MESSAGE FROM THE PRESIDENT

LEYTE NEWS

NEWSLETTER OF THE USS LEYTE (CV-32) ASSOCIATION

DEADLINE FOR RESERVATIONS IS 14 AUGUST 2009

MESSAGE FROM THE PRESIDENT

JULY 2009

We have some great activities and tours arranged for our upcoming reunion in New London. I hope everyone is formalizing their plans to attend. We should have some interesting memorabilia on display and remember if you have anything to contribute please do so by contacting the Historian, Harvey Israel at 236 N. Syracuse Ave, North Massapequa, NY 11758 or the Newsletter Editor and they will see that it is taken care of. For example, I received a call recently from a daughter-in-law of a �night captain� in the 50�s to tell me that she had found his log in a box in the basement. She asked to donate it and I now have it in my possession. You will be able to read it at the reunion.

To the Ladies I would highly recommend you consider attending the Ladies Corner while the shipmates are at their annual membership meeting. Our editor�s wife has suggested making this an opportunity to exchange paper back books, recipes, helpful household hints, etc. and just conversation to get better acquainted with all the shipmates wives and family. My wife, Bernie plans on bringing some special flower seeds from her garden to share, so as you can see there are many possibilities.

At the membership meeting in addition to voting for a new slate of officers we will be discussing a reunion location to follow Charleston 10 and Nashville 11. So if you have good recommendations, please get it to me before the Board of Directors meets in New London. Another item will be the need to increase the dues to cover expenses of the Association. This is becoming necessary due to the dwindling treasury and the requirement to make deposits at reunion hotels to hold room blocks, provide meeting space reservations and cover Association expenses. For example we have changed the newsletter to twice a year vice three times to keep the expenses reasonable. As you know we have changed to using a reunion planner which generates no income for the Association but removes most of the burden previously laid on the Board of Directors. Many of us are now life members in long standing (since 70 years) and providing no dues input that leaves the annual input from yearly members as the only input. It now seems appropriate to increase the dues by a set amount and expect an assessment of long time life members and perhaps a donation from recent new life members.

So, God willing and the creek doesn�t rise, I will be looking forward to seeing all of you in New London September 23-27. Please feel free to contact me with any questions, etc. and I will try to help in any way I�m able. Reach me by telephone at 732-657-6035 and by email at bernicek@aol.com. Until next time �may good fortune and good health be with you�

/s/ Cas Kropkowski

MESSAGE FROM THE NEW PRESIDENT

With sadness over the passing of Cas I assume the position as your new President. The thoughts and wishes of the whole Association are with Bernie and the family and may Cas, a sea going Marine, have only the best of the Navy�s �Fair winds and following seas�. I ask all shipmates for their continuing help and support for the Association and look forward to seeing many of you at our next reunion in New London. We need those of you that are strong supporters of the Association to consider becoming an Officer or Committee Chairman. Please get your hotel and activity reservations in before 14 August to avoid late charges so final arrangements can be made.

/s/ Leon Neimeyer

SHIPMATES PAY RESPECTS

Shipmates New President Leon Neimeyer, our Chaplain Frank Koeller, and CMAA LeGrande VanWagenen and Jeanie attended the funeral of President Casimer Kropkowski to pay the Association�s respect to Bernie and family and send Cas off with a LEYTE hand salute.

THE CHAPLAINS CORNER

The Chaplain had just finished a meeting with a group of junior enlisted personnel on �miracles� in the bible and decided to close the session by asking for a show of hands by those that used cuss words in their daily life. All raised their hands but a single E1. The Chaplain asked, �you have never used cuss words�. The answer was, �no, never had to�. The Chaplain replied, �now that is a miracle�!

A church goer once said he went to church for 30 years and heard may sermons, but couldn�t remember any of them. Someone else stated he was married for 30 years, and ate many meals, but couldn�t remember any of them. Another said he had attended USS LEYTE reunions for over 20 years and couldn�t remember the names of all the shipmates there. But all three said that they were nourished by the experience.

