowen, C. K., S1c, Brookens, M. L., F1c, Carpenter, M. F., S2c, Cifelli, A. P. B., Pfc, Clark, O., SC3c, Cleothlis, G. A., S1c, Coggins, C. G., S2c, Dooley, L. A., S1c, Dimmick, G. C., Pfc, Dunning, T. A., S1c, Eads, J. E., S1c, Eagan, J. P., S1c,  Foster, C. H., Jr., S2c,  Forguer, R. R., S1c, Garner, F. E., S2c, Gilliam, E. T., S1c, Gibbs, J. C., S1c, Gomez, A. A., S2c, Gray, E. R., S2c, Grimes, J. L., S2c,  Harper, R. N., AON2c, Heiland, R. J., S2c, Hendrix, W. B., Pfc,  Hiatt, L. R., S2c, Kahle, R. L., S2c, Maile, J. W., S1c, Mayberry, J. E., S1c, Mayo, J. B., S2c, Mertz, H. A., EM3, Metcalf, B. E., S1c, Mouzon, H. F., StM1c, McDowell, M. F., S2c, Pavitt, G. F., AOM3c, Powell, W. K., AOM2c, Richard, J. G., StM1c, Reeves, S. T., S2c, Sapp, S. R., S1c, Shaforth, F. H., S1c, Sommerville, G. A., Cpl, Stensberg, K. W., EM1c, Swointeck, C. B., S1c, Svoboda, C., S2c,  Treece, A. H., St3c, Toland, H., Jr., S1c, Underwood, O., S1c, Walker, I. N., Pfc, Wallace, C. M., F2c, Whitaker, J. L., S1c

Ref: THE INTREPID newsletter, Volume 3, Number 4, October 1945


The Intrepid Band

Information found in THE INTREPID Newsletter Vol. 3, Num 4 of Oct 1945

Murray-Led Band Reports Aboard

One day last April at the Washington Music School  22 musicians were assembled with Chief Bandmaster Arthur Murray and told that it was Navy Unit Band 98. And thus the INTREPID BAND was born.

Within a month’s time, the band reported aboard and was beginning to play the music that sailors love to hear. It is easy enough to get two or three musicians to make a song sound something like it is supposed to, but when you take 22 men, who had never seen each other before, you have a job. And that is the task that was assigned to Chief Murray, a veteran of 19 years in the Navy.

The band is composed of five clarinet players, four men of the cornet, two on the saxophone, two French hornists, three trombonists, two drummers, two tuba players and one man each on the baritone and the piccolo.

Chief Murray in his 19 years of service has served aboard 16 ships and two shore stations. His ships have included nine cruisers, four destroyer or seaplane tenders and one battleship. the INTREPID is his first carrier and he, speaking for the band as well as himself, says he really enjoys it here.

Band members include: Sauer, Dzoba, Norris, Combs, Carrier, Passalacqua, Lang, Morgan, Boyce, Elwell, O’Malley, Mancini, Larson, Fox, Mitchell, Sasse, Mulley, Koupel, Lenzi, Troyer, DeNeen ,and Ferdon.

Ref: THE INTREPID newsletter, Volume 3, Number 4, October 1945

“Our Air Group”

Information found in THE INTREPID Newsletter Vol. 3, Num 4 of Oct 1945

Now that fighting is a thing of the past, a few statistics of “Our Air Group” was always willing to tackle the enemy, and that is precisely what it did. Exactly 100 enemy aircraft were shot out of the skies, while 86 were destroyed on the ground. A total of 94 ships of all descriptions were either sunk or severely damaged.

Besides the attack on the battleship YAMATO and its escorts, the most outstanding encounter of the squadron happened on the morning of April 16 when one division of four planes bagged twenty Japs. Since then one of the pilots has been killed and he was awarded the Distinguished Flying Cross posthumously. The division leader was credited with six planes and was awarded the Navy Cross; his wingman bagged four planes and was awarded the Silver Star. The fourth man, who was awarded the Navy Cross, was high man of the day, gathering seven.

“Our Air Group” may soon be replaced, and at that time many facts that at present cannot be released will be published. One thing about these pilots and combat air crewmen, they certainly did their share in keeping up the traditions of the “Mighty I” and the Naval Air Corps.

Ref: THE INTREPID, Volume3, Number 4, October 1945