Winter 2014: First Issue!
Volume 1, Number 1
Published quarterly by the Norton Air Force Base Museum, San Bernardino, California
ake off on a flight to adventure! Head out on a mission to history when a small airport was transformed into the largest employer in the City and County of San Bernardino … Norton Air Force Base, named for native son, Captain Leland Norton. Norton T stories spanned the world and influenced events to this very day. Details inside. (A C-141B Starlifter takes off from Norton AFB in the 1980s – U.S. National Archives photo.)
1 The Norton Air Force Base Museum is a private, nonprofit organization not part of the U.S. government, the Department of Defense, or Department of the Air Force, the Inland Valley Development Agency or any government agency. Newsletter contents are not necessarily the official views of, or endorsed by, the NAFBM or its board of directors. The appearance of advertising and sponsorships does not constitute endorsement by the NAFBM.
Contents:
Message from the Museum President Robert Edwards ……. 3 From an empty room toward a commemorative community resource: How it was done.
Editor’s note: Gary Jacobs ……. 6 I thought I knew all about Norton history. Turns out there’s a lot more … a lot more.
Anniversaries: 20 Years since Norton AFB Closure This is a story with a beginning, then another beginning, then another and another. It’s never really over, even when it’s over. Much was asked of the City and County of San Bernardino, and each gave generously of its resources and people, and helped transform America. This is what happened:
1. In the Beginning ……. 8 2. BRAC to the Future: Closure ……. 19 3. Rebirth: Inland Valley Development Association ……. 22
The Hanoi Taxi Story The first pilot in to fly POWs out tells what it was like to make history. ……. 24
February: Black History Month Tuskegee Airman at Norton: From an Ohio orphanage to Norton base commander ……. 35
March: Women’s History Month Women in the Air Force or WAF Band, in time, in step, into history …….. 41
Captain Norton’s Footlocker ……. 45 Chow Hound ……. 46 Norton for Kids ……. 47 Legal stuff ……. 49
2 The Norton Air Force Base Museum is a private, nonprofit organization not part of the U.S. government, the Department of Defense, or Department of the Air Force, the Inland Valley Development Agency or any government agency. Newsletter contents are not necessarily the official views of, or endorsed by, the NAFBM or its board of directors. The appearance of advertising and sponsorships does not constitute endorsement by the NAFBM.
A message from the NAFBM President …
We’re open on March 13, 2013! Left to right, San Bernardino City Council member Fred Shorett; Catherine Pritchett, IVDA; Col. Gary Underwood, USAF, (ret.); Bob Edwards, NAFB Museum President, San Bernardino County Supervisor Josie Gozales; San Bernardino Mayor Patrick J. Morris; San Bernardino City Council Member Virginia Marquez. Photo by Ricardo Tomboc.
3 The Norton Air Force Base Museum is a private, nonprofit organization not part of the U.S. government, the Department of Defense, or Department of the Air Force, the Inland Valley Development Agency or any government agency. Newsletter contents are not necessarily the official views of, or endorsed by, the NAFBM or its board of directors. The appearance of advertising and sponsorships does not constitute endorsement by the NAFBM.
he year was 2012, the month was about April and it was to be the beginning of an unbelievable journey for a dynamic group of volunteer strangers who quickly banded together to form an T unbelievable team of visionaries. Yes, visionaries as they were challenged to do what many thought was an impossible or improbable task of developing a museum in honor of a major USAF base that had closed almost 20 years prior and was named after a young USAAF Officer who was a local hero having lost his life on a bombing mission in a faraway country during WW II.
But before I begin with that story, it is time for a commercial. This first (winter) addition of the Norton Flier is a classic example of the devotion to excellence that is displayed throughout the entire Norton AFB Museum and Veterans Memorial. Our Editor has the same vision as each of the Board Members and volunteers, only he has the ability to reflect it in print. This first edition and all sequent future additions of the Norton Flier are a true labor of love. The attention to detail is second to none, focus on accuracy, and professional journalism is not only reflective on the Editor but on the entire NAFBM Team.
Continuing the story…As the Board of Directors began their quest, a common vision started to surface among them. Defining the necessary initial steps to be taken was not an easy task to overcome yet it happened without bloodshed. Aligning those steps came next and resulted in the adoption of our Mission Statement, ―To preserve, honor and promote the history of Norton Air Force Base.‖ Some of the Board Members had talents that they did not know they had, others had to dust off their attributes having been retired for any number of years. Coupled to this effort was the fact that the Inland Valley Development Agency was willing to be supportive in more ways than ever realized. Our biggest asset was the assigned advisor the IVDA allowed to help, guide, assist, suggest, and physicality work with us to achieve this common goal that was before us.
Fast forwarding to January 2013, the Board of Directors felt it was time to set aside the mountain of plans, directions and focus on the Museum itself. We had a big empty room to that was molded into the brightest new star in San Bernardino. Nothing to display and nothing to display it on. But, there was no absence of heart. The call went out to the media that this newest attraction in town was starting to stir and the Museum needed to hear from the many military and civilians who once had a tie to Norton AFB at some point in their careers.
In short, I asked for their ―stuff‖. I reminded everyone that the stuff we need could be found under their beds, in the back of their closets or in the rafters in the garages. I also reminder these same Nortonites they could not take this treasured ―stuff‖ with them on their next assignment, so I asked just what were they going to do with it?
I suggested they bring it to the Museum and let us use it to tell the interesting, historical, and colorful story of Norton AFB. This approach worked beyond belief. So much so, that even today we continue to receive these treasured mementoes that often come with a story or two tied the stuff.
What we have received in the short amount of time allowed us to open the Norton AFB Museum to the public March 13th, 2013, just about 80 days of highly focused effort.
4 The Norton Air Force Base Museum is a private, nonprofit organization not part of the U.S. government, the Department of Defense, or Department of the Air Force, the Inland Valley Development Agency or any government agency. Newsletter contents are not necessarily the official views of, or endorsed by, the NAFBM or its board of directors. The appearance of advertising and sponsorships does not constitute endorsement by the NAFBM.
Needless to say, inside the museum was a beehive of activity with everyone including a band of most helpful volunteers from the 63rd / 445th Norton Veterans Group. Our Grand Opening on the 13th was enjoyed by more than 450 guests. During this time we also worked with a fantastic Friend / Donor / Sponsor and he constructed the Veterans Memorial just outside the Museum. Memorial bricks were sold for the Memorial and sales continue today too. There is lots of room for newly sold bricks.
Fast forward to today. We are at the threshold of being open one year, March 2014! Additionally, the (former) Norton AFB will also be remembered as it will be closed in March 2014 for 20 years. These two milestones have now set the stage for many other chapters in the Norton Flier. I salute each of the Norton AFB Museum Board Members, current and past, who have given so much of their time and energy without it, we would still be in the planning stage. And the interesting volunteers who have also been devoted to this common goal, they too have carried more than their share of the responsibility in making the Norton AFB Museum a reality. Last but not least, I extend my sincere thank-you to all the Friends and Sponsors of this Museum. They have played a major part in the Museum creation and the entire team of Board of Directors thank you.
Until next the next edition of the Norton Flier … bring us your “stuff”, and thank you for your interest in the Norton AFB Museum. Many things are ongoing or being planned for the short and long future, so stay tuned and watch our Website for updating. Bob Edwards President, Board of Directors Norton AFB Museum and President, 63rd / 445th Norton Veterans Group
NAFBM Web site:
http://www.nafbmuseum.org/
Hours: Thursdays and Saturdays, 10 a.m. - 2 p.m.
Address: 1601 3rd St. San Bernardino CA 92408 Message Ph: (909) 382-7307
e-mail: [email protected]
C-141s in a line, ready to make history. (U.S. Air Force photo)
5 The Norton Air Force Base Museum is a private, nonprofit organization not part of the U.S. government, the Department of Defense, or Department of the Air Force, the Inland Valley Development Agency or any government agency. Newsletter contents are not necessarily the official views of, or endorsed by, the NAFBM or its board of directors. The appearance of advertising and sponsorships does not constitute endorsement by the NAFBM.
Norton Flyer Editor’s Notes:
illiam Faulkner said, ―The past is never dead. It’s not even past.‖ Once you start writing about Norton history, you realize the wisdom of those words. Norton’s echoes are W all around us, and not just here in San Bernardino, but nationally and worldwide.
Our ideal in telling the many base stories is set forth in our Museum mission statement, ―Preserve, honor and promote the history of Norton Air Force Base.‖ To this end, we will have many, many tales about the installation. Every field of human endeavor has a military counterpart and some came from the military itself, though most people are unaware of those origins. Think of a military operation after World War II and chances are Norton’s fingerprints are somewhere on it.
The story of Norton is not one like a straight arrow shot upward into an arc and then down to closure. It was more like a rollercoaster ride, a boom and bust cycle of threats of closure, then rescued by a new mission or organization. In its time it was the largest employer in the City and County of San Bernardino, but then, it had some periods where the workforce dwindled to around a couple thousand, if that. In this the base paralleled the Department of War (later Defense) in its cycles, as well as the aerospace industries. In general as a nation, we go to war, mobilize, hostilities are concluded and there’s a drawdown. Repeat. Norton’s end came after the end of what was termed the Cold War. It might well be in our contemporary times we are on the eve of a drawdown today.
We’re going to use things to our advantage, public domain documents we can reprint, and there is a trove of them, fascinating interviews prescient historians did, as with a man sitting with General Stilwell, briefly in charge of determining the feasibility of San Bernardino as an air depot when they get the news of Pearl Harbor. Or on the fun side, a young lady, ―Miss March and Norton AFB‖ visits and is photographed for the base newspaper, and later becomes an actor, takes a three hour tour and is ―Mary Ann‖ on ―Gilligan’s Island.‖ We’ll get to these stories.
We’re going to try something new, and that is if you read this as a pdf document online, links will be active and your browser will take you to them, like this one for to see the Women in the Air Force Band, then stationed at Norton, performing in Tampa. Link is below: http://www.youtube.com/watch?v=FdwHBbK0CIY
We’ve also put a disclaimer at the footer of every page. Take a moment to read it.
6 The Norton Air Force Base Museum is a private, nonprofit organization not part of the U.S. government, the Department of Defense, or Department of the Air Force, the Inland Valley Development Agency or any government agency. Newsletter contents are not necessarily the official views of, or endorsed by, the NAFBM or its board of directors. The appearance of advertising and sponsorships does not constitute endorsement by the NAFBM.
You’re going to read a number of viewpoints in these pages, and while we will not court controversy or deliberately provoke, it’s worth noting that. ―Hey, I read in the newsletter that the Museum said …‖ No. That’s why there’s a disclaimer.
A word about errata, goofs, misstatements, mistakes, etc., these will be cheerfully corrected when we have better information. We, of course, try to check and verify all the stuff we print. Generally in military history it’s contentious ground to make a claim of ―first,‖ ―only,‖ ―last,‖ or whatever without some rock solid documentation. We can tell you from reading historical accounts, these vary, particularly if there are differences over what happened when or why.