God works in mysterious ways. I recently needed a new tire on my pickup and went to Walmart for it. As I entered the waiting room I saw an elderly man with his wife waiting for their car to be serviced, and I saw he was wearing a USS LEYTE jacket. I asked where he got it and was told his son purchased it for him because he had served aboard ship during 1949-1951. He had no knowledge of our Association, so I told him about it and had Ken send him a newsletter and I am staying in touch with him hoping that he will attend our next reunion as I also hope to see many of you also. /s/ Frank Koeller, Jr.

�SEE YOU IN NEW LONDON�

OFFICERS AND COMMITTEE CHAIRMEN ON 2008 AND 2009 BOARD OF DIRECTORS

� President: Leon Neimeyer

� Pres-Elect: Vacant till 10/09 election

� 1^st Vice-Pres: Vacant till 10/09 election

� 2^nd Vice-Pres Charles H. Hill

� Secretary: John E. Mitchell

� Treasurer: Angelo R. Masi

� Fin. Secty: William McQueary

� Asst. Secty: Robert K. Hartman

� Chaplain: Frank Koeller, Jr.

� CMAA: Le Grande Van Wagenen

� Founding President: C. Farnsworth

� First Past Pres: Richard S. Bolin

� Air Group: Vacant till BOD meeting

� Audit: Frank Koeller, Jr.

� Historian: Harvey Israel

� Hospitality: Frank Zygmont

� Newsletter: Kenneth McLaurin

� Nominating: John E. Mitchell

� Publicity: Floyd Hale

� Registration: John Woods

� Ship's Store: Robert C Thomson

SHIPS STORE

Logo Items

- Cap � 1 sz �Navy Full Cotton $10.00

- Cap � 1 sz �Navy Mesh Back $10.00

- Cap � 1 sz �Red � Marine Det. $10.00

- Golf Shirt, white, blue, Red M,L,XL,XXL $15.00

- 50^th Anniversary Gold� Coin (2009) $ 7.50

- Pens with logo on side (2 for $5) $ 3.00

- Coffee Mugs (or 2 for $10) $ 5.50

- License Plate Frames $ 6.50

- License Plates - LEYTE $11.00

- Leyte Patch $ 7.00

- Mouse Pad $ 4.00

- Magnets � round or square 5 for $ 1.00

- Bumper Stickers 2 for $ 1.00

- 2007 Reunion Book $16.50

- LEYTE Video $ 2.00

Shakedown Cruise Aug-Sep 46

Air Group Three Oct 50-Sep 51

Korea Film Collection 50 � 51

Last Cruise 57 � 59

A Film Collection

- LEYTE CD $ 5.00

- Denim Shirt L 1 remaining $30.00

- Rain/Windproof Jacket, Blue 1-S, 1-2X $45.00

Items will be available at Ships Store and Web Site . Make check to cover the total cost that he notifies you of following shipment for merchandise plus shipping made payable to USS LEYTE CV-32 Association. Postage cost is high. NOTE: The Association does not solicit USS LEYTE CV-32 logo item business by phone or otherwise nor does it authorize any person(s) to do so. Items are made available through the Ships Store, LEYTE NEWS and Website ONLY,

Contact Information from Ships-Store@ussleytecv32.com

Ships Store Click here.........

LADIES CORNER

While the big guys get together for their head session all the ladies are welcome to get together in the hospitality room for some of our own things. The paperback book swap of a reasonable number of some of the novels we have been enjoying could kick off the get together. Bring some of your favorite household and gardening hints that you have been gathering to share. There will also be kick back time to exchange some of your personal experiences as a Navy and later wife, including travel, children, grandchildren, etc. If you just want to come and see what is going on that is great also.

