December 2012 - Escort Carriers.com

December 2012 

Newsletter of the ESCORT CARRIER SAILORS & AIRMEN ASSOCIATION, INC. 

U-505 

Capture 

ESCORT CARRIER SAILORS & AIRMEN ASSN. 

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NORFOLK, VA 23502 

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Anthony Looney, President (Cindy) 

1203 Greenway Drive 

Allen, TX 75020 

Phone: 214.738.5949 (cell) 

Phone: 972.359.0373 (home) 

Email: anthonylooney@sbcglobal.net 

Term 2013 

(Art) Wayne Lowe, Vice President 

(Joan) 

USS Corregidor CVE 58 

5 Longbow Court 

St. Louis MO 63114 

Home Phone: 314.429.1169 

Email: awlstl@aol.com 

Term 2014 

George Manik, Secretary (Barbara) 

USS Sangamon CVE-26 

50 North Island Drive 

Bayville, NJ 08721 

Home Phone: 732.269.0866 

C-Phone: 732.269.6767 

Fax: 732.269.6696 

Email: barbaramanik@verizon.net 

Term 2015 

BOARD 

OF 

GOVERNORS 

Bob Evans, Treasurer (Janet) 

USS Sangamon CVE-26 

1649 Glenhill Lane 

Lewisville, TX 75077-2728 

Phone: 817.798.2369 

Email: byejme@aol.com 

Term 2015 

John W. Smith (Pauline) 

USS Salamaua CVE-96 

7268 NW 16th Street 

Ankeny, IA 50023-8823 

Home Phone: 515.289.1467 

Fax: 515.289.8408 

Email: jwspauli@gmail.com 

Term 2015 

Will you assist us and increase our membership? 

If you have any names of shipmates who you think might be interested in joining our Escort Carrier Sailor & 

Airmen Association, please send them to me, or email me and I will send them a CVE Piper. 

ECSAA Membership Shipmate CVE: 

Attn: Dave Ryan 

5802 E. Virginia Beach Blvd Address: 

Ste. 122 

Norfolk VA 23502 City: 

Membership@ECSAA.org ST: Zip: 

ESCORT CARRIER SAILORS & AIRMEN ASSOCIATION MEMORIAL 

DONATION (BONDED) TREASURER, BOB EVANS, 5802 E. VIRGINIA BEACH BLVD. 

SUITE 122, NORFOLK, VA 23502 INCORPORATED IN THE COMMONWEALTH OF 

VIRGINIA, IRS CLASSIFICATION 501-19 I.D. Number 54-1599146 

Donor Last Name Donor First Name 

Address City St Zip 

Ship or Squadron you served in 

Memorial Donations are Tax Deductible under ECSAA’s IRS Classification 501C-19 

Check Number Amount $ Date 

CVE Piper - Dec 2012 - Page 1

Biographical Sketch of 

Anthony G. Looney 

Anthony G. Looney, a native of 

Perryton, Texas, graduated from 

West Texas State University with a 

BBA in Business Administration, 

minoring in Economics. 

He spent several years with 

Ponca Wholesale Company as an auditor before joining Accudata 

Corporation in general business management. Mr Looney worked 

for his previous employer, Atmos Energy from August 1977 

until his retirement in January 2012 and held various positions of 

responsibility in Operations, Human Resources, and Customer 

Billing. 

Anthony has lived in Amarillo, Midland, and Lubbock, Texas 

with the company, all the while being involved in numerous local 

civic organizations. In 2000, he was elected Chairman of the Board 

of the Texas Gas Association, completing his successful term in 

2001. 

In July 2001, Mr. Looney was asked to head a newly created 

Collections department within Atmos Energy in Dallas, Texas to 

reduce bad debt write-offs and lower delinquent account receivables. 

In October, 2007 Mr. Looney provided testimony to the Federal 

Trade Commission regarding reform to the Fair Debt Collections 

Practices Act. Looney served as Director - Customer Revenue, 

Collections until his retirement in January, 2012. 

Anthony is married to Cindy Timmons Looney and together 

have a son, Grant with wife Ashley Looney in Midland ,Texas, and 

daughter Angie with husband Jason Ritchie of Plano, Texas. 

Since his retirement in January 2012, Anthony dotes on his 

grandchildren, Hunter and Blake Ritchie, and Brooklyn Looney. 

President’s Message 

Greetings! 

I trust that everyone arrived home from the Tucson conven- 

tion safely. Special prayers are with those of you on the East Coast 

whose lives and property have been affected by Hurricane Sandy. 

We had a great convention and, as usual, George and Barbara Manik 

did a masterful job of selecting and coordinating facilities and tours. 

They put in so much time and hard work, and yet make the entire 

process look easy. 

To me, coming off a successful convention is somewhat like 

your favorite football team winning a great game. You want to savor 

the success of the win, but in short notice begin preparation for the 

next game. Even before our 2012 convention began, planning of the 

2013 convention in Newcastle, Delaware was underway. 

We are in the midst of a great era in our association. Financially 

we are sound, with several projects underway that will promote the 

legacy of our membership. The U-505 submarine capture project is 

progressing well, hoping for a location on the East Coast for place- 

ment. Other projects such as the Pima Air and Space Museum in 

Tucson, the National Museum of the Pacific War in Fredericksburg, 

Texas, and the Yorktown in Charleston, South Carolina are incubat- 

ing. 

One of our most foremost challenges in the coming years is 

growing our membership. In addition to adding new shipmates, 

progeny (a descendant of a regular member) membership and leader- 

ship will be vital to perpetuating the organization. Our membership 

committee could not be in more capable hands of David Ryan. 

David has already streamlined the logistics of our membership and is 

in the process of pulling together a team to attract more members. 

Finally, as we approach the end of the year, I wish all of you the very 

best Merry Christmas and hoping you have an even more prosperous 

2013 year! 

God Bless ECSAA and God Bless America! 

Anthony 


Capture of U-505 on 4 June 1944 

U-505 at the Museum of Science and Industry, Chicago 

Oral History: Rear Admiral Daniel Gallery 

U-505 - translated documents 

On 4 June 1944, a hunter-killer 

group of the United States Navy captured 

the German submarine U-505. This event 

marked the first time a U.S. Navy vessel 

had captured an enemy vessel at sea since 

the nineteenth century. The action took 

place in the Atlantic Ocean, in Latitude 21-30N, Longitude 19-20W, about 150 

miles off the coast of Rio De Oro, Africa. The American force was commanded 

by Captain Daniel V. Gallery, USN, and comprised the escort Carrier Guadalca- 

nal (CVE-60) and five escort vessels under Commander Frederick S. Hall, USN: 

Pillsbury (DE-133) Pope (DE-134), Flaherty (DE-135), Chatelain (DE-149), and 

Jenks (DE-665). 

Alerted by American cryptanalysts, who--along with the British--had 

been decrypting the German naval code, the Guadalcanal task group knew 

U-boats were operating off the African coast near Cape Verde. They did not 

know the precise location, however, because the exact coordinates (latitude and 

longitude) in the message were encoded separately before being enciphered for 

transmission. By adding this regional information together with high-frequency 

direction finding fixes (HF/DF)--which tracked U-boats by radio transmissions- 

and air and surface reconnaissance, the Allies could narrow down a U-boat’s 

location to a small area. The Guadalcanal task group intended to use all these 

methods to find and capture the next U-boat they encountered through the use of 

trained boarding parties. 

The task group sailed from Norfolk, Virginia, on 15 May 1944 for an 

anti-submarine patrol near the Canary Islands. For two weeks they searched 

unsuccessfully, even steaming as far south as Freetown, Sierra Leone, in a vain 

effort to locate a U-boat. On Sunday, 4 June 1944, with fuel running low, the 

warships’ reluctantly turned north and headed for Casablanca. Ironically, not ten 

minutes later at 1109 that morning, USS Chatelain (DE-149), Lieutenant Com- 

mander Dudley S. Knox, USNR, made sonar contact on an object just 800 yards 

away on her starboard bow. Guadalcanal immediately swung clear at top speed, 

desperately trying to avoid getting in the way, as Chatelain and the other escorts 

closed the position. 