We have lots of things we want to explore, the grand issues that you’ll read about here, the founding of the base, its closure. We want to do the smaller things, too, and fun stuff. For example, we have the courses men would take for basic training at Norton in World War II, and that they went to a local firing range. We think this was in Redlands. We also think they used the M-1 rifle. Both of these would be worth writing about, but with more expertise available on staff. We know Leland Norton rode a motorcycle as a young man. So, it’s the 1930s and you’re a young guy in San Bernardino. What are you riding? How common was it? Even cuisine, the legendary military chow hall is worth exploring. Military people travel and develop tastes beyond what their country may offer. Kimchi? Gen. George Patton’s Country Captain dish? Spam, given a pardon by President Eisenhower?
One thing we found researching for these pages. The percentage of the military veteran population right now is about that at the same level when young Leland Norton enlisted in the Canadian Air Force, that is about 13 percent. The late George Gallup, a fellow University of Iowa grad, founded a poll. These are the numbers he found. I added emphasis below.
Veteran status among men is highly related to age, moving above the majority level for those aged 65 and older. By contrast, 12percent of men aged 25 to 34 are veterans.
7 The Norton Air Force Base Museum is a private, nonprofit organization not part of the U.S. government, the Department of Defense, or Department of the Air Force, the Inland Valley Development Agency or any government agency. Newsletter contents are not necessarily the official views of, or endorsed by, the NAFBM or its board of directors. The appearance of advertising and sponsorships does not constitute endorsement by the NAFBM.
The impact of the military draft is evident in the trends across age groups among men. The percentage of men who have served in the military jumps from about 20 percent among 45- to 59-year-olds to 39 percent among those aged 60 to 64, and then exceeds the 50 percent level among men who are older. The highest percentage of veterans (80 percent) occurs among men now 85 to 89, who would have been just entering their late teens during World War II and its immediate aftermath. The draft effectively ended for men in the early 1970s, helping explain the rapid drop-off in veteran status among those who are now aged 55 and younger. Veteran status in the U.S. is highly related to both gender and age, reflecting historical patterns relating to mandatory military service, and the continuing highly male skew of service members. The significant majority of American men aged 75 and older are veterans, compared with no more than 12 percent of those younger than age 35. Younger women are slightly more likely than older women to be veterans, but veteran status does not rise much above 3 percent in any female age group. These demographic facts indicate that today's veteran population, estimated at about 13 percent overall and 24 percent among men, will gradually decline in the years ahead as older cohorts of men die off.
The veterans’ stories, the Norton stories, will fade as time goes on. It’s important that we preserve them, remember them and try to record them. The personalities, the drama, the comedy and, sure the tragedy, it’s all there, a rich tapestry of human endeavor, the end of which has yet to be written. It’s not even past.
Gary Jacobs, editor ------
In the Beginning: The Ups and Downs of Founding a Base (Editor’s note: This story is from a 1982 edition of the San Bernardino Historical Society publication, “Heritage Tales” by Maureen D. Hixon. The original came with meticulous footnotes, herewith left off, but available in that publication. It is as fine an article-size story as you will likely find anywhere on the obstacles and triumphs in beginning the Norton story – well written as well as entertaining. Note General Beau’s adroit use of what we know call military public affairs – including the community in his decisions.)
t would be difficult to overstate the impacts brought about in San Bernardino City and County as a result of military and industrial activity beginning in the 1940s. In a very short period of time tens I of thousands of jobs were created in both the valley and desert portions of the County. The City's population soared from 43,646 in 1940 to 73,827 in 1950, and the influx of new people sent the housing and construction industry into a 20-year boom. At a banquet in early 1942 one military man estimated that the County's payroll would be doubled as a result of wartime industry.
Sun-Telegram editor James A. Guthrie, being in a unique position to see developments unfold, knew that the selection of San Bernardino for military bases and for the Kaiser Steel mill was no accident. Mr. Guthrie's reminiscences (in 1955) were particularly pertinent:
8 The Norton Air Force Base Museum is a private, nonprofit organization not part of the U.S. government, the Department of Defense, or Department of the Air Force, the Inland Valley Development Agency or any government agency. Newsletter contents are not necessarily the official views of, or endorsed by, the NAFBM or its board of directors. The appearance of advertising and sponsorships does not constitute endorsement by the NAFBM.
As I look back over the years, the most dramatic chapter of San Bernardino County's history involved the struggle in the late 1930s and the early war years of the 1940s to swing this region into the sweeping currents of expanding industrial activity. To two men in public life, San Bernardino County owes an everlasting debt of gratitude. One of them has gone to join the immortals, and for that reason I list him first - C. E. (Gene) Grier, then chairman of the board of supervisors. The other is Harry R. Sheppard who is beginning his tenth term in Congress. They were the two powerful factors the leaders - of a team that included others, a dozen or perhaps two dozen. Grier was the father of the idea that San Bernardino County could no longer delay expanding from an agricultural region into the field of industry. Those were the days of WPA, SRA and distress. He had no difficulty in convincing Congressman Sheppard, already a powerful figure at Washington. Grier became almost a fanatic on the subject. He drove himself unmercifully and in my mind there is no doubt that he literally gave his life to the effort. The energy he expended was needed to hold in check the ravages of tuberculosis. This editor cannot claim full partnership with Grier and Sheppard in their great program, but I was there with them on countless occasions when the plans and strategy were laid. First came the San Bernardino Air Field — now Norton Air Base. It was in the beginning purely a county venture, the first item on Grier's program for County support of industrial activity. But as the war clouds gathered, both Grier and Sheppard had the vision of a great federal defense plant. I was with them in vital discussions with Army men both in California and in Washington.
One of my jobs was to conduct the newspaper crusade to close an infamous district, incipient in earlier years, but blooming into a national disgrace as troops flowed into the region. The Army would recognize no community with such a district. The Sun's most cherished public award is the cup and certificate from the California Newspaper Publishers Association for the greatest example of public service to a newspaper's community. This editor was present with Sheppard and Grier when they made, in the name of the community, a pledge to Henry J. Kaiser that if he would locate his great steel plant at Fontana, he would be assured of fair treatment by every agency of government. Enlightened leaders of organized labor gave to Kaiser the pledge that during the war time there would be no work stoppage it the plant if he selected this county as the site and that pledge was kept. There is not sufficient space in this brief review of history to detail the other great achievements of that movement — George Air Base at Victorville, the Barstow -- Daggett – Yermo installations, what has become the great Ontario International Airport, an aviation school at Chino, and the others which form the backbone of the great military defense activities in San Bernardino County — the plants that employ many thousands of civilians.
By the early 1940s, the quiet San Bernardino valley was no longer and out-of-the-way, country setting. It had been disturbed by the roar and bustle of industry, and its "everyday life" experienced numerous drastic changes. Military scouts and recruiters of all kinds set up encampments and made systematic sweeps through the countryside. Men enlisted or were drafted into military organizations, and both men and women left the area to work in various war industries. Civilians were regimented, dictated and organized as never before -- constantly being asked to give of themselves and their time. Most everyone participated wholeheartedly and found compensation in the satisfaction of "helping the war effort." Perhaps they were also comforted by the slowly growing sense of security which accompanied the knowledge that the U. S. was fighting back - in every way possible.
One of those drastic changes to the San Bernardino valley came with the arrival of the Army. Several different detachments settled in the area and new faces and uniforms became commonplace. The military had decided that more supply and maintenance depots were needed, and San Bernardino was chosen as the site for two such depots: San Bernardino Air Depot – now Norton AFB, and Camp Ono a quartermaster depot abandoned in 1946. For both civilian and military factions, making the decision was easy creating the finished facility was a long and frustrating process.
Some influential residents of San Bernardino felt that the depot would be good for the local economy, and worked to facilitate construction of the base. Housing for depot workers was one of their largest fields of endeavor. As early as January of 1942, residents were trying to smooth out some of the problems. Numerous articles in the San Bernardino Sun-Telegram at that time show the deep commitment and involvement of both city and county governments. They requested of the federal government that the valley be designated "… as an area entitled to priorities in building materials for defense housing." San Bernardino, Colton, and Redlands were accorded this status.
9 The Norton Air Force Base Museum is a private, nonprofit organization not part of the U.S. government, the Department of Defense, or Department of the Air Force, the Inland Valley Development Agency or any government agency. Newsletter contents are not necessarily the official views of, or endorsed by, the NAFBM or its board of directors. The appearance of advertising and sponsorships does not constitute endorsement by the NAFBM.
Local surveys showed that additional housing would be necessary. San Bernardino was expecting a population increase of more than 10,000, and it was believed this would be largely due to the depot. It was determined that a 250-unit defense housing project would be built on county-owned land at Waterman and Baseline avenues, and arrangements were made with the city to hook up the site to the city sewer system. At the request of the Sanitary Corps of the Army, the San Bernardino Chamber of Commerce put together a full report of housing facilities and shortages. All sorts of possibilities were considered -- "doubling up," rent control, new residential structures in construction, and available single rooms. It was estimated that "4,200 new dwelling units" would be needed to accommodate the anticipated population explosion.
The city also took other steps to ease the way for the Army. All roads through the proposed 3rd Street depot site were closed off so that construction could begin as soon as possible. The National Orange Show was cancelled in order for the Orange Show buildings and facilities to be available to the Army. San Bernardino County contributed the largest visible donation: The County Airport on E. 3rd Street was given to form part of land need for the depot.
However, not everyone in the valley was pleased with the projected depot, government agents had been making the rounds of property owners whose land was needed for the facility. Only a few had cooperated and signed options, and a small number were extremely upset. A civil suit was filed in the U.S. District Court, by the Office of the War Department, against the Gage Canal Co., Morrow Aircraft and a few private residents openly protesting the move to take their land. A decision was made and an order signed by the court on Feb. 23, 1942 -- the military had won the ease and took possession of all the disputed land. Condemnation proceedings were instituted against the remaining parcels of land needed to complete the depot site. Evidently there was some confusion when notices of these proceedings arrived. In a Jan. 23 article, the Sun explained the situation in what appears to have been an effort to calm those people who had signed options.
The citrus growers were another disenchanted group. While they had said nothing until March, the growers weren't very happy about yet another team of recruiters in action among their work forces, which the military and war industries had already decimated. Growers were making desperate appeals to valley schools for help, and to the federal government for "deferred or exempt" status for their laborers — afraid they would lose what little manpower they had. Several articles in the San Bernardino Sun -Telegram during the first six months of 1942 detailed the growers' predicament.
In general, the civilian attitude toward changes taking place in the valley was positive though laced with many undercurrents. From the beginning, the military ran into an unexpected hurdle, when considerable doubt was expressed by Army headquarters in San Francisco about the suitability of the 3rd Street site mainly because of concern over the possibility of flooding. After a flurry of teletype and telephone conversations and an on-site inspection and conference between a headquarters representative and a District Engineer's representative, the debate was settled and the site reapproved.
Having settled most of the "minor problems" in establishment of the new depot, the military continued its approach toward this objective with the appointment of Col. Lucas V. Beau, Jr., as commander of the San Bernardino Air Depot, which was to be officially activated in March of 1942. The colonel arrived with rather overwhelming orders, limited authority and funds, and years of experience which could have only partially prepared him for the ordeal to come.
10 The Norton Air Force Base Museum is a private, nonprofit organization not part of the U.S. government, the Department of Defense, or Department of the Air Force, the Inland Valley Development Agency or any government agency. Newsletter contents are not necessarily the official views of, or endorsed by, the NAFBM or its board of directors. The appearance of advertising and sponsorships does not constitute endorsement by the NAFBM.