REUNION INFORMATION

Dates of the reunion include 23 to 27 September 2009. Radisson Hotel New London at 35 Governor Winthrop Blvd., New London, CT 06320 will be our headquarters. A full hot breakfast is provided daily. If you have not received your brochure of hotel and events provided in the last newsletter so that you can make your plans please contact the Editor. Please be sure to register as USS LEYTE as the count is used to provide our free hospitality room and small stores room. We have arranged for hotel rates three days before and three days after in order to for you to enjoy beautiful fall New England. On Saturday 26^th � The famous LEYTE Association Membership meeting and elections will be held at the hotel. During the meeting we offer the ladies something different so please see the Ladies Corner. Following the Membership meeting and ladies activity a luncheon buffet will be served at the hotel with a guest speaker from the Fleet Reserve Association and then provide an opportunity to relax prior to the evenings events. Saturday evening will see everyone in their glad rags out for the photo session and cocktail hour before attending the USS LEYTE Banquet and Entertainment. Also don�t forget to pick up your gold coin on the anniversary of the decommissioning from the ships store.

A route from Providence Airport to New London is to take the hourly Lemo to Providence AMTRACK station at $11 per person (401-737-2868) takes @ 30 min. Take the AMTRACK to New London at $14 per person (800-872-7245) takes @ 1 hour. The hotel is a short distance from the New London AMTRACK station.

Should there be questions that need answering before then please feel free to contact the Newsletter Editor. If my unpaid assistant answers please BE NICE!

MAIL CALL

Lots of chatter on email making reunion arrangements, passing of shipmates from the Chaplain, and Association business.

Dean Burgess sent in photos. Two shipmates sent their dues to the Editor vice the Financial Secretary. Received roster updates from dues from the Financial Secretary, thank you very much.

Frank Koeller, our Chaplain, asks that anyone that has a relative, a friend or the knowledge of anyone serving on board any carrier at the present time let him know by email at frankk1776@juno.com or call 610-282-1777 or write to 6979 Blue Church Rd, Coopersburg, PA 18036.

For those on the west coast that like military history, the USS Hornet, a mothballed World War II aircraft Carrier in Alameda, CA offers tours and a flight simulator ride and you can spend the night in the original crew members� quarters.

For those who served in WWII or have a friend or relative who did get their name on the roll at the WWII Memorial by calling 1-800-639-4992 or internet wwiimemorial.com.

CAREER OF A LEYTE AIRGROUP SAILOR

You may know who I am but no name will be used. In late 1948 I was a 17 year old high school graduate with no money for college, no job, and faced with the draft as soon as I turned 18, so I enlisted in the Air Force. The recruiter promised that I would be able to go to school, and would leave in two weeks. So, after a round of good-bye parties, I reported to the Recruiting Office in Buffalo, New York. However, this was in the days when you�re your physical in the morning and left in the afternoon. When they found out that I was extremely near-sighted (without my Glasses) they said� we can�t take you in the Air force, but we can take you in the infantry�! I bailed out of there and went around the corner to the Navy recruiter, desperate to join something, but smart enough to want to get some education out of the deal. I wound up taking the Eddy test, being guaranteed aviation electronics school, and enlisted for three years (subsequently extended to four by President Truman). When I took my physical, they said take your glasses off and read the lowest line you can. I said �E�. They said move closer to the chart until you can read the 20/20 line. I stopped about two feet from the chart. The guy said �you just made it�! Apparently they needed to make their quota. So I took the train from Buffalo to Great Lakes where they gave me another physical. Upon finding out (again) that I was near sighted (without my glasses) they put me in the �triple zero� company with all the �misfits�. There I listened to stories of appendectomies performed that weren�t required, good teeth being pulled, etc. After a week they put me in Company 483, so I spent thirteen weeks in boot camp instead of twelve. After a ten day boot leave, during which I had my first airplane ride in a piper cub, I took the train to NATTC Memphis. After eight weeks in AN �P� school I hit the no-man�s-land. It seems that the Navy had allowed men to enlist for one year active duty with a six year commitment in the reserve, and sent them through a shortened course at ATAL �A� school (36 week versus 42). In order to get them in and out within a year, they received priority for starting classes. So, I spent five weeks helping to build a golf course for the officers. When I started school, the top 50% of the class was rated AT3 or AL3 upon graduation, four week before I graduated (6^th in a class of 46) they stopped doing that. The only billets open were FAETULANT, but some dummy yeoman cut our orders to be ship�s company instead of students. So, we swabbed hanger decks until they got that straightened out, then we went to school on aircraft electrical systems. Going from milliamps to amps was a little confusing. Finally I got orders to CVG-3, not to a squadron, but the Air Group Commanders Staff.