In the minutes required to identify the contact definitely as a 

submarine, however, Chatalain closed too rapidly and could not 

attack--as her depth charges would not sink fast enough to intercept 

the U-boat. The escort held her fire instead, opened range and setup 

a deliberate attack with her “hedgehog” (ahead-thrown depth charges 

which explode on contact only) battery. Regaining sonar contact after 

a momentary loss due to the short range, Chatelain passed beyond the 

submarine and swung around toward it to make a second attack with 

depth charges. 

As the ship heeled over in her tight turn, one of two General Motors 

FM-2 “Wildcat” fighter planes launched overhead by Guadalcanal, sighted the 

submerged U-boat and dived on it, firing into the water to mark the submarine’s 

position. Chatelain steadied up on her sound bearing and moved in for the kill. 

A full pattern of depth charges set for a shallow target splashed into the wa- 

ter around the U-boat. As their detonations threw geysers of spray into the air, 

a large oil slick spread on the water; the fighter plane overhead radioed “You 

struck oil! Sub is surfacing!” Just six and one-half minutes after Chatelain’s first 

attack, U-505 broke the surface with its rudder jammed, lights and electrical 

machinery out, and water coming in. 

As the submarine broached only 700 yards from Chatelain, the escort 

opened fire with all automatic weapons that would bear and swept the U-boat’s 

decks. Pillsbury, Lieutenant George W. Casselman, USNR, and Jenks, Lieu- 

tenant Commander Julius F. Way, USN, farther away, and the two “Wildcats” 

overhead all joined the shooting and added to the intense barrage. Wounded in 

the torrent of fire and believing that his submarine had been mortally damaged 

by Chatelain’s depth charges, the commanding officer of U-505 quickly ordered 

his crew to abandon ship. So quickly was this command obeyed that scuttling 

measures were left incomplete and the submarine’s engines continued to run. 

The jammed rudder caused the partially-submerged U-505 to circle to the 

right at a speed near seven knots. Seeing the U-boat turning toward him, the 

Continued on page 5 



commanding officer of Chatelain ordered a single torpedo fired at the submarine 

in order to forestall what appeared to be a similar attack on himself. The torpedo 

passed ahead of U-505, which by now appeared to be completely abandoned. 

About two minutes later, the escort division commander ordered cease fire and 

called away Pillsbury’s boarding party. 

While Chatelain and Jenks picked up survivors, Pillsbury sent its motor 

whaleboat to the circling submarine where Lieutenant (junior grade) Albert L. 

David, USN, led the eight-man party on board. Despite the probability of U-505 

sinking or blowing up at any minute and not knowing what form of resistance 

they might meet below, David and his men clambered up the conning tower and 

then down the hatches into the boat itself. After a quick examination proved the 

U-boat was completely deserted (except for one dead man on deck - the only 

fatality of the action), the boarders set about bundling up charts, code books, and 

papers, disconnecting demolition charges, closing valves, and plugging leaks. By 

the time the flood of water had been stopped, the U-boat was low in the water 

and down by the stern. 

Meanwhile, Pillsbury twice went alongside the turning submarine to put 

over tow lines and each time the escort’s side was pierced by the U-boats’ bow 

plane. Finally, with three compartments flooded, she was forced to haul clear to 

attend to her own damage. The boarding party was then reinforced by a party 

from Guadalcanal. Led by Commander Earl Trosino, USNR, the carrier’s men 

completed temporary salvage measures, and took a towline from Guadalcanal. 

The salvage crew was later joined by Commander Colby G. Rucker, USN, who 

arrived with the seaplane tender Humbolt (AVP-21). 

In an ingenious solution to the heavy flooding, the salvage crew discon- 

nected the boat’s diesels from her motors. This allowed the propellers to turn 

the shafts while under tow. After setting the main switches to charge the bat- 

teries, Guadalcanal towed the U-boat at high speed, turning the electric motors 

over which recharged the boat’s batteries. With power restored, the salvage crew 

could use the U-boat’s own pumps and air compressors to finish pumping out 

seawater and bring her up to full surface trim. 

After three days of towing, Guadalcanal was relieved of her burden by 

the fleet tug Abnaki (ATF-96). Arriving with the tug was the tanker Kennebec 

(AO-36), sent to provide much-needed fuel to the hunter-killer group. On Mon- 

day, 19 June 1944, U-505 was brought into Port Royal Bay, Bermuda, after a 

tow of 1,700 miles. 

Fifty-eight prisoners had been taken from the water during the action. 

One man had been killed and three (the commanding officer, executive of- 

ficer, and one enlisted man of the U-boat) wounded. For his part in saving the 

abandoned submarine, Lieutenant (jg) David was awarded the Medal of Honor; 

Torpedoman’s Mate Third Class A. Knispel and Radioman Second Class S. E. 

Wdowiak, each received the Navy Cross; and Commander Trosino received the 

Legion of Merit. 

The task group itself was awarded the Presidential Unit citation, in part 

because of the unique and difficult feat of boarding and capturing an enemy war- 

ship on the high-seas--something the U.S. Navy had not accomplished since the 

19th-century. More significantly, however, the capture of codebooks on U-505 

allowed American cryptanalysts to occasionally break the special “coordinate” 

code in enciphered German messages and determine more precise locations for 

U- boat operating areas. In addition to vectoring in hunter-killer task groups on 

these locations, these coordinates enabled Allied convoy commanders to route 

shipping away from known U-boat locations, greatly inhibiting the effectiveness 

of German submarine patrols. 

Admiral Royal E. Ingersoll, Commander in Chief, U.S. Atlantic Fleet, 

cited the Task Group as follows: 

“For outstanding performance during anti-submarine operations in the eastern 

Atlantic on June 4, 1944, when the Task group attacked, boarded and captured 

the German submarine U- 505.” 

“Setting out on an anti-submarine sweep with the stated purpose of cap- 

turing and bringing back to the United States a German submarine, all units of 

the Task Group worked incessantly throughout the cruise to prepare themselves 

for the accomplishment of this exceedingly difficult purpose. Locating a single 

U-boat after a long period of fruitless searches, the entire Task Group participat- 

ed in intensive search and hold down operations which terminated in the sighting 

of the submerged submarine by an airplane. An extremely accurate initial depth 

charge attack by the USS Chatelain forced the U-boat to surface where it was 

subjected to the combined automatic weapons fire of three destroyer escorts and 

two aircraft. This anti-personnel attack completely achieved its pre-conceived 




objective in forcing the entire enemy crew to abandon ship while inflicting rela- 

tively minor material damage on the submarine.” 

“Completely unmindful of the dangers involved all units of the Task 

Group then proceeded to carry out their assigned duties in accomplishing the 

actual capture. The USS Pillsbury, badly damaged in a series of attempts to go 

alongside the erratically maneuvering submarine in order to transfer a mass 

boarding and repair party, was forced to withdraw and to transfer necessary 

personnel by small boat. Undeterred by the apparent sinking condition of the 

U-boat, the danger of explosions of demolition and scuttling charges , and the 

probability of enemy gunfire, the small boarding party plunged through the con- 

ning tower hatch, did everything in its power to keep the submarine afloat and 

removed valuable papers and documents. Succeeding, and more fully equipped, 

salvage parties, faced with dangers similar to those which confronted the first 

group to enter the submarine, performed seemingly impossible tasks in keeping 

the U-boat afloat until it could be taken in tow by the USS Guadalcanal. After 

three days of ceaseless labor the captured U-boat was seaworthy and able to 

withstand, with constant care, the vigors of a twenty-four hundred mile tow to its 

destination.” 