Upon his arrival in San Bernardino, Colonel Beau introduced himself to the City Editor of the Sun, Earl E. Buie, and in a Sun article of March 3, 1942, Colonel Beau was in turn introduced to the residents of San Bernardino. The article stated that the maintenance and supply depot was expected to cost in excess of $20 million, and would ultimately employ between 6,000 and 7,000 civilian workers. The San Bernardino Chamber of Commerce gave up part of its office space in the American Legion building on 4th Street to provide temporary headquarters for Col. Beau and his staff.
Priorities were deceptively simple: to get the depot built and functioning for the supply and maintenance of planes of the "West-South-West‖ area and to recruit a civilian work force. While that seemed fairly straightforward, the military did have some problems to deal with:
1. The area contiguous to San Bernardino was strictly an agricultural community, which had known no industrial operation except the Santa Fe Railway shops. 2. Men and women fundamentally qualified in mechanics and basic skills already had been weaned away from their homes by the aircraft plants and shipyards at Los Angeles, Long Beach, San Diego, and San Francisco, where high wages prevailed — wages which General Beau and his staff recognized instantly were much higher than the scale set by the Civil Service Commission for comparable jobs which would have to be filled at the San Bernardino Air Depot. 3. The construction programs underway at the Victorville Army Air Base, March Field. Camp Haan, Daggett, Ontario, the Desert Training Center, Blythe and other neighboring spots had drawn prime labor and would hold this prime labor for some time to come. 4. The people of the San Bernardino area were not "Army-conscious." There was little mental receptivity by the average citizens toward anything which smacked of Army or Air Corps. Instead, there was a cool resentment which dated back to the days when San Bernardino's red light district, with its scarlet women, had drawn men in uniform to San Bernardino until official action was taken to stamp it out. 5. Home owners were negative about renting their properties to anyone identified with the Army, envisioning short terms of occupancy and property damage which might be difficult to cover by legal claims. Those who condescended to rent to Army officers demanded unreasonable rentals and conditions. 6. Citrus growers especially, and many business houses, protested violently at first when a general call for learners was issued by the USES and the Civil Service for the Air Depot, for in spite of the fact that the Air Depot salaries did not meet those paid in coast war plants, the pay scale for the Air Depot promised more money to workers than the citrus growers and the average business house could pay. San Bernardino had been "a S25 to $30 a week town" until the wartime demand for employees struck out of the blue. 7. Recruitment of novices had to proceed with speed and vigor, because when General Beau activated the Air Depot on March 2 he had been informed the Air Depot buildings would be finished by time, and since it would take from twelve to fifteen weeks to train each individual required for the thousands of jobs which would be open In maintenance and supply at the depot and at sub-depots, no time could be lost. 8. Further complications developed, for originally the Sacramento Air Depot had been instructed to train a cadre of 1,000 men qualified to move into the San Bernardino Air Depot operations. As time proved, SAD was not able to send such a cadre. The records showed that sixteen men actually were transferred lo San Bernardino from Sacramento.
11 The Norton Air Force Base Museum is a private, nonprofit organization not part of the U.S. government, the Department of Defense, or Department of the Air Force, the Inland Valley Development Agency or any government agency. Newsletter contents are not necessarily the official views of, or endorsed by, the NAFBM or its board of directors. The appearance of advertising and sponsorships does not constitute endorsement by the NAFBM.
9. The moment the recruitment of men and women began for depot jobs, a general resentment developed In some of the smaller towns near San Bernardino. Draft boards in these communities pulled trained men out of SBAD without regard to their vital assignments and complaints were forwarded lo Washington by one civic leader from Redlands, that men and women were not being utilized efficiently by SBAD. 10. The delay in getting building materials of all kinds due to the low priority rating carried by SBAD became evident in the earliest stages of the SBAD construction program and caused numerous unpredictable snarls in the assignment of manpower and in the human relationship between the Air Depot and the civilians in the area. 11. In addition to activation, construction, recruitment, and training of men and women, meeting troop training problems, begging for building materials and additional housing facilities at the depot and sub depots, General Beau and his staff soon discovered that the SBAD operation would be a "test of fire" for a public relations operation, which fortunately secured the backing of county and city officials and civic leaders once the overall story of the SBAD project had been explained and sold to the general public. 12. The San Bernardino Air Depot had only an A-1-E priority rating, while all other air depots had AAA-1 priority ratings. As a result of this awkward condition, bottlenecks for supplies multiplied themselves endlessly and all priorities had to be cleared through Washington. 13. When General Beau arrived in San Bernardino the contracts for construction of the depot had not yet been let. After contracts were let, contractors worked slowly, partly because of shortage of available labor, partly because materials did not arrive. 14. A little later General Beau was to receive the black news that due to loss of lend-lease materials by boat sinkings caused by German U-boat activities, certain steel which was the key item for the major buildings for SBAD was not being sent to SBAD, but was being diverted to lend-lease by the Navy. 15. This, plus other factors, finally resulted in an over-all loss of six months' time before SBAD could get into action in even its first phases as a functional industrial operation, to carry out the job of maintenance and supply. As a result, maintenance work which would have come into SBAD had to be farmed out to the sub-depots in the West - South - West area and Air Depot and Service Groups had to take their mechanical training at sub-depot installations.
For both the military and the civilian population, one of the most pressing problems was housing construction; and for the military — office and storage space turned out to be an on-going problem. SBAD was periodically swamped with shipments of supplies and would have to scramble to find storage space. As the staff grew, the temporary headquarters for SBAD began to sprawl all over the valley. In April there were five major centers, and by September more than 45 buildings in the valley had been leased. A partial list of buildings and their uses included:
• 1120 E St. -- Administration, Message Center, Sub-Depot Control • 323 Court St. -- Personnel, Plant Protection • Orange Show, Mill & E Streets -- Supply, Post Exchange, Transportation, Troop Training Area, Station Hospital • 863 E Street -- 11th Station Complement • Andreson Building, 3rd & E Streets -- Chemical Warfare, Housing, Ordnance • 368 Fourth Street -- Engineering • 532 E St. -- Finance • 436 Court St. -- Public Relations, Quartermaster • 362 Court St. -- Signal Section • 529 4th St. -- Statistical Section • 474 Court St. -- Utilities
12 The Norton Air Force Base Museum is a private, nonprofit organization not part of the U.S. government, the Department of Defense, or Department of the Air Force, the Inland Valley Development Agency or any government agency. Newsletter contents are not necessarily the official views of, or endorsed by, the NAFBM or its board of directors. The appearance of advertising and sponsorships does not constitute endorsement by the NAFBM.
• 240 Arrowhead Ave. -- Post Utilities Shop • Municipal Auditorium -- 876th Guard Squadron • Kendall Drive -- San Bernardino Signal Depot • Colton -- Quartermaster Warehouse • Ontario -- Warehouse • Ontario, Chaffey Junior College -- Training Center Detachment • City Creek -- CCC Camp - 368 Court St. -- Post Signal Office, Morrow Field Hangar – Operations
One of the first buildings at SBAD was T-670, the "New Building‖ which replaced the downtown structure at 555 4th St. — U.S. Air Force Photo
While finding office and storage space was difficult, it was easy compared to getting new buildings constructed. The Waterman Gardens and Redlands housing projects didn't begin construction until July 2, 1942, and though work began on the depot site in March, that work was only the grading and filling necessary to prepare the land. All sites were facing materials shortages. Steel was a critical factor, since much of the steel allotted for SBAD had to be shipped elsewhere following the sinking of several ships in the Atlantic by German U-boats. On June 9th bids on the housing projects were opened just 30 days after actual plans for the two projects were started. J. Dewey Harnish of Ontario was architect for the two projects, located at Baseline and Waterman in San Bernardino and at Lugonia and Orange in Redlands. June 16th , authorization was issued by the War Department to proceed with construction. By August, delays were still being experienced in getting the construction underway, and the SBAD staff was trying to get some of the restrictions lifted so that these and other vital housing projects could begin. The San Bernardino Chamber of Commerce was also attempting to get land owners to build - with government help — on their empty lots. Housing was critical. The Army and various local organizations made many appeals for the public's help. Rental bureaus were set up to assist people in finding homes and rental limits were established.
In an April 8th memo to the Chief of Field Services, ASC, Col. Beau had laid out the facts and figures. "Less than one percent of the houses in this area are now unoccupied and most of those occupied are sub-standard. Rental rates are rising with the influx of new personnel created by this depot and other defense projects. Other new government and private establishments will employ over 3,000 persons which, coupled with the 6,000 which it is anticipated we will employ, will bring 10,000 additional workers to San Bernardino or 25-to-40,000 new persons." Beau further added that the Waterman Gardens project … will satisfy approximately two and a half percent of the needs."
13 The Norton Air Force Base Museum is a private, nonprofit organization not part of the U.S. government, the Department of Defense, or Department of the Air Force, the Inland Valley Development Agency or any government agency. Newsletter contents are not necessarily the official views of, or endorsed by, the NAFBM or its board of directors. The appearance of advertising and sponsorships does not constitute endorsement by the NAFBM.
An additional impediment for the housing project construction was a well-circulated rumor that SBAD was only a temporary establishment. Competition for civilian workers was tremendous and there was a hazard perceived by SBAD officers that the work force would drift off to the high paying areas of the coast where aircraft builders and others fought for workers. After receiving assurances from his superiors that SBAD was to be permanent, Col. Beau arranged to have the following story published in the April 16, 1942, Sun:
U.S. Air Depot to Employ 4,000 Workers by Dec. 1; Need for Housing in Valley Seen as Army Pushes Work at Site; County’s Biggest Building Will Be Erected at Great Permanent Project
San Bernardino's army air corps supply depot, on which preliminary work has begun on East 3rd Street, will employ a force of 4,000 civilian workers by Dec. 1 — all permanently employed and requiring housing facilities in San Bernardino and other communities of the valley. By next April the civilian personnel will have been increased to 6,000, whereas ultimately the great depot's force will reach between 10,000 and 11,000. The depot with the structures comprising the industrial section to be of concrete and steel construction will be a permanent project, serving the army air forces in the west, said the commanding officer, Col. Lucas V. Beau, Jr., yesterday.
Colonel Beau's statement was released after reports that the air depot's structures were to be of the wooden, temporary type were widely circulated throughout the valley. The reports were apparently based on the fact that one of the first units of the depot, a mobile unit in which troops for field service are to be housed and trained, will consist of wooden, barrack-type structures.
PERMANENT DEVELOPMENT
All of the industrial area of the depot," said Colonel Beau, "will be of steel and concrete construction.
"The San Bernardino Air Depot will be one of the largest in the nation. By December a force of 4,000 civilian workers will be employed and by April of 1943 this number will have been increased to 6,000. When completed the depot will have a personnel of between 10,000 and 11,000. "It will be a permanent project. "
Already bids have been opened for the construction of one of the permanent structures, the engine repair building. It will be 302 feet by 252 feet in dimension. Other structures, such as the airplane repair shop building, will be the largest in San Bernardino County — 900 by 359 feet. The contractors will be required to complete the structures within 270 days after the awarding of the jobs."