I left Norfolk for Quonset Point six days before Air Group Three embarked in USS LEYTE for the Mediterranean may 2, 1950. When I reported in, the CAG yeoman said that since there was so little time (the upcoming week end was part of the six days), I wouldn�t have to go. I said that I had been in the Navy almost a year and a half and hadn�t seen a ship yet (and very few airplanes) and that I wanted to go. He said �OK� and that was that. He was only a seaman, but he made a hell of a lot of decisions in that office! Naturally, when we got out to sea, the Air Group Commander (CDR Hatcher) didn�t have anything for me to do, so he sent me TAD to VA-35. The Squadron promptly used me to fill their quota of obligations to Ships Company. I was offered a choice of compartment cleaning, mess cooking, or pushing planes on the flight deck. So, nine days after leaving the training command at Norfolk, I was part of V-1 Division of the USS LEYTE pulling into Norfolk for supplies. I had already been introduced to water hours, but I thought the chow was pretty good. The first day out from Norfolk we had flight operations and I quickly learned how to pull the port chock on a plane, and then run full tilt down between whirling propellers to pick up the next airplane so as not to slow up the launch process. A corsair chewed up the rudder on the plane ahead (not the last time I would see this happen) and I became very aware of how easy it would be to get blown into a prop if I did not stay alert. We didn�t get much training, but it didn�t take long to catch on. After a few weeks, the ship got very good at launch (every 25 seconds) and recovery (every 30 seconds). We had the usual amount of deck accidents and deck crew injuries, but it was all great fun until the 21^st day out, when I witnessed our first fatality. A corsair stalled on final approach and went in the water. The plane guard helicopter was there instantly, but the pilot never got out.

One of the incidents that I noted in a diary that I kept, was that a VC-12 aircraft slid into no. 1 elevator pit during a re-spot and �broke its back�. The entry for 25 June, 1950 reads �they broke out the Gunners Mates, had them load the guns and stood by all night. Something cooking! We were in Leghorn, Italy. The entry for 28 June says �the commies are raising hell in Korea and we are alerted. Condition III (30 minutes notice). Planes are all armed.� After that, it seemed to go back to normal, lots of flight operations and long days. On 17 July we collided with a tanker (oiler). .Messed up the after starboard gun tub (20 mm)�. The USS Midway joined us on 27 July. On 10 August we pulled into Beirut, Lebanon. On the 12^th we took on the 6^th Marines and all their supplies. Got underway on the 13^th at 0400 in a hurry! On 14 August we unloaded the Marines to transports at Suda Bay, Crete. I heard later that they participated in the Inchon landing and later went up to the Chosin Reservoir. I don�t know if that is true or not. On the 15^th I noted �we�re really shagging ass! Headed for Norfolk I guess�.