“The Task Group’s brilliant achievement in disabling, capturing, and 

towing to a United States base a modern enemy man-of-war taken in combat on 

the high seas is a feat unprecedented in individual and group bravery, execution, 

and accomplishment in the Naval History of the United States.” 

Disposition of U-505 

As the U.S. Navy was far more interested in the advanced engineering 

design of fast underwater U-boats--such as the streamlined German Type XXI 

and XXIII submarines--rather than the familiar fleet-boat types illustrated by the 

U-505, the captured submarine was investigated by Navy intelligence and engi- 

neering officers during 1945 and then promptly slated for disposal. The inten- 

tion was to use the hulk for gunnery and torpedo target practice, a fate similar to 

those of many other captured enemy submarines. 

In 1946, however, Father John Gallery learned of this plan from his 

brother (then Admiral Daniel Gallery) and called the Chicago Museum of Sci- 

ence and Industry (MSI) President Lenox Lohr to see if MSI would have an in- 

terest in saving U-505. The museum, established by Chicago businessman Julius 

Rosenwald as a center for “industrial enlightenment” and public science educa- 

tion, specialized in interactive exhibits, not just view displays and artifacts. Lohr 

immediately revealed 10-year old plans to include a submarine in the exhibits of 

the museum and began a plan to bring the U-505 to Chicago. 

The people of Chicago raised $250,000 to help prepare the boat for the 

tow and installation at the museum. In September 1954, U-505 was donated to 

Chicago at no cost to the U.S. Government. On September 25, 1954 U-505 was 

dedicated as a war memorial and as a permanent exhibit. In 1989, the U-505--as 

the only Type IX-C boat still in existence--was designated a National Historic 

Landmark. 

Select Bibliography 

“Capture of Nazi Submarine in 1944 Revealed” Navy Department Press Release, 

16 May 1945. [Located in Naval Historical Center, Ships’ History Branch, USS 

Flaherty (DE-135) file]. 

Hinsley, F. H. et al. British Intelligence in the Second World War: Its Influence 

on Strategy and Operations. vol. 2. New York: Cambridge University Press, 

1981. [See p.552 for information on code books captured on U-505]. 

Morison, Samuel Eliot. The Atlantic Battle Won: May 1943 - May 1945. Vol. 

10 of History of United States Naval Operations in World War II. Boston: Little, 

Brown and Co., 1960. [For a description of the capture see pp. 290-93. 

Ratcliff, R. A. “Searching for Security: The German Investigations into Enig- 

ma’s Security” Intelligence and National Security 14, no.1 (Spring 1999): 146- 

167. [See p.156 for information on code books captured on U-505.]. 

Wise, James E., Jr. U-505: The Final Journey. Annapolis, MD: Naval Institute 

Press, 2005. [An extremely useful illustrated history.] 


USS Manila Bay (CVE-61)... was a Casablanca class escort 

carrier of the United States Navy. She was laid down as Bucareli Bay (ACV- 

61) under Maritime Commission contract by Kaiser Company, Inc., Vancouver, 

Washington on 15 January 1943; renamed Manila Bay on 3 April 1943; launched 

on 10 July 1943; sponsored by Mrs. Robert W. Bockius; reclassified CVE-61 on 

15 July 1943; acquired by the Navy on 5 October 1943; and commissioned the 

same day at Astoria, Oregon, Captain Boynton L. Braun in command. 

World War II 

After a shakedown cruise along the west coast, Manila Bay sailed for 

Pearl Harbor on 20 November and returned a load of damaged planes to San 

Diego on 4 December. After training exercises, with Composite Squadron 7 

(VC-7) embarked, she departed Hawaii on 3 January 1944. A week later she 

embarked Rear Admiral Ralph Davidson and became flagship for Carrier Divi- 

sion 24. Joining Task Force 52 (TF 52), she sortied 22 January for the invasion 

of the Marshall Islands. Between 31 January-6 February, she launched air and 

antisubmarine patrols as well as dozens of combat missions. Her planes bombed 

and strafed enemy positions from Kwajalein Island north to Bigej Island and 

destroyed ammunition dumps and ground installations. She remained in the Mar- 

shalls during the next month and extended her operations late in February first to 

Eniwetok and then to Majuro. 

Departing Majuro on 7 March, Manila Bay reached Espiritu Santo on 

the 12th. Three days later she joined TF 37 for airstrikes and surface bombard- 

ments against Kavieng, New Ireland on 19–20 March. During the next month 

she cruised between the Solomons and the Bismarck Archipelago supporting the 

protracted offensive to neutralize the Archipelago and the Japanese fortress at 

Rabaul. Thence, on 19 April she steamed so that her planes could attack enemy 

positions on New Guinea. 

New Guinea 

American naval and ground forces began a three–pronged invasion along 

northern New Guinea at Aitape, Hollandia, and Tanahmerah Bay on 22 April. 

During and after the invasion Manila Bay launched protective air patrols and 

sent fighters and bombers to attack and destroy Japanese installations in the 

Aitape area. On 4 May she returned to Manus Island where Rear Admiral Felix 

Stump relieved Admiral Davidson as Commander, Carrier Division 24. 

Admiral Stump transferred his flag to Corregidor on 6 May, and the following 

day Manila Bay sailed for overhaul at Pearl Harbor where she arrived on 18 

May. 

After loading 37 Army P-47 Thunderbolts of the Army Air Forces’ 73rd 

Fighter Squadron, 318th Fighter Group, Manila Bay sailed on 5 June for the 

Mariana Islands. Steaming via Eniwetok, she reached the eastern approaches 

to Saipan on 19 June. During the next 4 days, she remained east of the embattled 

island as ships and planes of the Fast Carrier Task Force repulsed the Japanese 

Fleet in the Battle of the Philippine Sea, and inflicted staggering losses on the 

enemy, crippling the Imperial Navy’s air strength permanently. 

On 23 June, Manila Bay came under enemy air attack during refueling 

operations east of Saipan. Four Aichi Val dive bombers attacked her from dead 

ahead, dropping their bombs which exploded wide to port. As a precautionary 

and rather unusual move which Raymond A. Spruance later characterized as 

“commendable initiative”, Manila Bay launched four of the P-47s she was ferry- 

ing to fly protective CAP until radar screens were clear of contacts. 

The Army fighters then flew to Saipan, their intended destination. Manila 

Bay launched the remaining planes the next day and returned to Eniwetok, arriv- 

ing on 27 June. 

After embarking 207 wounded troops, she departed on 1 July, touched 

Pearl Harbor on the 8th, and reached San Diego on 16 July. Manila Bay returned 

to Pearl on 31 August. Two days later, Captain Fitzhugh Lee took command of 

the veteran carrier, and after embarking VC-80, Manila Bay departed on 15 

September as a unit of Carrier Division 24 (CarDiv 24). 

Steam- 

ing via Eni- 

wetok, she 

reached Manus 

3 October and 

began final 

preparations 

for the inva- 

sion of the 

Philippines at 

Leyte Gulf. 

continued on page 8 


USS Manila Bay (CVE-61) continued... 

Leyte Gulf 

Assigned to the Task Group 77.4 (TG 77.4), Manila Bay departed on 12 Octo- 

ber for waters east of the Philippines. Prior to the invasion, her planes pounded 

enemy ground targets on Leyte, Samar, and Cebu Islands. She launched ground 

support, spotting, and air cover strikes during the amphibious assaults on 20 

October, and she sent bombers and fighters to support ground forces during the 

critical first few days at Leyte. 