SERIES OF STRUCTURES
The Alco Co. of Los Angeles was the low bidder on the engine repair building. The industrial section of the air depot will include a series of the giant structures in which will be housed the shops, repair centers, and a score of departments of the depot at corps' fields in the southwest will be repaired and overhauled. A series of buildings on sites contiguous to the industrial section will be of the temporary type as will be the mobile unit division, one of the first to be developed.
Charles Hoskyns, Los Angeles contractor, was the low bidder on the mobile unit project, comprising some 120 separate buildings. The great project with its series of concrete – surfaced runways for landings and takeoffs, its shops, maintenance buildings and administrative office structures will be developed on a 2,000 - acre site.
320 HOMES ORDERED
Meanwhile, the San Bernardino County Housing Authority is preparing to ask bids for the construction of 270 homes to be erected on the southeast corner of Baseline and Waterman, and another group of 50 homes at Lugonia and Orange in Redlands, to house war industry workers assigned to the air depot. The total cost of the federally financed project will be $1.3 million. Expensive privately financed housing will be necessary, according to both civilian and military experts, to house the thousands of civilian workers to be employed at the depot.
14 The Norton Air Force Base Museum is a private, nonprofit organization not part of the U.S. government, the Department of Defense, or Department of the Air Force, the Inland Valley Development Agency or any government agency. Newsletter contents are not necessarily the official views of, or endorsed by, the NAFBM or its board of directors. The appearance of advertising and sponsorships does not constitute endorsement by the NAFBM.
Although private construction of homes was "frozen" throughout the country by the war production board, the curtailment will not apply to areas designated as defense districts, such as San Bernardino where war industry will demand housing for its workers. An enormous private housing program is anticipated, not only in San Bernardino but in the territory contiguous to the air depot, according to observers.
In spite of concentrated efforts by both the SBAD staff and civilian groups, the housing situation in San Bernardino remained critically uncertain. By the end of the year, essential building materials were still very difficult to obtain and more items had been restricted; for instance, in October the sale and use of sand and cement had been frozen. In December, Col. Beau and George L. Black, Secretary of San Bernardino Housing Authority, came up with a stop-gap partial solution — the establishment of a 500-unit trailer camp for air depot workers.
The first airplane serviced at SBAD. We understand the aircraft is a PT-10 trainer -- U.S. Air Force Photo.
The military project had run into as many impediments as had the civilian development of housing. The construction schedule for the air depot had been staggered. By January of 1943, only a few buildings were completed and in use. These were mostly barracks, supply warehouses, and some of the utilities and service installations. SBAD officers were actively involved with planning the depot. Time and again, changes were suggested by Col. Beau and his staff and approved by Engineering. The logic and common sense shown by these men was consistent and thorough. Among the many meaningful improvements to the original plan was rotating the Engine Test Building 90 degrees so that blasts from the test cells would not strike offices located in the Airplane Repair Building. Since the air depot was an innovation in engineering and no one really knew what kind of work load it would be required to handle, constant analytical study and continuous changes were an obvious necessity.
The training equipment received at SBAD was antiquated. They had no trained personnel nor means of training anyone on the newer planes and engines that were being used. In spite of constant and urgent requests, Col. Beau was unable to obtain enough equipment and supplies through military channels. As a result, he authorized his "crash trucks" to roll on any crash within 100 miles that was not considered worth repairing. The remains of such planes were brought to SBAD and used as training equipment for his repair personnel. In addition, he placed his personnel at other depots for training, after which they were rotated to the sub-depots for active duty. By the time these people were returned to SBAD, they were highly qualified.
15 The Norton Air Force Base Museum is a private, nonprofit organization not part of the U.S. government, the Department of Defense, or Department of the Air Force, the Inland Valley Development Agency or any government agency. Newsletter contents are not necessarily the official views of, or endorsed by, the NAFBM or its board of directors. The appearance of advertising and sponsorships does not constitute endorsement by the NAFBM.
SBAD's vigorous recruitment programs got them unexpected results, in a complaint from Los Angeles wartime industries that SBAD was recruiting people from critical jobs in their area. The mayor and city council were upset because so many municipal government employees had been hired by defense projects in the area. Other area depots were quietly but cannily doing everything they (could to hang on to their people In a memo from Major Cote, SBAD Personnel Officer, to Col. Beau, he reported "All other factories and agencies in this area are hotly in competition with us . . . (with) recognition by all of the need for central labor control." Cote pessimistically observed it would be some time before order came from the chaos and suggested to Beau that … we remember God helps those who help themselves."
In complete accordance with Murphy's Law, "anything that can go wrong will go wrong," the Army began shipping troops to SBAD in March, 1942, to a rather inhospitable welcome. Typical of many large organizations Army headquarters had neglected to ask whether Col. Beau could accommodate any more personnel. When the new men arrived, they found a complete absence of food, clothing, sanitary facilities, beds, and bedding. They were forced to bunk down in the only available structure large enough to house them — the abandoned Morrow hangar. Shortly, arrangements were made and the troops moved into the Orange Show buildings. In June, more troops came pouring in. SBAD officers were faced with the monumental task of setting up training programs for these recruits.
Col. Beau was plagued with spiraling twin problems: the constantly expanding areas of SBAD responsibility and the civilian anti-military feelings. There was no solution to the first problem, it was simply new hurdles added to an already existing obstacle course. In July, command of the first sub-depots in the SBAD area was transferred from Sacramento to SBAD — where miseries were multiplied since existing problems were mirrored by each sub-depot, especially lack of housing. In December, Beau was notified that the II Air Force was moving into Blythe, with 50 B-17F airplanes. Blythe duplicated SBAD's initial situation. Arrangements were made for Sacramento and March Field to fly supplies into Blythe.
Thousands of civilians were employed at SBAD during World War II. Photograph shows the workroom of Building 763. - U.S. Air Force Photo
SBAD was also involved in selection of a site to be used as a storage point for spare products from Los Angeles factories. Barstow was selected as the location for this AAA Supply Depot. Depth of the impact of the bombing of Pearl Harbor on military thinking is shown in a June 1942 letter from Col. John M. Clark, commanding officer of the IV ASC, to Wright Field: "Barstow, Calif., is within 100 miles of the coast line and 60 miles north-north east of San Bernardino Air Depot Phoenix, Ariz., is within 325 miles of the coast line. Some months ago, this office discussed the matter of supply warehouse dispersal in the Western Theater with General DeWitt, Western Defense Command.
16 The Norton Air Force Base Museum is a private, nonprofit organization not part of the U.S. government, the Department of Defense, or Department of the Air Force, the Inland Valley Development Agency or any government agency. Newsletter contents are not necessarily the official views of, or endorsed by, the NAFBM or its board of directors. The appearance of advertising and sponsorships does not constitute endorsement by the NAFBM.
At that time he was very insistent that there be no further concentration of supplies near the coast line and that they should be dispersed in depth 300 to 500 miles to the rear."
In the words of one officer, SBAD duties were … to activate, construct, and operate an industrial operation involving the repair and maintenance of airplanes, receive, process and ship supplies not only throughout the south-west but into the Pacific War Theater, employ approximately 15,000 civilians within a military installation, and at the same time train thousands of troops right here in the San Bernardino area, while, in addition, we were to operate sub-depots throughout Southern California, Nevada and all of Arizona, and Air Depot Detachments at contract flying schools and contract overhaul activities."
As of Jan. 16, 1943, military personnel consisted of 262 officers and 4,341 enlisted men. Officers were assigned to oversee operations at 56 leased buildings throughout the valley, plus operations at Chaffey College, Redlands Rifle Range, City Creek and Mill Creek Camps, Blythe, Victorville, and 17 air depot detachments. In effect SBAD was administering 70 major operations. Still, with less than 30 percent of scheduled buildings constructed, SBAD was assigned administrative control of all Southern California below the Tehachapi Mountains, all of Arizona and southern Nevada. Beau decided he had to consolidate his administration and so he moved his headquarters into the uncompleted buildings, some just shells, in February. Nevertheless, the esprit de corps was so good that, despite temperatures sometimes near freezing and with no heating facilities, activity continued late into the night.25 the tide began to turn in April 1943: base buildings neared completion, the housing project at Waterman Gardens was readied for occupancy, and 420 temporary dwelling units were approved by Washington for construction. SBAD now had 18,484 civilian employees working - 10,698 at San Bernardino and the rest at sub-depots.
An important means of financing World War II was the sale of War Bonds. In order to encourage such sales, military exhibits were put on display throughout the United States. This P-38 from SBAD was shown in the parking lot at the original Sage's Market in March 1943. - U.S. Air Force Photo
Beau announced that the preparation period was about ended, production would soon commence. Lack of building materials, primarily steel, had forced scheduling delays, but it was expected that the base would soon be able to overhaul and repair more than 1,000 airplane engines in a month. Another shortage, this time of power, delayed this prediction until September at which time the maintenance division was operating at full speed. The building program was 70 percent complete in September and 85 percent two months later.
17 The Norton Air Force Base Museum is a private, nonprofit organization not part of the U.S. government, the Department of Defense, or Department of the Air Force, the Inland Valley Development Agency or any government agency. Newsletter contents are not necessarily the official views of, or endorsed by, the NAFBM or its board of directors. The appearance of advertising and sponsorships does not constitute endorsement by the NAFBM.
The depot had its own water system, supplied by wells, and the state had spent $100,000 in upgrading roads leading to the facility. On December 7, 1943, command was transferred to Colonel L. G. Taylor. By that time the base had 325 buildings including huge warehouses, hangars, and machine shops. The civilian strength had increased to 22,618 — quite an impact on a sleepy little town of just twice that in total population three years earlier.
Today, San Bernardino — with its satellite cities and clusters of unincorporated town areas — represents a major commercial center thanks, still, to the employment payroll of the San Bernardino Air Depot. Of course, the base now belongs to the Air Force instead of the Army and is called Norton Air Force Base.
Note (from 1982 story):
Many of the hastily constructed buildings described above are still in daily use, 40 years later. In an Aug. 23, 1982, article in The Sun the new commander of Norton Air Force Base said he felt that a complete rehabilitation was in order. "We're talking about … across the board, from the buildings clear down into the sewers and electrical lines are going to have to be modernized," said Col. Robert Custer, who had just that month been appointed 63rd Air Base Group commander. He said a master plan for the improvements was being prepared which would be submitted for Air Force approval and, ultimately, Congressional funding. He felt that chances for a two-year modernization program are good. "MAC (Military Airlift Command) recognizes that Norton is very old, and facility-wise is just about (at) the bottom of the heap.
So we do have MAC support right now," said Custer, who was also deputy base commander for two years. "If we're going to continue on Norton as a viable base, we (have) got to start tearing down these old buildings and (begin) building new," he said. The reason that the base is in need of so much repair, he said, is that over the years it was allowed to deteriorate because of much talk of closing it down, especially after World War II, the Korean War and the Vietnam conflict. "And as a result with all this possible closing (talk) . . . everybody had in the back of their mind that Norton might disappear." However, Congress sent a clear message about Norton's future when it approved about $21 million to buy the former Aerospace complex to house the MX missile designers, and also to clear homes from the flight path westerly of the main runway. "So in my view, the iron is hot now for us to start moving on out … he said. Custer said the work would cost millions and would be done by local civilian contractors … it would mean a good shot in the arm financially for the local area," he said.