We pulled into Norfolk on 23 August 1950. The ship went into dry dock for about two weeks. That is an awesome sight. I went home for a few days and then we set sail for the Pacific via the Panama Canal. I don�t know why we could get through. We had to put No. 2 elevator in a vertical position and cut off and later re-weld some gun tubs. I didn�t keep a diary on the Korean cruise, I thought it was against the rules (remember this was only 5 years after the end of World War II). We pulled liberty in Panama, San Diego, Honolulu, and Yokosuka before launching our first strikes on 10 October. I remember that on the way over we were anxious to get to Korea, because we thought the fighting would be over very shortly and we wanted to say we had been in a �war�. We came to regret those thoughts when the Chinese communists entered the war, which shocked us all. Our war time experiences are well documented including close air support at the Chosin reservoir, the loss of the Navy�s first black aviator (Ens. Jesse Brown) and the awarding of the Congressional Medal of Honor to his wingman (then) LTJG Thomas Hudner. We lost two other pilots to enemy action LTJG Roland Batson, Jr. and Ens. William Wagner, and VA-35 skipper LCDR Ralph Bagwell was a North Korean P.O.W. for three years. Also, Ens. F. C. Webber of VF-31 was the first pilot to shoot down a MIG-15. After 52 days on the line we were sent back to Sasebo to recoup. Needless to say, the liberty was appreciated. On 19 January 1951 we returned to the line until 19 January. On departure from 7^th Fleet VADM Struble in his departing address said: �We are deeply appreciative of the outstanding battle record of the �LEYTE�. I know of no ship which deserves mort to return to the United States for a well earned rest. God bless you and good speed. Well done�. We off loaded operational aircraft and supplies and on loaded non flyable aircraft and headed for San Diego.

When we left for Korea we got a new CAG � CDR Walter Madden, a man I will never forget. Someone in the CAG office, I don�t remember who (probably the yeoman), asked me what I wanted to do this time. I was still an ATAN so the changes of working as a �twidget� were nil. I said �well, I�ve pulled chocks on the left side of the airplanes, now I would like to pull them on the right side� I reasoned that by being a plain captain, I would only have one airplane to worry about and would not have to chip paint when we weren�t flying. So I was assigned to VF-33 as plane captain on a corsair. My duties were a little different now. Not only did I have to preflight the airplane (cold gasoline running down your arm in sub-freezing weather), help the pilot in the cockpit, but you had to help him out while airplanes were landing scant yards in back of you. A plane captain also rode the brakes on the re-spot, which gets exciting hen all you can see is water around you. However, I was the first to hear how my pilot had fared shooting at trains, tanks, trucks & troops. Incidentally the LEYTE skipper, CAPT. Sisson was very good about keeping us informed. He would have pilots get on the horn each night and tell us about events of the day. When we left Korea, I felt guilty about leaving while the war was still going on. I still didn�t realize how long it would last and had that World War II mentality I guess. I refused to by a cruise book because I thought it was frivolous and cheapened the respect due the guys that were getting shot at. Today, I wish I had one.

I think we made it from Japan to San Diego in about 12 days, where the Air Group disembarked, and were flown to Quonset Point on a 14 hour overnight flight with a fuel stop at NAS Dallas. We all went on leave and when we returned, we learned that the Air Group had been transferred to Florida. We reopened NAAS Sanford, which had been used by the New York Giants baseball team for spring training. So much for being close to home, I think I spent a total of 30 days at Quonset.

By this time I had made third class, so they finally had to assign me to an Electronics shop. I had a lot of catching up to do. However, before we left on the LEYTE for Guantanamo Bay, Cuba in June or 1951, CDR Madden informed me and another AT assigned to the CVG-3 that he was getting an AD-1Q and we were �appointed� his air crewman! He sent me to school in Norfolk, ostensibly to learn electronic countermeasures gear, but it turned out to be Loran-A school which was useless for carrier aircraft. I read the manual and figured that if we were ever hit with fire control radar I would be able to tell somebody and fire up the jammer. Nothing like that ever happened so the whole deal was a big boondoggle. I made my first flight in an AD and first flight off the carrier 12 July 1951. It was a dive bombing exercise and I had my oxygen mask on as we were above 10,000 feet. I left the mask on as we progressed through the dive; when suddenly a sharp pain went through my head as if it had been pierced with a knife! I remember clawing at the mask and grabbing my nose to clear my ears. After that I started popping my ears at the start of every dive. I learned that there were two kinds of pilots. One would dive a shallower angle and pull out about 1,000 feet above the ground (or water) and pull about 3 �G�s�. The other would dive much steeper, pull out at 3,000 feet and pull 5 �G�s�. My second flight was on 20 July 1951 and we had an experience where the AD-10 had a propensity for hydraulic troubles, namely the accumulator would blow up and leak leaving you with no pressure for gear, flaps and brakes. When this happened, CDR Madden called the ship and said his engine was smoking very badly and requested immediate return (which required a re-spot). I was fascinated by the fact that someone was a �sick chick� until I looked out the window on the port side, saw all the stuff blowing by, and realized it was us! We landed without mishap. Four flights later, we had conducted a bombing exercise with live ordnance on Culebra Island, when we experienced a �hung rocket�./ We landed at Roosevelt Roads, Puerto Rico and some people came out and removed the rocket, and we took off again without shutting our engine down. Right after take off, the accumulator blew, and we had what is known as a �run-away prop�. This forces you to reduce power to preclude over speeding the engine with possible loss of the propeller. By this time we were over the water, but instead of having to ditch, he was able to turn back downwind and land on the runway. So far so good, but after shutdown when I went to get out of the airplane, I found the door was jammed shut. I tried everything I could think of, including pulling the pins that disengage the hinges so that you can bail out, but nothing worked. It took 30 minutes for them to get me out from the outside. We worked on the door latch while they fixed the hydraulic system. CDR Madden told me I didn�t have to go back in that airplane, but after testing the door about 50 times I felt comfortable with it and we flew back to the ship without incident. We flew another Culebra �strike� in the airplane the next day.