As Manila Bay cruised to the east of Leyte Gulf with other carriers of 

Admiral Stump’s “Taffy 2” (Task Unit 77.4.2, TU 77.4.2), powerful Japanese 

naval forces converged upon the Philippines and launched a three-pronged of- 

fensive to drive the Americans from Leyte. In a series of masterful and coordi- 

nated surface attacks, an American battleship, cruiser, and destroyer force met 

and destroyed enemy ships in the Battle of Surigao Strait early on 25 October. 

Surviving Japanese ships retreated into the Mindanao Sea pursued by destroyers, 

PT boats, and after sunrise by carrier-based bombers and fighters. 

Manila Bay sent an eight-plane strike against ground targets on Leyte be- 

fore sunrise; subsequently, these planes bombed and strafed retiring enemy ships 

southwest of Panaon Island. A second strike about midmorning pounded Mo- 

gami. In the meantime, however, Manila Bay turned her planes against a more 

immediate threat: the enemy attack against ships of Taffy 3. 

Samar 

Battle off Samar 

A running battle ensued between the escort carriers of Rear Adm. Clif- 

ton Sprague’s Taffy 3 and the larger, vastly more powerful surface ships of Vice 

Admiral Takeo Kurita’s Center Force. The self-sacrificing attacks by American 

destroyers and destroyer escorts, and the prompt, aggressive, and unceasing tor- 

pedo, bomb, and strafing strikes by planes from Taffy 2 and Taffy 3 contributed 

to the American victory against great odds in the Battle off Samar. 

Manila Bay launched two airstrikes during the enemy pursuit of Taffy 

3 and two more as the Japanese retreated. At 0830, she sent four torpedo-laden 

TBM Avengers and a seven-plane escort to join the desperate fight. Three 

launched torpedoes at a battleship, probably Yamato, but they missed. The fourth 

plane launched her torpedo at a heavy cruiser, most likely Chikuma. It hit the 

ship to starboard near the fantail, forcing her out of control. The second strike an 

hour later by two Avengers resulted in one torpedo hit on the portside amidships 

against an unidentified battleship. 

As the Japanese ships broke off attack and circled off Samar, the air- 

strikes continued. At 1120, Manila Bay launched four Avengers, carrying 500 

pound bombs, and four bombers from other carriers. Escorted by FM-2 Wildcats 

and led by Commander R. L. Fowler, they soon joined planes from other Taffy 

carriers. Shortly after 1230, some 70 planes surprised and attacked the retir- 

ing Center Force, strafing and bombing through intense antiaircraft fire. Manila 

Bay’s bombers made a hit and two near misses on the lead battleship, probably 

Kongo or Haruna. Manila Bay launched her final strike at 1245, strafing destroy- 

ers and getting two hits on a cruiser. 

Later that afternoon, Manila Bay’s CAP intercepted a Japanese bomber- 

fighter strike about 50 miles north of Taffy 2. Her four fighters broke up the 

enemy formation, and with reinforcements drove off the attackers before they 

reached the carriers. Her planes continued to attack enemy ships the following 

day. Laden with rockets and bombs, one of her Avengers scored two hits on Kinu 

and several rocket hits on Uranami. Both ships sank about noon in the Visayan 

Sea after numerous air attacks. 

Manila Bay resumed air operations in support of Leyte ground forces on 

27 October. During ground support and air cover missions, her planes shot down 

an Aichi D3A “Val” on the 27th and bagged two Nakajima Ki-43 “Oscars” on 

the 29th. Late on 30 October she sailed for the Admiralties, arriving Manus on 4 

November. 

Mindoro 

After steaming to Kossol Passage late in November, Manila Bay departed 

on 10 December to provide air cover for the Mindoro invasion convoys. The task 

force entered Mindanao Sea early on 13 December. Late that afternoon in the 

Sulu Sea south of Negros, they encountered enemy aircraft. The fighter cover 

shot down or repulsed most of the attackers. Accurate fire from Manila Bay shot 

down one kamikaze. A second kamikaze hit Haraden. 

During and after the Mindoro landings on 15 December, Manila Bay sent 

her planes on ground support and air cover missions. As troops poured ashore, 

more kamikazes attempted to break the air cover and crash into ships of the 



USS Manila Bay (CVE-61) continued... 

covering and carrier group. The few that escaped the combat air patrols were ei- 

ther shot down or driven off by accurate antiaircraft fire. The Manila Bay helped 

down three of the raiders and her fighters knocked out two more. After recov- 

ering her planes on 16 December, she sailed in convoy via Surigao Strait and 

reached Kossol on 19 December. 

After a trip to Manus, the Manila Bay sortied New Year’s Day 1945 with 

ships of the Luzon Attack Force. With five other CVEs she provided air cover for 

Vice Admiral Jesse B. Oldendorf’s Bombardment and Fire Support Group, and 

direct air support for Vice Admiral Daniel E. Barbey’s San Fabian Attack Force. 

The task groups steamed via Surigao Strait and the Mindanao Sea into the Sulu 

Sea where they turned north for the Mindoro Strait. Enemy nuisance and suicide 

raids began in earnest on 4 January; and despite the tight air cover provided by 

CVE aircraft, a kamikaze crashed into the flight deck of the Ommaney Bay caus- 

ing her sinking. 

The enemy air attacks intensified on 5 January. Patrolling fighters broke 

up morning and early afternoon strikes, shooting down numerous raiders. At 

1650, a third attack sent all hands to general quarters. Vectored CAP shot down 

several enemy planes and anti-aircraft fire accounted for others. Three planes got 

through to the Louisville, the Stafford, and HMAS Australia. Just before 1750, 

two kamikazes dove at the Manila Bay from the portside. The first plane hit the 

flight deck to starboard abaft the bridge, causing fires on the flight and hangar 

decks, destroying radar transmitting spaces, and wiping out all communications. 

The second plane, aimed for the bridge, missed the island close aboard to star- 

board and hit the sea off the fantail. 

Firefighting parties promptly brought the blazes under control, including 

those of two fueled and burning torpedo planes in the hangar deck. Within 24 

hours, she resumed limited air operations. Most repairs to her damaged electrical 

and communication circuits were completed by 9 January, when the amphibious 

invasion in Lingayen Gulf got underway. 

Lingayen Gulf 

Manila Bay had 14 men killed and 52 wounded, but by 10 January she resumed 

full duty in support of the Lingayen Gulf operations. In addition to providing air 

cover for the task force, her planes flew 104 sorties against targets in western 

Luzon. They gave effective close support for ground troops at Lingayen and San 

Fabian and bombed, rocketed, and strafed gun emplacements, buildings, truck 

convoys, and troop concentrations from Lingayen to Baguio. 

Manila Bay departed in convoy late on 17 January. Steaming via Leyte, 

Ulithi, and Pearl Harbor, she arrived San Diego on 15 February. Battle damage 

repairs completed late in April, with VC-72 embarked she trained in Hawai- 

ian waters until sailing for the western Pacific on 24 May. She closed the coast 

of Okinawa on 13 June and during the next week launched rocket and strafing 

strikes in the Ryukyu Islands. She departed for the Marianas on 20 June and 

operated out of Guam and Eniwetok during the closing weeks of the war. 

Manila Bay steamed to the Aleutians in mid-August. As a unit of TF 44, she 

departed Adak Island on 31 August to support occupation operations in northern 

Japan. From 7–12 September her planes carried out photographic and reconnais- 

sance missions over northern Honshu and southern Hokkaido and dropped emer- 

gency supplies at POW camps. She returned to Pearl Harbor on 24 September, 

unloaded her aircraft, and steamed to the Marshalls carrying replacement troops. 

Post-War 

Assigned to “Magic Carpet” duty, Manila Bay embarked 1,031 veterans at Eni- 

wetok, and from 6–18 October sailed to San Francisco. In November, the carrier 

aided disabled Boeing 314 Honolulu Clipper 650 miles east of Oahu. 

After completing 2 more “Magic Carpet” runs, she departed Pearl Harbor on 27 

January 1946 and reached Norfolk, Va. on 18 February. 