Used with kind permission of the San Bernardino Historical and Pioneer Society. Web site: http://www.sbhistoricalsociety.com/ 1. Address: 796 N. D St. San Bernardino, CA 92401
Phone: (909) 885-2204
Historical Society programs are held on the first Thursday of each month at 7 p.m. at the Christian R. Harris Memorial Hall, next to the Heritage House. They are free. Open House: Tours of the 1891 Heritage House are given Saturdays, 10 a.m.-2 p.m.
18 The Norton Air Force Base Museum is a private, nonprofit organization not part of the U.S. government, the Department of Defense, or Department of the Air Force, the Inland Valley Development Agency or any government agency. Newsletter contents are not necessarily the official views of, or endorsed by, the NAFBM or its board of directors. The appearance of advertising and sponsorships does not constitute endorsement by the NAFBM.
Editor’s note: Suffice it to say the wholesale base rehabilitation and reconstruction that Colonel Custer saw needed never happened, though there were improvements. The 1980s saw a widening of Tippecanoe from the freeway, a new bridge, a new commissary, child care center, security police headquarters and control tower were built. This leads us to …
BRAC TO THE FUTURE
THE 1988 REPORT THAT CLOSED NORTON …
o, why did Norton close? To set the stage, let’s begin with the Defense Secretary's Commission on Base Realignment and Closure, chartered on May 3, 1988. That S Secretary was the late Frank Carlucci, in office from Nov. 23, 1987 to Jan. 20, 1989, shown in a Department of Defense photo below.
The Commission's recommendations, issued Dec. 29, 1988, were to affect 145 installations. Of that number, 86, including Norton, were to be fully closed, five were to be closed in part, and 54 were to experience a change, cither an increase or a decrease, as units and activities were relocated. The law required the Secretary to accept or reject the recommendations in entirety. Secretary Carlucci accepted them in January 1989. The law provided Congress with the same option, accept or reject entirely. The Congressional review period ended in May 1989 without enactment of a joint resolution of disapproval. Norton’s fate was sealed.
Here it is, the ―Base Realignments and Closures Report of the Defense Secretary's Commission, December 1988,‖ with Norton listed on pages 77-78:
The Commission recommends Norton AFB for closure primarily because of air traffic congestion, inadequate facilities, and because of excess capacity within the category. The net cost of closure and relocation will be paid back within two years. The Commission expects annual savings to be $67.9 million. The military value of Norton AFB is lower than other strategic-airlift installations because of a combination of increasing air-traffic congestion, outdated facilities, and increasing competition for skilled personnel.
Norton AFB is currently one of six Military Airlift Command strategic-airlift bases that provide airlift for troops and military cargo. The wing at Norton supports U.S. Army and Marine Corps airlift requirements and participates in other airlift operations.
Flight operations at Norton have become constrained because of increasing air traffic congestion in the Los Angeles area. Norton AFB has a number of large warehouses of generally poor quality. Only the relatively temperate climate allows their use, but deterioration continues.
19 The Norton Air Force Base Museum is a private, nonprofit organization not part of the U.S. government, the Department of Defense, or Department of the Air Force, the Inland Valley Development Agency or any government agency. Newsletter contents are not necessarily the official views of, or endorsed by, the NAFBM or its board of directors. The appearance of advertising and sponsorships does not constitute endorsement by the NAFBM.
There is also a shortage of weapons storage facilities. Utilities and most other facilities need a general upgrading to meet today's technological standards. Because of the poor quality of facilities, higher than normal expenditures are required for maintenance, repair, and periodic replacement.
Vintage shot, not in the BRAC report (no photos were), of a Norton warehouse adapted into an office building. Note the lack of windows. This building, later home of the Inspection & Safety Center, was torn down following the base closure. A new building is in its place.
There are also deficiencies at Norton AFB in the area of quality of life. The most prominent include a shortage of family housing units and inadequate medical, dental, and recreational facilities. The installation also has difficulty meeting civilian hiring requirements due to the demand for technically qualified workers by other industries within the civilian sector.
This closure will have no negative impact on the local environment. Cleanup of hazardous materials and waste contamination at Norton is covered by the Defense Environmental Restoration Program. Cleanup is independent of the closure. The movement of the units currently assigned to Norton will not adversely affect the environmental situation at gaining bases since comparable operations are already underway there.
This closure will have minimal impact on local employment.
The Commission recommends the following relocations of major units and related support activities:
Three Squadrons of the 63rd Military Airlift Wing and the 445th Military Airlift Wing (AFRES) (C- 141, C-21 and C-12 aircraft) to March AFB, Calif. The remaining squadron (C-141 aircraft) to McChord AFB, Wash. These moves will enhance command and control, and reduce the cost of operations while still providing for three strategic-airlift installations on the West Coast.
The Air Force Inspection and Safety Center to Kirtland AFB, N.M., to be consolidated with the Nuclear Safety and Inspection Center.
The Air Force Audit Agency to March AFB. This provides new, modern facilities for this unit within the same local region.
The Commission notes the Air Force is exploring other alternatives for accomplishing the Air Force Audio Visual Service Center mission and therefore recommends that the Air Force be given the option of moving this unit to March AFB or retaining it in its present location at Norton. 20 The Norton Air Force Base Museum is a private, nonprofit organization not part of the U.S. government, the Department of Defense, or Department of the Air Force, the Inland Valley Development Agency or any government agency. Newsletter contents are not necessarily the official views of, or endorsed by, the NAFBM or its board of directors. The appearance of advertising and sponsorships does not constitute endorsement by the NAFBM.
The annual savings reflect the movement to March. Because of the high cost of relocation and the functional requirement for the Ballistic Missile Office to remain in the local area, the Commission recommends it remain at Norton AFB. In order to reduce the shortage of family housing in the local area, the Commission further recommends that Norton AFB family housing be retained for use by personnel assigned to March AFB.
* * *
A quick update on how all that worked out. The 63rd Military Airlift Wing was deactivated. The 445th is now located at Wright-Patterson AFB, Ohio. The Air Force Inspection Center is indeed located at Kirtland AFB, N.M., while the AF Audit Agency went to Washington, D.C. The Ballistic Systems Division was, insofar as we can determine, was absorbed into Los Angeles Air Force Station. No family housing exists on the former Norton AFB. The base closed March 31, 1994. One sentence stands out, used for every entry, including Norton: ―This closure will have minimal impact on local employment.‖
California's Base Closure Experiences ―Before the 1988 BRAC Net DoD Job Cuts, BRAC 1988 round, California had by far the largest military presence of any state, housing 336,000 (15 percent) of the 2.3 million Department of Defense personnel and 91 (18 percent) of the 495 Rest of U.S. major military bases in the California country .... In the 1988 BRAC round, California had four major military installations closed, zero realigned, and lost 17,000 Department of Defense jobs. Nationally, this round of closures eliminated a net total of 21,000 DoD jobs and 16 major bases. Thus, California sustained 84 percent of the nation's net personnel cuts and 25 percent of base closures.‖
Norton was the largest employer in the City and the County of San Bernardino, the latter larger than some New England states. The closure effects, far from having a ―minimal impact,‖ would be profound for the Inland Empire and Southern California.
This sets the stage for the next part of the story, redevelopment. The old warehouses would be swept away, the toxic wastes disposed of and the stage set for redevelopment. It also occurs to use that perhaps cities can be veterans as well, having given much to the national defense, over and over.
21 The Norton Air Force Base Museum is a private, nonprofit organization not part of the U.S. government, the Department of Defense, or Department of the Air Force, the Inland Valley Development Agency or any government agency. Newsletter contents are not necessarily the official views of, or endorsed by, the NAFBM or its board of directors. The appearance of advertising and sponsorships does not constitute endorsement by the NAFBM.
Rebirth: Inland Valley Development Agency
t’s a natural question. Norton AFB closed in 1994. Then what? While our focus is on the past, the Museum certainly wants to tip a hat to the Inland Valley Development Agency, our host. IVDA is a I Joint Powers Authority formed in 1990 to reuse the closed base. It is comprised of the County of San Bernardino and the cities of San Bernardino, Colton, Loma Linda and Highland. Its project area includes the former base, that is, approximately 14,000 acres of real estate located at a prime crossroads.
IVDA has a sister Joint Powers Authority, the San Bernardino International Airport Authority (SBIAA). It includes the County of San Bernardino and cities of San Bernardino, Colton, Highland, and Loma Linda. SBIAA was formed in 1992 and manages airport operations and maintenance. Both agencies offices are located in the same building as the Museum, the Norton Regional Event Center.
IVDA web site: http://www.sbdairport.com/our_organization/ivda.htm
If you were stationed here and departed in the 1980s or 90s, you would not recognize what used to be the Norton ―main base.‖ The big old warehouses are gone. The base housing is gone, all of it. But, the base was founded as a logistics center, a depot. That heritage continues. Cargo comes in through the Port of Los Angeles, reportedly the busiest in the world for container volume. All that stuff has to go somewhere. It makes its way through the Inland Empire up the Cajon Pass to the rest of the country. Mattel, Stater Bros, Kohl’s Markets, Pep Boys and recently, Amazon, have all found convivial homes at the former base. It is fitting that Matich Corp., which helped found Norton, occupies what once was the new Security Police building, coming full circle.
Hillwood Corp. was a prime mover in the redevelopment effort. Here’s a photo from their Web site on the project they undertook at the former base, ―Alliance California.‖ If you find the circular blue Stater Bros. logo, that’s about where the 63rd Military Airlift Wing headquarters was, Bldg. S-2. As we said, ―unrecognizable,‖ and that’s a good thing.
22 The Norton Air Force Base Museum is a private, nonprofit organization not part of the U.S. government, the Department of Defense, or Department of the Air Force, the Inland Valley Development Agency or any government agency. Newsletter contents are not necessarily the official views of, or endorsed by, the NAFBM or its board of directors. The appearance of advertising and sponsorships does not constitute endorsement by the NAFBM.
The Museum actively seeks corporate sponsors and has a large honor board behind the entryway.
We also note Stater Bros headquarters has a very fine display about the base heritage, and has been a supporter of military veterans for many years.
We should also note a special thanks to a member of IVDA who was instrumental and formative in the Museum’s birth, and it is worth highlighting her name:
Catherine Pritchett
It was she who convened a meeting about the feasibility of and interest in a Norton AFB Museum. She advised the nascent board and guided along the way, from an empty room with no floor to the Museum today. To her, our thanks.
23 The Norton Air Force Base Museum is a private, nonprofit organization not part of the U.S. government, the Department of Defense, or Department of the Air Force, the Inland Valley Development Agency or any government agency. Newsletter contents are not necessarily the official views of, or endorsed by, the NAFBM or its board of directors. The appearance of advertising and sponsorships does not constitute endorsement by the NAFBM.
As it Happened: The Norton Hanoi Taxi Story Find out what it was like to fly the first historic missions into North Vietnam …
n February 1972 63rd Military Airlift Wing commander Brig. Gen. Lester T. Kearney, Jr., received a plan marked Confidential, titled EGRESS RECAP. It had been written in part by a predecessor, I Brig. Gen. John F. Gonge, 63rd vice wing and later wing commander until February 1971. General Gonge was now in command of 22nd Air Force. He said later he and Gen. Daniel ―Chappie‖ James developed the document, which told of the portentous return of POWs from North Vietnam with Military Airlift Command aircraft from Norton.