We returned to Norfolk 21 August 1951 and left for the Mediterranean on 3 September and returning 21 December. I flew several uneventful hops on this cruise bringing my total of carrier landing to eleven. One of my AT school buddies, a member of VC-33, was lost during a night dive bombing run. His name was Norm Westwood and I was manning the sound powered phones in the ready room when it happened (the skipper wanted to keep us busy when we weren�t flying). Norm�s low hit kind of hard but I am reminded of a saying �I don�t have the guts NOT to fly off from the carrier�.

After our return to Florida, I flew several hops, had two more landings �under other than normal conditions�, one of which we landed at Jacksonville in order to make use of the arresting gear they had installed there. Same old hydraulic problems! My last flight was 3 June 1952. The air group was getting ready to go to the Med., again aboard LEYTE, but I didn�t have enough time left on my enlistment, so they sent me to VC-4 in Atlantic City.

It was there that I met Chief Linton Smith. He told me that if I would ship over, he would see to it that I would be assigned as an air crewman on an F3D. He briefed me on the aircrafts systems including the tail warning radar. I was an AT2 and had passed the test for First Class, but did not get one of the limited openings. I had only been married about 11 months and wasn�t crazy about going to sea and leaving my wife behind. The combination of these things, plus the fact that I had never had a decent civilian job and was curious as to what it would be like, prompted me to accept my discharge in December, 1952 (still wondering why they would discharge me while there was a war going on).

One other anecdote � on that last med cruise, the navy started issuing hard helmets to replace the soft cloth World War II type helmets. However, they didn�t see fit to issue them to enlisted crewman. One of the CAG LSO�s (Lt. McGovern) said �hell their heads are just as soft as ours!� � we got our hard hats.

I didn�t fly again for seven years, but in 1959 I went for a ride in an Aeronca Champ with a fellow worker, got the but, and went on to log 1740 hours in light planes.

While working for Rockwell international in Downey, California, I met Bob Rahn who had test flown Skyraders for Douglas. He told me about having the antenna cover (�Guppy�) blow off during Dive tests.

Six years ago I saw an advertisement for a USS LEYTE reunion in Phoenix near where I live on a residential airpark. I went and discovered it to be great fun to rehash old times after forty years. I have gone every year since, and now write a column for the newsletter. I feel lucky to have been able to do these things (especially with my near-sightedness), but �I would not have missed it for the world�. And now you know the rest of the story of Shipmate and Newsletter Air Group Columnist Harry Conner

FROM NEWSLETTER EDITOR

Please get your changes of address in as soon as possible because if you move the newsletter is returned to me. This especially applies to Life Members. If you go on vacation or temporarily go to a summer/winter address and don�t provide forwarding information then the newsletter comes back to me with �Temporary Away�. I have returned some with changes of address and TA but still have a few. So if you don�t get your newsletter and your dues are up to date contact me. I can also be contacted at kmclaurin3@cox.net. There are still copies of the Association Roster with updates available and will be at the ships store in New London. If you are not attending the reunion and want a copy it is asked that you send $2.00 with your request for mailing to the editor.