She steamed to Boston from 15–17 April, decommissioned there on 31 July 

1946, and entered the Atlantic Reserve Fleet. She was reclassified CVU-61 on 

12 June 1955; her name was struck from the Navy list on 27 May 1958; and she 

was sold for scrap to Hugo New Corp., 2 September 1959. 

Awards 

Manila Bay received eight battle stars for World War II service. 

References 

This article incorporates text from the public domain Dictionary of American 

Naval Fighting Ships. 

^ “The Boeing 314 Clipper”. Robert A. Bogash. Retrieved 2011-06-08. 


Tucson Memories 2012 






The Man Behind the Ship Models 

INTRODUCTION OF WILLIAM “BILL”WALDORF” 

PROFESSIONAL MODEL BUILDER 

Hello Escort Carrier Sailors and Airman, 

Allow me to introduce myself. My name is Bill Waldorf. 

Some of you may know me, most of you don’t. I am 59 years young, 

and currently reside in Jacksonville, Florida. I am widowed as my 

wife, Barbara, passed away in 2007. I have one child, Sarah, who is 

almost 24 and a nurse. I have been building models in one form or 

another for over 50 years now. I have models in several Museums 

across the U.S., including CVE’s. My relationship with the ECSAA 

began 10 years ago. 

Throughout my model building years, I have always had a 

great interest in the ships and the aircraft of the Second World War. 

At some point a decade ago, I decided I wanted to combine the two 

subjects in to a large scale display. I wanted to do something big, like 

an Aircraft Carrier, in 1/72 scale, or one foot of the model translates 

to 72 feet of the real ship. That means one inch of the model is six 

feet of the real ship or aircraft. A fleet Carrier in this scale would not 

be practical for my personal collection because of the size, about ten 

feet in length. Enter the CVE. These ships in 1/72nd scale were more 

manageable. At the time I was planning on keeping this replica of a 

Casablanca Class CVE, namely CVE-73, Gambier Bay, for myself. 

I spent two years working on the model, when it was completed, 

things changed. 

The year now was 2002. During the construction of this first 

CVE project, I had posted the construction sequence online at a web- 

site called “Modelwarships.com”. One day I was contacted by the 

late Henry “Hank” Pyzdowski, a long standing member of the EC- 

SAA. Hank wanted to know if I would be interested in donating the 

CVE replica to the National D-Day Museum in New Orleans, LA. I 

told him that I had an interest in doing so. After several more conver- 

sations, Hank and his wife, Jeanne, came to Michigan, where I lived 

at the time, to view the model and talk specifics. Hank was visibly 

moved when he saw the ship for the first time in person. He gazed 

at the model for several minutes, without saying a word. Neither did 

anyone else. This was a sobering experience for me. To actually meet 

a man who was onboard the ship while she was being attacked by the 

Japanese Fleet, October, 1944. I too was moved by this event. 

After some further discussion with Hank, I agreed to donate the 

model to the Museum. One stipulation was that the ship had to be 

changed to CVE-70, 

the Fanshaw Bay, 

per the request of 

the Museum. This 

was a fairly simple 

matter 



Recap of the ECSAA 2011 and 2012 (October YTD) Finances 

2011 2012 

General Receiving Money $ 33,432.80 $ 24,453.16 

General Checking $ 26,059.75 $ 19,710.14 

Money Market Escrow $ 10,942.53 $ 10,957.66 

Dues Set Aside $ 18,835.26 $ 18,941.40 

Monument CD 1 $ 8,286.77 $ 8,339.84 

Monument CD 2 $ 39,565.59 $ 39,943.61 

Monument CD 3 $ 33,586.22 $ 33,872.87 

Total $170,708.92 $156,218.52 

• We have earned $2938.17 interest for the year. 

• The entire leadership of the Association is bonded for 2012. 

($400.00) 

• We are insured by K and K Insurance for this convention. 

(383.00) 

• We filed our Form 990 (for Tax Free Organizations) for 2012. 

• Model Ship builder, Bill Waldorf, was paid initial payments of 

$7200.00 for building models of the USS Guadalcanal and USS 

Pillsbury. (4300.00 due) 

• The next four (4) issues of The Piper postage is paid. ($1200.00) 

• A deposit for The Hotel Arizona has been sent. ($500.00) 

• The Piper expenses ($6862.51) 

• Money received in memory of Ralph “Mage” Magerkurth - 

+$1000.00 

If you will afford me a moment to say how fortunate we all 

were to have Mage with us. He not only served his Country with 

Honor, but made sure through his efforts that his fellow CVE Ship- 

mates are never forgotten! He helped grow and lead the Escort Carri- 

ers Sailors and Airmen Association to where we are today. He left us 

footprints in the sand to follow, made with shoes that will be hard to 

fill. It is mine and my family’s honor to have known he and Jane. 

I think he would have been proud to see his role as Membership 

Chairman, has been filled by Dave Ryan, a son of one of our 

founding ECSAA members. Dave has been able to secure the com- 

mitment of other Prodigy Members to help him with the Member- 

ship Committee. 

I, like Dave and the other Prodigy Members, feel our tribute to 

Mage and all of the ECSAA members will be that the efforts of the 

CVEs and their shipmates and airmen “will never be forgotten.” We 

will do this through CVE exhibits in museums that tell the rest of the 

story. We hope to expand the use of the website and Facebook and 

our outstanding Quarterly Production, The Piper, to get your story 

told. A special thanks to Joyce Wilson and Charlie Howse for their 

efforts. 

Thank your for your continued support of a great Association, 

which I am proud to be a part of. 

Bob Evans 

ECSAA Treasurer 

The Tucson Convention was great to see familiar and new 

faces. The weather was perfect and the hotel and tours were very 

good. The prize for the member coming the greatest distance was 

Dave Ryan, the Membership Chairman, who came from China. He 

was accompanied by his brother, James, and his wife. 

We took time to remember our good friend, Mage Magerkurth, 

and his efforts with the Membership Committee. It was so good to 

see Mage’s wife, Jane, and her son Barry. 

We helped Arizona celebrate her 100th Birthday of Statehood 

with super weather, good food and great friends. 

Special Thanks to our Silent Auction Sponsors: 

• Olive Garden - Brian Evans 

• Framed Sangamon Pictures - Sheri Evans Hopper 

• Dallas Cowboys 

• Your awards - Ed Murray 

• Texas Roadhouse 

Bob 


From the Chaplain’s Pen_______________ 

“Now Hear This” 

Recently I saw a movie about a young boy twelve years old who 

enlisted in the United States Navy at the beginning of World War II. He 

was aboard a Carrier and at times a command was given over the inter- 

com. It brought back some memories that each of us can recall. 

Do you remember hearing this “Now hear this. The smoking lamp 

is out or the smoking lamp is lit?” How about this “Attention all hands! 

Clean sweep down fore and aft?” 

Those of us who were just deck hands of the three divisions would 

“Jump to and take a strain” to get things done. No questions were asked, 

we just obeyed because there was an order given to us by an authority 

over us. Wouldn’t it be great if our culture still had that kind of respect for 

authority? 

I meet many people who are very concerned about the future of this 

Great Nation for which so many have died for. All of us are concerned for 

USS ANNAPOLIS AGMR-1 

Date: April 24-28, 2013 

Location: Tuscaloosa, Alabama 

Contact: Lee Allen Hallman 

Phone: 205.345.7766 

Address: 201 15th St. E., 

Tuscaloosa, AL 35401 

Email: hallman7766@comcast.net 

the future of our children, grand children, great grand children, and our 

great great grand children. I don’t believe any one living now can predict 

the future or know what future generations will face. 