"We sat down and wrote the whole plan, the way we were going to pick them up in Hanoi. Lo and behold, I guess about a year later, we got the word they were going to release some prisoners and we were going to go get them,‖ General Gonge recalled later.
EGRESS RECAP would later have a fortunate name change to Operation Homecoming. For the 63rd, activity began in January 1973 when wing personnel left Norton under Homecoming Travel Duty, or TDY orders, for Clark AB, Philippines.
Norton provided three C-141s: Tail numbers 60177, 70001 and 70007, all configured for medical air evacuation, according to wing history documents. In addition, a back-up C-141, Tail no. 67949, was at Hickam AFB, Hawaii.
Lt. Danny Fletcher, (records don’t show if he was a first or second lieutenant), a maintenance officer with the 63rd Organizational Maintenance Squadron left Norton on Jan. 30, 1973, for Clark AB. He was team captain of Project Spruce Up, and was assigned five maintenance men from Norton and four from McChord AFB, Wash.
"Their job was to clean, accomplish paint touch-up, see to the washing and spruce-up of the aircraft, and place Red Crosses on the vertical stabilizers of all Homecoming C-141s. All aircraft were cleaned thoroughly before each mission into Hanoi. Men often worked 13 to 14 hours a day. We put on the Red Crosses with red tape, which could be removed after the missions,‖ Lt. Fletcher said later in an interview with the base historian.
For those who love details, Lieutenant Fletcher recorded these tail numbers of C-141s spruced up: 65242, 670001, 667944, 650243, 659398, 650258, 650280, and 66061. There were a total of 14 listed but the scanner copy cut off the remainder, an update for another time may come. He said aircraft 660198 was cleaned but not used.
Twenty flight crews from the 14th, 15th and 53rd Military Airlift Squadrons and two crews headed by 944th Military Airlift Group aircraft commanders flew homecoming missions for the 63rd. Several of these crew members flew two or more missions. All were handpicked for this historic mission.
24 The Norton Air Force Base Museum is a private, nonprofit organization not part of the U.S. government, the Department of Defense, or Department of the Air Force, the Inland Valley Development Agency or any government agency. Newsletter contents are not necessarily the official views of, or endorsed by, the NAFBM or its board of directors. The appearance of advertising and sponsorships does not constitute endorsement by the NAFBM.
(Editor’s note: The 445th Military Airlift Wing (Reserve Associate) was activated at Norton on July 1, 1973, assuming the role of the 944th MAG.)
Maj. James E. Marrott was assigned to the 15th MAS. Marrott, then 38, was a flight examiner C-141 aircraft commander, with 7,000 hours flying experience. He flew to Clark AB on Jan. 30, 1973, when later he was selected to fly aircraft 60177 into Hanoi.
The complete crew was:
Aircraft Commander (A/C) Maj. James E. Marrott 15th MAS Copilot (A/C qualified) Capt. John J. Shinoskie 14th MAS Copilot (A/C qualified) Lt. Col. William E. Simmel 14th MAS Navigator (NAV) Lt. Col. James C. Warren 53rd MAS Flight Engineer (FE) SMSgt. Albert J. Alston 14th MAS Flight Engineer (FE) SMSgt. Frank W. Thom 14th MAS Loadmaster (LM) MSgt. Robert McElvoy 15th MAS Loadmaster (LM) MSgt. Gerald C. Norris 53rd MAS
The North Vietnamese set these rules for airmanship. An aircraft could land only on the hour or half- hour. It had to be loaded and off the ground so that one airplane was gone before the second one arrived. Aircraft had to display a Red Cross.
Later the wing historian, Mrs. W. Maxine Dougan, tape recorded an insofar as can be determined, undated interview with Major Marrott, about what that historic flight was like. The transcript is presented here with minor editing:
Mrs. Dougan: Major Marrott, would you tell us about the plan and the first flight of a C- 141 from Clark AB into Hanoi on Feb. 12, 1973?
Major Marrott: Yes. We had many briefings with the crew and the Operations people out at Clark. We had briefings also with our medical crew and with those directing the entire Homecoming Operation. I think the thing that shows the concern and interest in this operation would be the communications set-up that was established for Homecoming. There was an HF (high frequency) radio set-up.
Our primary contact was with Clark Airways. Also on the net were the Military Command Post in Washington, D.C., the MAC Command Post at Scott AFB, and the 22nd Command Post at Travis AFB with General Gonge having direct two-way communications, the Pacific Command Post at Honolulu, the Homecoming Command Post at Clark, Clark ACP, and the Joint Information Bureau at Clark. Also on the net was MACV Headquarters at Saigon, and for a backup station, we were using Fuchu Aeronautical Station in Japan.
Each airplane involved had instant and clear communications with General Gonge and all of the other stations who had instant and clear at 22nd Air Force Headquarters and all of the other stations who had information pertaining to the mission. In addition to the HF net, we also had UHF (ultra high frequency) and VHF (very high frequency) contact with all of the aircraft who were participating – rescue aircraft who were orbiting in the Gulf of Tonkin, and also one off the coast of Da Nang. There was also a C-121 radio relay aircraft in the Gulf of Tonkin, and we had contact with advance C-130 s which had prepositioned into Hanoi's Gia Lam Airport.
25 The Norton Air Force Base Museum is a private, nonprofit organization not part of the U.S. government, the Department of Defense, or Department of the Air Force, the Inland Valley Development Agency or any government agency. Newsletter contents are not necessarily the official views of, or endorsed by, the NAFBM or its board of directors. The appearance of advertising and sponsorships does not constitute endorsement by the NAFBM.
The orbiting C-130s were from Aerospace Rescue and Recovery Service, specially equipped aircraft which were deployed for this mission to give en route support to any C-141s which might encounter problems.
(Editor’s note: General Gonge recalled most Air Force command posts and the White House itself were tuned into these communications.)
There are two areas of interest. One is the configuration of our wing aircraft for the mission, and the other, what passengers did you take into Hanoi from Clark?
The aircraft was configured in basically a normal air evacuation configuration. We had a comfort pallet aboard, and, on the various Homecoming missions, the aircraft configuration varied slightly. There were approximately 20 litters on board and approximately 40 to 60 airline-type seats in each aircraft. As far as the crew who participated in the mission - of course there was a basic flight crew, three pilots, one navigator, two engineers and two loadmasters; a medical crew which consisted of two doctors, two flight nurses, and four medical technicians. Also on board we carried a United States Army language specialist, who was there to give us assistance if we needed interpreters during the mission. In addition, we did carry an escort officer for each service involved in that particular airlift, and if the pickup included civilians, we carried a man from the State Department to act as an escort officer. It was not until the returnees arrived back at Clark that each man received his own individual escort for the trip to the States.
What were the backup aircraft?
The backup aircraft for the mission operated in this manner: as each aircraft started engines and launched from Clark, a spare aircraft was ready in position on the ground at Clark to fly that particular aircraft's mission. Once the primary aircraft had launched, another spare aircraft launched from Clark and proceeded to Da Nang where they entered an orbit off the coast of Da Nang. With this backup capability, any aircraft that had any problems anywhere along the route could be immediately ―spared" and another crew pickup that mission. During the sequence of Homecoming missions, no spare aircraft were used, however. Every aircraft operated on schedule. It was a tremendous effort by everyone, the maintenance people particularly did well in that field.
Perhaps now we should talk about that first flight. I believe you said it was approximately a two and one-half hour night. What was the flight over like and how was the weather going into Hanoi?
Our initial alert for the mission was a four hour alert versus a normal three hour alert for MAC, which gave us an extra hour to prepare the mission, obtain our briefings and make final preparations for the launch. The weather at Clark and en route up to the North Vietnamese coast was excellent. It was clear with no significant weather encountered. Once we arrived at the North Vietnamese coast, the weather was low cloud layers with solid overcast. We entered the weather at approximately 12,000 ft. On our descent into Hanoi broke out of the weather with a ragged ceiling of approximately 800 to 900 hundred feet. The approach we flew into Hanoi was off an ADF-12 radio beacon; it was an approach that had been developed by the early International Control Commission when they had been flying their aircraft into Hanoi. He obtained copies of this for each crew to use on the approach. It's a non- precision approach and entails descending to 500 feet or so, visually picking up the runway, and then maneuvering to land at Hanoi.
26 The Norton Air Force Base Museum is a private, nonprofit organization not part of the U.S. government, the Department of Defense, or Department of the Air Force, the Inland Valley Development Agency or any government agency. Newsletter contents are not necessarily the official views of, or endorsed by, the NAFBM or its board of directors. The appearance of advertising and sponsorships does not constitute endorsement by the NAFBM.
Is the runway at Hanoi cement? Is that Gia Lam airport?
It is spelled Gia Lam but the pronunciation is Zia Lam - throw in a "Z" sound. The runway – well, we had been briefed to expect a rough runway and it was slightly more uneven than our standard Air Force runway. However, it did not present a problem, and it was not as rough as people were expecting.
How long a runway is required for a C-141 to land, and how long is the Hanoi runway?
Normally, the runway required is 6,000 feet, and the Gia Lam runway is 6,500 feet. It's all a hard runway. The only effect we got is like when you travel on a cement freeway. Other than that the runway is fine.
What happened upon landing there? Who met you?
We were met on the ground by our senior MAC representative who was running the Operations there at Hanoi. On that initial flight in, as we landed, and taxied onto the parking area at we could see the prisoners on buses - two buses with approximately 20 prisoners on board each bus. They were already in position at the terminal at Hanoi and they could see us land and taxi in.
How did you feel?
We were thrilled to see them and they waved at us from their buses.
What time did you get there?
We arrived there at about noon local Hanoi time. It's about a two and a half hour flight from Clark.
Were you allowed to leave your aircraft?
Yes, on that first flight we did deplane the aircraft. My navigator, Colonel Warren, and I did leave the aircraft and we proceeded toward Base Operations to file a flight plan for the return flight. On the way in we were met by representatives of the C-130 crew and they picked up our flight plan and took it to file for us. At that time we returned to the aircraft and watched the initial onloading of the returnees, and as the onloading drew to a conclusion, we went back into the cockpit and prepared for the departure.
There was a lot of news coverage there. Many Caucasian reporters were on hand, and I presume they were from the Eastern Bloc countries. We were on the ground that first flight for 35 minutes. Loading occurred rapidly, and departure was to be as soon as the people were on board our aircraft.
About those first returnees, we saw it here in the United States on television. Was the ranking officer on that flight, Captain Denton? You also brought in Commander Alvarez did you not? I believe they were taken prisoner in 1964-1965?
Captain Denton - he is now a Navy Admiral – was the ranking officer. As far as I know all of the men were held in North Vietnam in the Hanoi area.
27 The Norton Air Force Base Museum is a private, nonprofit organization not part of the U.S. government, the Department of Defense, or Department of the Air Force, the Inland Valley Development Agency or any government agency. Newsletter contents are not necessarily the official views of, or endorsed by, the NAFBM or its board of directors. The appearance of advertising and sponsorships does not constitute endorsement by the NAFBM.