Input is needed for the newsletter be it a shipmates story as in this newsletter or some interesting article that would be of interest to all the shipmates. All items are considered for use and especially filler items of interest.

TAPS

James W. Basham 5/09

Leonard Kirkham

Casimer G. Kropkowski 7/09

R. G. Leonard 76

Robert Mehr 5/09

Edward Price

John R Yurewicz 5/09

WEBMASTER NEEDED

Somewhere out there is a shipmate or family member that has the skills of a webmaster. Shipmate Roberts that established the original site and the name ussleytecv32.com is being forced to retire and we need a replacement in order to continue maintaining the site. You can contact him as the webmaster at the site or get in touch with the Newsletter Editor for details. Here is a chance to step up to the plate without attending all the committee meetings. Please let us hear from you soonest.

ADDITIONAL POINTS OF INTEREST

In addition to those sites we will visit as an Association the following points of interest are recommended for those with additional time. The Historic Waterfront District east of the hotel; Fort Trumble State Park; Lyman Allyn Art Museum; Ledyard Mashantucket Pequot museum; Mystic Aquarium and downtown collection of boutiques and galleries. Information on these should be available at the hotel.

THE SEABAG

There was a time when everything you owned had to fit in your seabag. Fully packed these suckers weighed more than the poor devil hauling it. The things weighed a ton and some idiot with an off center sense of humor sewed a handle on it to help you haul it. You could sew a handle on a Greyhound bus but it couldn�t make it portable. The Armym marines and Air force got foot lockers and we got those big ole� canvas bags. After you warped your spine jackassing this goofy thing through a bus or train station, sat on it waiting for your connecting transportation and made folks mad at you because it didn�t fit in any overhead rack on any bus, train or plane ever made, the contents looked like h-ll.

Traveling with seabags was something left over from �yo-ho-ho and a bottle of rum�. �Sailors used to sleep in hammocks, so you stowed all your issue in a big canvass bag and lashed your hammock to it, hoisted it on your shoulder and in effect moved your complete inventory of earthly possessions from ship to ship. I wouldn�t say it was light because with one strap it was a one shoulder load that could torque your skeletal frame and bust your ankles. They wasted a lot of time in Boot Camp telling you how to pack one of these suckers. There was an officially sanctioned method you forgot ten minutes on the other side of the gate at Great Lakes, San Diego or Bainbridge. You got rid of a lot of issue gear when you went to the SHIP.

Did you ever know a sailor who had a raincoat, or one of those hugger knit swimsuits? How about those roll your own neckerchiefs, the ones the girls in any good Navy tailor shop (East Main Street, Norfolk) would cut down and sew into a �greasy snake� for two bucks. Within 6 months every fleet sailor was down to one set of dress blues, port and starboard undress blues and whites, a couple of hats, boots, shoes assorted skivvies, a pea coat and three sets of bleached out dungarees. The rest of your original issue was in the pea coat locker or the lucky bag. Underway ships did not allow for vast accumulation of private gear. After the rigid routine of �Boot Camp� we learned the skill of cramming. It is amazing what you can jam into a space no bigger than a bread box if you pull a watch cap over a boot and push it in with your foot of course it kind of looks weird when you pull it out but they don�t hold fashion shows at sea and wrinkles added character to your salty appearance. There was a 400 mile gap between the recruiting poster and the actual appearance of sailors at sea.

We operated on the premise that if �cleanliness was next to godliness� we were at the other ends. We looked like our clothing was pressed with a waffle iron and packed by a bulldozer. Sometimes I look at all the c-ap stacked in my garage, close my eyes and smile remembering a time when everything I owned could be crammed into a canvass bag.

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