But we do have One who does know the future and has supreme 

knowledge and authority over all things. Like the Captain of a ship who 

gives an order meant to save his ship and crew from sinking, God is say- 

ing to us His people , “Now hear this! If My people who are called by My 

name will humble themselves and pray and seek My face, and turn from 

their wicked ways, then I will hear from heaven and will forgive their sins 

and will heal their land. My eyes will be open and My ears attentive to 

prayer... “2 Chronicles 7:14 & 15. 

It was such a joyous time when we realized the war was over and 

we were safe and sooner or later we would be going home. Our future lies 

in our willingness to hear and obey our Supreme Commander. 

Chappie 

2013 Currently Scheduled Reunions 

Current Reunion Notice 

Please list the following: 

Ship or Association: 

Dates of Reunion: 

Where: 

Contact: 

Address: 

Phone or email: 

Send to: Joyce Wilson, 1317 Malmgren Court, Norfolk, VA 23502 

Email: cjwilson5051@yahoo.com 

ECSAA Convention 

Delaware in 2013 

Start planning now! 

We will open the book. Its pages are blank. 

We are going to put words on them ourselves. 

The book is called Opportunity and its first 

chapter is New Year’s Day. 

Edith Lovejoy Pierce 


Richard Ward Dyer, 82, of South Glens Falls passed 

away at home Thursday, Sept. 27, 2012, with his 

family by his side. 

Dick was a lifelong resident of Gansevoort and South 

Glens Falls, graduating from South Glens Falls High 

School in 1947. After graduation, he joined the General 

Electric Co. in Schenectady as an apprentice tool 

maker. 

When the Korean War broke out, Richard interrupted 

his training and joined the Navy, where he served 

from September 1950 to August 1954. While in 

service, he achieved the rank of Electronics Technician 

1st Class (E6) and earned the following service 

awards: Good Conduct Medal, United Nations Defense 

Medal, Korean Defense Medal, National Defense 

Medal and a Presidential Unit Citation from the 

President of South Korea. 

Upon being discharged from the Navy, he returned to 

GE and his apprentice training, which he completed 

in 1956. He then went on to work for the company 

for 41 years, retiring in 1990 from the Hudson Falls 

Facility as manager of shop support operations. 

Richard was proud of his military service and maintained 

contact with fellow carrier sailors through 

memberships in the “”USS Palau Reunion Organization”” 

and the “”Escort Carrier Sailors and Airman’s 

Association,”” attending reunions around the country 

with his wife. 

Judge George J. Theut 

Died: Saturday, February 18, 2012 

Judge George J. Theut, 85 of St.Ignace passed away 

peacefully Saturday afternoon, Feb. 18 at Northern 

Michigan Regional Hospital after suffering a massive 

stroke at home on Thursday, Feb. 16. Jack , as 

he was affectionately known, was born April 17.1926 

in Centerline,MI. He attended St.Clements for grade 

school and DeSalle Collegiate High School in Detroit. 

The day after graduation, he joined the United 

States Navy, and served 2 years on the USS Santee. 

He served in the Pacific Ocean during WWll. After 

being discharged from the Navy, he attended the 

University of Detroit for an undergraduate degree and 

earned a Law Degree from the University of Detoiit 

in 1952. He worked in the Macomb County Prosecutor’s 

office and was with the management staff at 

the Chrysler Detroit Tank Plant. He moved to Rudyard 

as administrative assistant to the civil engineer 

at Kincheloe Air Force base for 8 years. He ran for 

Mackinac County Probate Judge in 1965 and served 

faithfully until his retirement 27 years later. 

As judge, he helped keep families together, as a war 

veteran; he was especially sensitive to the problems 

of veterans, who came to his Court. 

DECEASED 

TAPS 

Harold J. Callais, 87, a native of Cut Off and a resident of Houma, died on Monday, Oct. 15, 

2012. He was a World War II Navy Veteran where he received the purple heart. He was also 

a 3rd and 4th degree Knights of Columbus. 

Mr. Callais served aboard the USS ROI (CVE-103) 

James Wayman Hallford, born August 25, 1926, passed away October 23, 2012. 

James W. and Bettty Hallford were special friends of ours and Ardith and I used 

to meet frequently each year in the breakout room (USS Cape Gloucester) during annual 

reunions. 

James was first assigned in the 1st Deck Division and I was in the 2nd Deck Division. He 

later transferred below decks and became a fireman while I remained in the 2nd Div as a 

loader on the Gun No. 6, twin 40. 

He attended conventions more frequently than I did. He was a Life Member of our 

organization. 

Wayman was a poet and quite often would send a poem to be placed in “The Piper”. He 

could write a poem to fit any occasion - he was a natural talent. 

I’d always know him with the first name “Wayman” but it looks like his legal handle was 

James Wayman Hallford. 

Thank you very much 

Winton L. Fuglie 

Life Member, ECSAA 

Name__________________________________________________________________ 

Address________________________________________________________________ 

City & State_______________________________________________Zip____________ 

Ship___________________________________________________________________ 

Squadron____________________________________Date of Death__________________ 

Survivors Name___________________________________________________________ 

___Continue sending “CVE Piper” ___Discontinue sending “CVE Piper” 

Please send to: Joyce Wilson, 1317 Malmgren Court, Norfolk, Virginia 23502 


Welcome to The ECSAA 2013 

Convention Information Pages!! 

When? Friday, October 18th , 2013 through Wednesday, October 24th , 2013 

Where? The Clarion Hotel, 1612 N. DuPont Highway, New Castle, Delaware 

19720 

Room Rates? Guest Room – Standard Accommodations 

►One King or two double beds - $99.00 per room, plus 8% Delaware State 

Occupancy Tax. 

Note: This rate includes complimentary hot Buffet Breakfast every morning 

from 7AM until 10 AM. This rate will extend 3 days before and 3 days after the 

convention. 

Comps.? Free parking, Shuttle service within a 5 mile radius of the hotel, High 

speed internet – wired or wireless, All rooms equipped with refrigerator, micro- 

wave & coffee maker, In-room safe, alarm clock with MP3 connectivity, Handi- 

cap- accessible rooms, Pet-friendly rooms, Gift shop & aerobic fitness center. 

Augsta Grille Restaurant & Lounge with 15% discount for all overnight 

hotel guests. 

FREE TRANSPORTATION ASSISTANCE FUNDS to & from the 

Philadelphia International Airport & hotel PLUS FREE transportation 

For our tours! 

Please read about this free transportation assistance program provided 

by the State of Delaware included in this issue of the Piper. 

Five Breakout Rooms, Main Hospitality Room & Meeting Rooms. 

RESERVATION METHOD & CUT-OFF DATE 

RESERVE YOUR ROOM BY CALLING: 302-428-1000 OR 877-235-5350 

These Reservations MUST be RECEIVED BY THE HOTEL NO LATER 

THAN SEPTEMBER 19TH, 2013 

The hotel will honor the same rate of $99.00 plus 8% tax to any guest making a 

last minute reservation, providing the room is still available! 

TAXES - There is a sales tax of ONLY 8% on reserved rooms. THERE 

ARE NO FOOD AND/OR CLOTHING TAXES IN THE STATE OF 

DELAWARE! ♥ 

The Following Information About The Transportation Incentive Program 

provided By The Greater Wilmington Convention & Visitors Bureau Explains 

What The Program Provides. 

PLEASE READ ALL OF THIS INFORMATION. 

WE HAVE BEEN APPROVED. 

A BUS COMPANY HAS BEEN ASSIGNED TO ECSAA. 

WE MUST ACCOMMODATE A MINIMUM OF 100 ROOM NIGHTS TO 

RECEIVE OUR SUBSISTENCE. 

Please send your comments to me via a letter or email. 

George Manik 

50 North Island Drive 

Bayville, NJ 08721 

Email: barbaramanik@verizon.net 

Let’ s make this 2013 convention the best ever! 