(Editor’s note: Cmdr. Everett Alvarez, Jr., was on this flight, as was Jeremiah Denton, later a Rear Admiral then a U.S. Senator from Alabama. The North Vietnamese released prisoners in order of length of time held, starting with those held longest.)
Were they all in pretty good health?
They appeared to be happy. On the surface they appeared to be in pretty good health. Yes, they were exuberant.
Now would you tell us about that first flight when you flew the first returnees from Hanoi to Clark Air Base?
I think the initial contact that I had with any returnees was that is I was starting engines at Hanoi prior to departure there, I turned about behind we and saw one of our returnees standing in the cockpit. I asked him if he would go downstairs and have a seat and we would depart as soon as possible. I went back to my duties, and later I found cut that he turned to my navigator and made the statement that he didn't have two heads and that he felt badly about being removed from the cockpit for that phase of flight.
When we departed, started our take-off roll, over the headset noise and the noise of the engines, I could hear a tremendous cheer from the back of the airplane as we left the ground in Hanoi. We flew our departure out of there and turned toward the coast of North Vietnam and again reentered the weather and broke out in the clear about 12,000 feet. The next question that came from downstairs and the passengers was a question as to when we would cross the coast of North Vietnam. We advised them when we crossed the coast. There was another cheer from downstairs and the passengers were extremely happy to be out of North Vietnam and back into International territory
Former POWs exalt aboard Norton’s C-141. This view toward front of the aircraft, seats face rearward. Comfort pallet is behind the standing figures. (U.S. Air Force photo)
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During the flight, after the level off, the returnees moved about the airplane freely; they visited the cockpit and were extremely interested in looking about and in the Nomex flight suits, a new type of flight suit which some of them had not seen. One of the returnees, Lt. Cmdr. Knutsen from the Navy, asked me about my flying gloves.
They were a combination Nomex and leather glove and he commented about the new type flying glove. When I said that they had been in use for four or five years, his comment was that he had been in solitary that long. That was an impressive statement to hear.
On our way out we were contacted by many ships in the Naval task force in the Gulf of Tonkin. They all sent messages of congratulations and well wishes for the returnees, and also we had a message from the aircraft carrier Enterprise which called our plane and wanted to escort us out with a flight of four F-4 fighters. Well, I didn't feel like I wanted to be a slot man in the Blue Angels so we turned them down.
We also had a message from Northwest Airlines. Actually we had just had just had the list of our passengers brought to the cockpit and we were looking at it when Northwest called us and said they had a message for one of our passengers. We checked and sure enough he was on board our airplane. The message was that his job at Northwest was still waiting for him.
Did they cheer again as you entered the Clark flight pattern?
Yes, indeed. They were just extremely happy and a big cheer came up from the back as their first step onto friendly soil was approaching. In fact, throughout the entire flight those passengers were really happy - exuberant - there was just nothing reserved about then at all. They were very aware of everything that was happening.
Our arrival at Clark was at about 1625 in the afternoon and we were met by cameras, a red carpet and Admiral Gayler and General Moore were there as we taxied into the blocks. (Editor’s note: Fully identified: Adm. Noel Gayler, commander of U.S. Forces Pacific; Air Force Lt. Gen. William G. Moore Jr., commander 13th Air Force and Operation Homecoming at Clark; and – here unnamed -- Roger Shields, Deputy Assistant Secretary of Defense for POW/MIA Affairs) There was a large crowd of well-wishers who cheered each returnee as he deplaned. There was a very elaborate set-up of cameras which had been pre-planned and prepositioned and the airplane was to taxi into that spot.
Did you and your crew stay with the airplane?
Yes, during the off-load we stayed 1n the cockpit until all of the ceremonies were complete and then moved our aircraft into the back parking area.
Did you have any further contact with the returnees?
That particular group - yes I saw some of them on a later flight from Clark to Hawaii.
29 The Norton Air Force Base Museum is a private, nonprofit organization not part of the U.S. government, the Department of Defense, or Department of the Air Force, the Inland Valley Development Agency or any government agency. Newsletter contents are not necessarily the official views of, or endorsed by, the NAFBM or its board of directors. The appearance of advertising and sponsorships does not constitute endorsement by the NAFBM.
Do you mind if I go back a bit? Could you tell us a bit more about the flight suit that Commander Knutsen inquired about?
Yes, indeed. It's called a Nomex flight suit. It’s a fire retardant-type suit which is a chemically treated material to resist flash fires.
What about the gloves?
We have gloves made of the same material with leather facing and these were what he particularly noticed.
Did any of the POWs notice the flight deck? Wasn't this the first time they had seen a C- 141 for it entered the Air Force inventory in 1964, I believe.
It certainly was the first time many of them had. At the time they had been interned, the C-141 was not operational. Their first comment in the cockpit was about its spaciousness -- they felt It was palatial. Most of them were fighter pilots who had been shot down and they were used to much smaller and restricted cockpits -- they were surprised at the size. It surprised them when they came into the cockpit and looked at the instrumentation of the aircraft, the flight instruments, engine instruments, etc. They were impressed with the new design which many of them had never seen. The C-141 has many tape-type instruments with digital read-out on tapes. They were used to the older style, round dial instruments, and they showed a great interest in the new instrumentation.
Is there anything you'd like to add here?
Yes, I’d like to say a bit about the C-130s. As I said, we were supported by C-130s in Hanoi. A C-130 departed Clark ahead of us so he would arrive on the ground at Hanoi about three hours ahead of the first C-141 arrival. That C-130 carried the senior Air Force officer for MAC for the first trip, first phase, it carried escorts who would meet the returnees after they had been turned over to American hands and who would escort them onto the C-141. In addition, it carried some ground support personnel; these were maintenance people, who would be ready to assist us should we encounter any maintenance problems on the ground at Gia Lam. So we had a compact team of very experienced personnel to make the change over and the departure smooth.
To sum up, we've covered the flight of the first C-141 into Hanoi with the aircraft commander. You also made two other flights into Hanoi from Clark. I wonder If you would explain how the system set up at Clark for Homecoming - known as the harbor pilot system?
That was a term coined for the Homecoming Operation where they would fly an aircraft commander who had previously been into Hanoi and he would function as copilot on succeeding trips. After the first day, all aircraft into Hanoi carried a harbor pilot on board. The purpose was to utilize the experience that someone had gained going Into Hanoi. He was more able to readily identify the airfield and runways at Gia Lam. He would be more familiar with radio procedures in and out of Hanoi. It was making maximum utilization of experience gained during the operation.
30 The Norton Air Force Base Museum is a private, nonprofit organization not part of the U.S. government, the Department of Defense, or Department of the Air Force, the Inland Valley Development Agency or any government agency. Newsletter contents are not necessarily the official views of, or endorsed by, the NAFBM or its board of directors. The appearance of advertising and sponsorships does not constitute endorsement by the NAFBM.
I understand you flew to Hanoi March 3 as the harbor pilot for Captain Evatt. Was this the third flight into Hanoi?
I’m not sure. I think it was the fourth flight I’m not positive. It was the first flight of the second phase of pickups, however.
Was there anything unique about that trip?
This trip was basically the same. I acted as copilot. The primary difference was tilt the weather was somewhat worse than the previous missions. When we arrived at Hanoi the weather was down to about 400 or 500 feet overcast so that the approach into Hanoi had to be which more precise, and we broke out of the clouds and saw the runway at a much lower altitude. Captain Evatt did a super job landing the aircraft on that mission. The on-load was much the same as before. However, this time the prisoners were not by the aircraft, and we spent some time on the ground prior to their changeover and on-load.
Do you recall how long you were on the ground?
As I recall, approximately one hour. I'd have to check records to be sure.
Were the returnees as happy as the first group? Was the flight back as joyous and exciting?
Yes. Indeed it was. The returnees were extremely thrilled. They enjoyed the flight back and were very active people and they were fully aware of going home and most happy to be doing it. I recall one interesting thing on that flight the medical crew and escort officers, with the knowledge gained from the first flights, took along a big supply of American cigarettes which were highly valued by the returnees.
Did you have any food aboard?
Yes. There was an assortment of fruit juices and the medical crew had a type of drink, a malt-flavored pre-mix drink.
About your third trip into Hanoi -- that was March 19 with Capt. Robert Barr as aircraft commander?
Yes. On that flight we picked up people who had been held in South Vietnam and transported to North Vietnam for change-over. This group included the prisoners who had participated in the Peace Committee (Editor’s note: POWs who cooperated with their captors.) over there. The reception for them was the same at Clark, but the trip was different in that we weren't sure how those people would react to repatriation. We had slightly different crew procedures. On that flight we did not allow passengers to go up onto the flight station. The people on board were much quieter, much more subdued, and generally did not appear to be in the intensely happy spirits of other groups.
31 The Norton Air Force Base Museum is a private, nonprofit organization not part of the U.S. government, the Department of Defense, or Department of the Air Force, the Inland Valley Development Agency or any government agency. Newsletter contents are not necessarily the official views of, or endorsed by, the NAFBM or its board of directors. The appearance of advertising and sponsorships does not constitute endorsement by the NAFBM.
You also flew other Homecoming missions?
Yes. I was on two flights from Clark to Honolulu as augmenting pilot on two trips. On both those flights I deplaned the aircraft at Honolulu.
Did you bring into Honolulu any of the same men that you had piloted out of Hanoi?
Yes, some of them were the same - they discovered by comparing aircraft tail numbers and departure times that they had been on the same aircraft.
Do you have anything else you'd like to say?
Well, I'd like to talk about the C-130s again. I mentioned the one that left Clark ahead of us to provide direct support. There was also a C-130 which carried the Joint Control Commission from Saigon into Hanoi which also arrived prior to us. That aircraft was on the ground, and after change-over and we had departed, that aircraft returned the joint control commission to Saigon.
How do you place these Homecoming missions compared to other missions you have flown in your 7,000 hours of flying?
It's got to be the biggest thrill of all. It's certainly the most gratifying and it's far and above anything else I've done. As far as personal satisfaction and job importance, it's just got to be the tops.
MSgt. Gerald C. Norris of the 53rd MAS, one of the two loadmasters on the flight into Hanoi, added his comments to those of Major Marrott.
All I can say is I don't think I have ever seen a group of men who were more pleased with activities. Of course they were very happy to be out of North Vietnam. As soon as the aircraft left the ground they were out of their seats around patting everybody on the back, trying to talk to everyone. Before we went in we were briefed, "Don't say anything to the returnees; let the escorts talk to them." They, that is the returnees, ran the show in back. Of course, anything that was unsafe we would have taken care of, but other than that, it was their aircraft.
The 53rd Airlift Squadron’s contemporary unit patch – U.S. Air Force
32 The Norton Air Force Base Museum is a private, nonprofit organization not part of the U.S. government, the Department of Defense, or Department of the Air Force, the Inland Valley Development Agency or any government agency. Newsletter contents are not necessarily the official views of, or endorsed by, the NAFBM or its board of directors. The appearance of advertising and sponsorships does not constitute endorsement by the NAFBM.
The Hanoi Taxi shown in flight over in what will be its permanent home, the National Museum of the U.S. Air Force, adjacent to Wright-Patterson AFB, Ohio – U.S. Air Force Photo.