_________________________________________________________________ 

Transportation Incentive 

Terms and Conditions 

Criteria: 

1. To be eligible: 

• Your event must involve an overnight stay 

• Generate a minimum of 100 room nights 

2. The inventive will encompass: 

• Transporting attendees to and from the airport 

• Transporting attendees to and from the train station 

• Transporting attendees to an off-site event or attraction 

• Transporting attendees to a central meeting location from different hotels 

• Transporting attendees to and from the area by bus 

3. How to Qualify (Stipulations): 

• The planner/organizer must contact the GWCVB Prior to signing a contract. 

• The event must go to contract with a New Castle County, GWCVB member 

hotel. 

• A copy of the signed contract, credit card authorization form and transporta- 

tion requirements must be received by the GWCVB. 

• Once the above is received, the GWCVB will negotiate price and help set-up 

transportation arrangements with a GWCVB transportation provider. 

• Funding is based on CONTRACTED room nights. 



The Old Salt 

Author: Mac McGovern 

The Old Salt was a special man who came along in a time 

when he was needed most. 

A time that is now gone forever. 

When men believed and sacrificed, when hero’s walked the earth in mass. 

When patriotism was not just a word 

but, 

by what men lived and judged the worth of each, 

a man who lived a life most of us cannot comprehend. 

An era now gone as this warriors tour of duty ends at this station, 

and begins anew in the heavenly fleet. 

Sail on Sailor into your unaccompanied tour, 

we salute you. 

What greater honor, that when a man moves forward, 

he leaves behind in each of us the best of what he was. 

A defender, protector, supporter, victor, a warrior, 

the last of the breed from an era when ships were made of wood 

and men were made of steel. 

The Old Salt has reported for duty that takes him away from us for now. 

Those of us who remain behind, 

remember, and will continue to remember, 

because he now resides forever in our hearts. 

As I look up at night, I envision The Old Salt, 

a beret draped just above the eye, 

as he draws upon his pipe, 

quietly he waits. 

The guardian of heaven’s gate. 

2011/2012 TAPS 

USS Munda Richard Goode 

USS Nehenta Bay John Hawkes 

USS Palau Floyd Harris 

USS Perof Bay John C. Hendershott 

USS Point Cruz 

Harold Ballard Leon Bowman 

USS Saidor George Vanek 

USS Sangamon 

Gerald W. Asmus Vernon Endreson William Farley 

Walter C. Jube Ralph Magerkurth George E. Miedhof 

Walter E. Nanfelt Frank A. Pursel Frank Smith 

USS Santee 

Walter Butler Thomas McLaughlin 

USS Shamrock Bay Ray Kenfield Starnes 

USS Siboney 

James E. Brown Harold S. Mawyer George Karr 

USS Sitkoh Bay Herbert Toben 

USS Sicily 

William Alexander George Kerr Harold S. Maywer 

USS Suwannee John H. Dowell 

USS Tripoli S. D. Chapman 

USS Vella Gulf Cliford Rison 

USS Wake Island 

Jahn L. Hankins Glyn Steiner James E. Shields, Jr. 

2011/2012 TAPS 

USS Anzio 

Francis M. Fay Kenneth G. Davis 

USS Bodeong Strait Don Porter 

USS Barnes Ray Waguespack 

USS Bismarck Sea William Bull 

USS Bataan Wayland T. Hartig 

USS Breton 

USS Bogue 

“Tino” Saragosa 

Richard Stengel Robert L. Brown 

USS Cape Esperance 

USS Chenango 

Allen Mern Hedg 

Norman E Kukuk Leon McIntyre Kay Kyle 

Admiral Wayne Meyer Willie Jimmie Ve Joseph Porter 

John P. Walker Mrs. Brooke Hin Charles Hardy 

Charles D. Vicke Roger C. Knokey Sam Freese 

Donald Straks James Bartlow Lloyd Emerson 

Arthur Perryman Russell Barnett Joseph H. Le 

Edward Ries 

Robert Exum 

USS Casablanca 

John Hayes James S Duncan 

John David May 

USS Corregidor 

Edwin R. Napieralski George Zamp 

Charles Barney Ralph Clabour Norian Foster 

Reon Hillegass, Jr Joel Warren Ide, Jr. Albert Luehmann 

Clifton Miracle Richard McLaren 

USS Crotan 

USS Core 

Robert C. Hart 

John Stafford 

USS Fanshaw Bay 

Charles B. Humphrey 

Dewey Warren Shepherd 

USS Gambier Bay 

James J. Burns 

John Goforth 

USS Gilbert Islands 

Jacob Sill 

Albert Collins Fred Duvall Sylvester Jordan 

Frank Liebich Dan Machetti Ed Morrow 

Lloyd Reaver Rodger Schmoyer Dennis Thompson 

USS Guadalcanal Victor E. Lentz 

USS Hoggatt Bay Tom Schoonover 

USS Kalinin Bay William Edward Long 

USS Kitkun Bay Howard Wendell Stevens 

USS Kula Gulf James Kirby 

USS Long Island Windell D. Sears 

USS Liscome Bay Leonard J. Bohn 

USS Saint Lo 

USS Makin Island 

Bill Monteith 

Edward Drozdick Robert T. Shane 

USS Marcus Island James W. Collins 

USS Manila Bay Jack W. Edwards George West 


2013 ECSAA Convention Information Continued.... 

• Funding is awarded on a first-come first-serve basis based on the stipulation 

above and/or until all designated funds have been depleted. 

• No funds will be released until after the event has occurred and actual gener- 

ated room nights are verified. 

• Any remaining balance not covered by the transportation incentive will be 

the sole responsibility of the planner/organizer to meet. 

PROCESS: 

1. When the signed contract is received showing that the client has contracted a 

minimum of 100 room nights they will then need to fill out a credit card authori- 

zation form. 

2. Based on the number of room nights the GWCVB should be able to give the 

client an estimate of how much transportation assistance money they will re- 

ceive based on: Contracted Room Nights X $26.00 - Transportation Assistance Money 

Awarded 

Once the filled out credit card authorization form is received along with a de- 

tailed schedule outlining the client’s transportation needs the GWCVB then 

contacts the transportation provider (Delaware Express) with this information 

and puts the client in touch with Delaware Express to let them iron out details 

moving forward (Please note that a Direct Bill has been set-up between GWCVB 

and Delaware Express...only amount the client is expected to pay is any remain- 

ing balance not covered based on the projected room nights as above.) 

Negotiated Transportation Pricing for FY-12 Fiscal Year from Delaware Express 

is: 

Motorcoach Pricing 

Off-peak/Non weekends 

1/2 Day...$700 Full Day...$850 

Peak/Weekends 

1/2 Day...$800 Full Day...$950 

Add 10% (variable) fuel service charge 

Add 10% driver’s gratuity 

Airport Shuttle Pricing 

$30 single + $20 each additional to Wilmington if booked over the custom portal 

(If client utilizes airport shuttle service...custom portal needs to be created. 

Contact is Scott Finnegan at Delaware Express to create the portal) 

$35 single + $20 each additional to Newark if booked over the custom portal 

Add 10% (variable) fuel service charge...Add 10% driver’s gratuity 

Kilroy was Here 

He was everywhere during WWII. He was part of every combat 

and occupation operation from Toyko to Berlin. He appeared 

on buttons to promote the sale of War Bonds and it’s said he left his 

mark atop Mount Everest and even in the dust on the moon. Kilroy 

was here...and there and everywhere...and it seemed he was always 

there first. And you could be sure he’d be there when the troops left. 

But just who was this Kilroy fellow and how did he become 

such an icon for Allied forces? 

The most prevailing (and most believable) explanation is that 

the original Kilroy was a worker at the Fore River Shipyard in Hali- 

fax, Mass., responsible for counting the number of rivets each riveter 

placed during his/her shift. Riveters were paid per rivet and James 

Kilroy would put a chalk check mark beside the rivets as he counted 

to ensure they weren’t counted twice. The riveters figured out that 

they could erase the check marks and, when the next inspector came 

through and checked the now unmarked rivets, they would get paid 

twice for the same rivet. When Mr. Kilroy figured out what was hap- 

pening, he added “Kilroy was here” in large letters next to his marks 

and the cheating stopped. 

Many of Kilroy’s marks were in places that normally would be 

painted before the ships left the yard, but because the war demanded 

the ships be ready for combat as quickly as possible, many left the 

shipyard with the 

inspection marks still 

in place. The service 

members who saw the 

marks had no idea of 

their origins, but for 

whatever reason, the 

mysterious trademark 

made an impression 

and they began to recreate it all over Europe and throughout the 

Pacific. They had no idea who Kilroy was, but they knew he’d been 

there before them. 

Taken from FRA Today November 2012 Issue 


The Man Behind the Ship Models ... 

as both ships were very similar. Having made the changes, I rented a 

truck and was off to New Orleans. I encountered bad weather on the 

way down and ran into an ice storm which turned the interstate into a 

washboard. The suspension on the rented truck was not that good to 

begin with and I felt that the model would be vibrated into a 

million pieces. Models are inherently fragile. Such was not the case, 

and the “Fanny B” arrived safely and in one piece. Hank met me in 

New Orleans and the delivery and set up was completed. This was 

the start of my relationship with the ECSAA. 

Moving forward in time to 2003, the next CVE I would build 

would be the CVE-68, USS Kalinin Bay. I was contacted by the Kali- 

nin Bay / VC-3 association by the late Bill Long, the treasurer of the 

group. He and other members expressed to me their desire to have 

a replica built of their ship, 

and they wanted me to do it. I 

readily agreed, and construc- 

tion was started. This model 

would be a bit smaller than 

the first CVE as it was built 

in 1/96 scale, or, 1 inch of the 

model equals 8 feet of the real 

ship. 1/96 scale is pretty much 

the standard for Museum models of ships. The plan was to have the 

replica ready by the groups re-union in Las Vegas in mid 2004, but 

such was not the case. I did the next best thing and took a slide show 

to the event. All of the members were very happy and were anxious 

for completion later that year. The model would be donated to the 

Pensacola National Naval Air Museum. This Museum has a great 

collection of actual WW2 aircraft, and many, many carrier models. I 

was totally impressed with this facility. Once completed, I was on the 

road again to Pensacola, Florida to deliver the model. I arrived there 

safely, but once again Mother Nature did not co-operate. A dedica- 

tion was set up at 

the Museum and 

many members 

were slated to 

attend. Then hur- 

ricane Ivan came 

in. Needless to 

say, most people 

stayed home and 

the dedication 

was very short as 

the Museum was actually closed. I basically got there with the mod- 

el, set it up, had a brief ceremony, then left. One thing I remember 

well was a short speech given by Buck Buchanan. He was a fighter 

pilot aboard CVE- 

68. It was his dream 

to have this replica 

placed in a museum, 

and it finally hap- 

pened. Ironically, 

Buck passed away 

shortly afterwards. 

The following year, the Kalinin Bay Association reunion, 


Myself with CVE-68 crew at the Museum, 

2004 


The Man Behind the Ship Models ... 

met this time in Pensacola, Florida. The weather was great and all 

the members finally got a chance to see their ship again. I was very 

happy and quite proud. 

The next 

CVE I was to 

construct would 

be the USS San- 

tee, CVE-29. I 

was approached 

by Charles 

Howse to start 

the project in 

2008. This ship 

was a bit of a challenge for me as it is a different class of CVE, the 

Sangamon Class, of which there were only four ships. This model, 

also in 1/96 scale, would be waterline, that is, placed in a simulated 

ocean scene complete with pilots and crew. Charlie is a great man 

to work with, and all went well on the project except for it being a 

bit late. Things don’t always go as planned. This replica is now on 

exhibit at the Hampton Roads Maritime Museum in Norfolk, Va. It 

actually is displayed in it’s own room, titled ‘The Battle of the Atlan- 

tic”. The model was delivered in 2009. 

In late 2010, ECSAA contacted me once again to embark on 

an exhibit involving the capture of the German U-Boat, U-505. This 

Overall view of the exhibit 

Santee now resides in her own room 

called, "The Battle of the Atlantic". 

project would involve two 

ships, The USS Guadalca- 

nal, CVE-60, and the USS 

Pillsbury, DE-133. This 

would again be a “water- 

line” display and almost four 

by eight feet in size. When 

completed, this exhibit 

would be given to the Museum of Science and Industry, in Chicago, 

Ill. It is now on permanent exhibit there. I had the model shipped to 

Chicago from Florida via FedEx, and they did a great job getting it 

there in one piece. Not a easy thing to do, and I was on pins and nee- 

dles awaiting it’s arrival. The Museum had a display case constructed 

which is very impressive. 

It cost over $20,000! Hav- 

ing my work displayed here 

has to be the high point in 

my modeling endeavors. 

Many thanks to all involved 

in bringing this exhibit to a 

highly respected Museum. 

What is happening now is that I am again building the Gua- 

dalcanal and the Pillsbury, but this time I will add the U-505. This 

exhibit will try to convey to actual capture of the U-Boat, using 

actual photos of the event. Since space is limited, again 4 x 8 feet, 

things will be somewhat condensed, but will give viewers a good 

idea of what actually took place. There has yet to be a decision on the 

final location of this new project. I am about halfway on the project, 

but still have a lot to do. Building three ships at once can be a bit 

confusing at times, as you can imagine. Things are moving forward, 

and at the present time I am updating things for all of you through 

Bob Evans. 

In closing, I would like to say that I am proud to be sort of a 

token member of the ECSAA. Over the past ten years I have tried to 

portray what life was like aboard these small aircraft carriers, and to 

illustrate how they appeared to the average person. ECSAA now has 

my work in four museums around the USA. It is my intention to get 

as many CVE’s out there as possible, with the help of you, the 

ECSAA. I have met many great men over the past ten years, some 

with us still, some sadly have passed on. I realize that time is not a 

luxury we all have. I hope in some small way, I have made others 

aware of the courage and bravery of the Sailors and Airmen who 

served on these small, but great ships. A chapter in history which 

should never be forgotten. I am humbled to do my part for you, “The 

Greatest Generation”. 

A picture worth a thousand words..... 


Membership Application 

MAKE REMITTANCES PAYABLE TO 

ESCORT CARRIER SAILORS & AIRMEN ASSN., INC. 

(NAVY & MARINE SHIPBOARD VETERANS OF WWII, KOREA & VIETNAM) 

ECSAA Membership (Attn: Dave Ryan) 

5802 E. Virginia Beach Blvd., Ste 122 


E-mail: Membership@ECSAA.org 

NAME 

ADDRESS 

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CVE (S) NAME & NUMBER OR SQUADRON(S) 

I have a list of folk I know 

all written in a book 

And every year 

at this Holiday time 

I go and take a look 

And that is when I realise 

that these names are a part 

Not of the book they’re written in, 

but of my very heart. 

Every year when this Special Season 

comes 

I realise anew 

The biggest gift life can give 

is knowing folk like you 

May the Spirit of the Holidays 

that forever endures 

Leave its rich blessings 

in the hearts of you and yours. 

Best Wishes for a Blessed, Healthy New Year 

From all of the Governors 

RANK/RATE 

CITY ST. ZIP 

DATE SERVED 

1 YR. 

2 YRS. 

3 YRS. 

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ENTRY DATE 

The Piper is still 

looking for personal 

stories. Please send 

yours to: 

Joyce Wilson 

1317 Malmgren Court 


or email them to: 

cjwilson5051@yahoo.com 

Season’s 

Greetings

December 2012 - Escort Carriers.com

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