We have subsequently contacted then Major Marrott, and we want to update his status and thoughts at a later time.
Number 60177 would be dubbed the Hanoi Taxi for its two missions into Hanoi, when it brought 78 POWs and two civilians to Clark AB. Later it flew four missions from Clark to the U.S., bringing 76 former POWs home. Later the Hanoi Taxi was converted to a C-141C with advanced avionics. It was repainted in 2002 in the same color scheme it had in 1973. Maj. Gen. Edward J. Mechenbier, a former Vietnam POW, flew it back to Vietnam in May 2004 to return the remains of two Americans. Thanks largely to the efforts of the 445th Airlift Wing (the former 445th MAW), the restored Hanoi Taxi flew its last and has resided at the Air Force Museum in Dayton, Ohio, since May 6, 2006. It was the last C- 141 in the Air Force inventory.
The Hanoi Taxi, a C-141A as it was flown on that mission, later modified to a stretched-141B, here seen at Kelly AFB in an undated USAF photo.
The NAFBM has a display dedicated to the Vietnam POW experience. A memorial featuring a model of the Hanoi Taxi stands to the east of the entrance of the Museum, surrounded by bricks with the names of those submitted for memory.
33 The Norton Air Force Base Museum is a private, nonprofit organization not part of the U.S. government, the Department of Defense, or Department of the Air Force, the Inland Valley Development Agency or any government agency. Newsletter contents are not necessarily the official views of, or endorsed by, the NAFBM or its board of directors. The appearance of advertising and sponsorships does not constitute endorsement by the NAFBM.
The first ―Night at the Museum‖ speaker on Wed., Aug. 21, was Col. Raymond J. Merritt (USAF, Ret.) who was shot down Sept. 16, 1965 and who flew out of North Vietnam in a C-141. Watch his remarks that night here:
http://www.nafbmuseum.org/videos/
The first group of 20 former POWs arrived at Travis AFB, Calif., on Feb. 14, 1973. Navy Capt. James Stockdale, later award the Medal of Honor, was the first off the aircraft. Later he become a vice admiral and vice presidential candidate.
Stockdale said, ―The men who follow me down that ramp know what loyalty means because they have been living with loyalty, living on loyalty, the past several years -- loyalty to each other, loyalty to the military, loyalty to our commander-in-chief.‖
Of the 591 POWs transported during Operation Homecoming, 325 served in the Air Force, 138 in the Navy; 77 in the Army and 26 in the Marine Corps. Twenty-five were civilian employees of U.S. government agencies.
Afterward: The Major Marrott interview was from the volume History of the 63rd Military Airlift Wing. 1 January - 31 March 1973 RCS: HAF-CHO(AR)7101; Vol. 1, Narrative.
General Kearney’s AF biography here: http://www.af.mil/AboutUs/Biographies/Display/tabid/225/Article/106608/major-general-lester-t-kearney-jr.aspx
Find the referenced article on General Gonge’s recollections here: http://www.goldengatewing.org/proptalk/speaker.cfm?ID=9
His official AF biography: http://www.af.mil/AboutUs/Biographies/Display/tabid/225/Article/106952/lieutenant-general-john-f-gonge.aspx
The very fine C-141 Heaven web site’s information on 60177: http://www.c141heaven.info/dotcom/66/pic_66_0177.php
The National Museum of the Air Force’s Fact Sheet on the Hanoi Taxi: http://www.nationalmuseum.af.mil/factsheets/factsheet.asp?id=3981
All about Nomex from its maker: http://www.dupont.com/products-and-services/personal-protective-equipment/thermal- protective/brands/nomex.html?src=gg_dpt-nomex_us_nomex
34 The Norton Air Force Base Museum is a private, nonprofit organization not part of the U.S. government, the Department of Defense, or Department of the Air Force, the Inland Valley Development Agency or any government agency. Newsletter contents are not necessarily the official views of, or endorsed by, the NAFBM or its board of directors. The appearance of advertising and sponsorships does not constitute endorsement by the NAFBM.
FEBRUARY: BLACK HISTORY MONTH Things Remembered, History Preserved: The Life of a Norton Tuskegee Airman, Col. Paul Green By Kristi Garcia, California Court Reporters Association President (Editor’s note: This story is from the California Court Reporters Association online magazine, September 2013, copyrighted and here used with permission with minor editing. Colonel Green was one of, we think, three Tuskegee airmen who were stationed at the base at differing times.)
hat an interesting day Sat., July 20, 2013, turned out to be. It was extremely enjoyable and very informative. Have you ever heard of the Red Tails? I hadn't and neither had Debby. So W let me backtrack and start at the beginning. California Court Reporters Association past president, Debby Steinman, and I were on an assignment to interview a veteran for the National Court Reporters Veterans History Project. We had the honor of meeting Col. Paul Green and his wife, Angel, in Highland, and the pleasure of interviewing him, along with some interesting tidbits from Angel.
The Veterans History Project is a wonderful program sponsored by National Court Reporters Association. This project is designed for NCRA reporters to connect with veterans and record their stories to be housed in the Library of Congress. The story begins when my husband Ray's 80-year-old uncle, Tom Valdez, came for a visit. Tom was in the Air Force for 30 plus years and stationed at Norton Air Force Base. One evening he spoke about the base commander. Colonel Green, and his participation with the Tuskegee Airmen. I informed him about the Veterans History Project. Long story short, when Tom Valdez got home to Highland, he called Colonel Green and asked if I could interview him. In the meantime, I sent a letter to Colonel Green explaining who I was, what I wanted to do, and my contact information. He called and we set up a time for the interview.
Debby and I came from different locations and met at a Starbuck's in Highland. My husband, Ray, was also with us. Debby arrived in Highland first and scoped out the area and found the neighborhood, but we had an incorrect address and couldn't find the place. Lo and behold, Ray is a mailman. He noticed the name of Colonel Green on the mailbox. Now, who'd think of that? The mailman, of course! There was also a large green "G" on the chimney, which we all noticed as we were leaving. One of the fun parts of being court reporters is we always arrive on time no matter what conditions we go through. They were quite surprised that we rang the doorbell right at 10 a.m. Colonel Green commented that they didn't expect us to be on time. Debby had her computer and Diamante (Editor’s note: court reporter’s stenography machine) in tow and our interview began.
Colonel Paul Green was born in Ohio in 1923. His mother died when he was six years old. Within three months, he also lost a brother and his grandmother. Colonel Green's father was a gas victim during World War I and was unable to take care of the Colonel and his remaining siblings. His aunt worked for a lawyer who knew about the Ohio Soldiers' and Sailors' Orphans' Home. The lawyer looked into the home and it was then that they went to live in the Ohio Soldiers' and Sailors' Orphans' Home. It was an orphanage for veterans' children.
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Colonel Green said, "I thought I had died and gone to heaven. It was wonderful. In fact, "I could probably relate to you that almost everything that I was able to do through my lifetime at this point, I can relate back to that Home and the training and discipline that they gave me." Colonel Green's mentor and hero during his stay at the Home was Paul Schliep.
During his time at the Home, the instructors gave each child eight weeks of every trade imaginable: carpentry, auto mechanics, sheet metal, print shop, even home economics. Colonel Green chuckled when speaking about being able to sew and cook when he left. At the age of 18, you had to leave the Home. They would give you $50, some clothes, and either an academic diploma or a trade certificate. Colonel Green left with both. At that time, no one was hiring people of color in major industries. Mr. Schliep came to Colonel Green in tears telling him he found jobs for all the children except him. Mr. Schliep encouraged Colonel Green to go to college and recommended Wilberforce University. He found work waiting tables, making $1.86 a month with room and board, and graduated in June 1941.War was declared December 7, 1941, with the bombing of Pearl Harbor. Wright-Patterson opened up odd jobs for everyone, and so he and "another kid -- both being guys of color --applied for a job. And we got hired, just like that. Annual pay: $1,680. I'm telling you, in those days, that was money."
So one day while at Wright-Patterson, Colonel Green saw a sign on the bulletin board that said the Air Corps needs pilots. He remembered Mr. Schliep always told him to "Fly with the eagles. If you see something good, go try it."
Colonel Green took the tests and passed the physical, academic and psychological. At that time, Paul Green was 19 and was told, although he passed all the tests, because he was a person of color, they
36 The Norton Air Force Base Museum is a private, nonprofit organization not part of the U.S. government, the Department of Defense, or Department of the Air Force, the Inland Valley Development Agency or any government agency. Newsletter contents are not necessarily the official views of, or endorsed by, the NAFBM or its board of directors. The appearance of advertising and sponsorships does not constitute endorsement by the NAFBM.
had no place to send him. Colonel Green was informed that they were going to open a place called Tuskegee. The military would try to draft him, but to tell them he was on hold to go to flying school. By choice, the draft got Paul Green, and off he went to see the world, or so he thought. He got as far as 30 miles east of Indio, Calif. He was given an eight-man tent and a shovel to make his own bathroom. Not what someone expected when he thought he was off to see the world. Because he had military- type training in the orphanage, in three months, he became a corporal. A lieutenant walked by as Colonel Green was training and said, "Who do you know in Washington?" Colonel Green said, "I don't know anyone in Washington." The lieutenant responded, "Well, you're going to pilot training." Colonel Green said, "Thank God, Almighty."
The next day, Colonel Green was on a train to Biloxi, Miss., on his way to Tuskegee University, a university started by Booker T. Washington. Once at Tuskegee, he knew if he wanted to be an officer, he had to go to college. So in five months, he completed the equivalence of two years of college. Of the 341 who graduated from Tuskegee, 30 were pilots. Colonel Green was one of them. They all passed with scores of 95 percent or higher. He joined the 99th Fighter Squadron, flying combat in Italy.
Second row, from left, first person is Paul Green – U.S. Army Photo.
During his military career, Colonel Green was stationed in many countries and flew numerous aircraft. One of his great experiences was an expedition on an ice island, which was covered in Life Magazine in 1952.
He is the recipient of the Meritorious Service Medal, the Tuskegee Airmen Congressional Medal of Honor, and the Bronze Star, to name a few. Colonel Green went on to become the Base Commander for Norton in 1974. 37 The Norton Air Force Base Museum is a private, nonprofit organization not part of the U.S. government, the Department of Defense, or Department of the Air Force, the Inland Valley Development Agency or any government agency. Newsletter contents are not necessarily the official views of, or endorsed by, the NAFBM or its board of directors. The appearance of advertising and sponsorships does not constitute endorsement by the NAFBM.
While stationed in China, Colonel Green and Angel adopted two Chinese children, a daughter and son. They have three grandchildren and a great grandchild.
His wife, Angel, added a story that was very touching. Remember Mr. Schliep? Well, while they were stationed at Norton, Mr. Schliep, living in Arroyo Grande, picked up his local newspaper and saw a picture of Colonel Green. He decided he was going to surprise him, so he drove to Norton. When he arrived, wouldn't you know, Colonel Green was sitting on a promotion board at Randolph AFB, Texas? When Colonel Green's secretary called Angel, she invited Mr. Schliep over right away, and sent a staff car to pick him up and bring him to their quarters. After visiting for a while, Angel asked Mr. Schliep if he would like to see the Colonel's office? He said that he would. "When he went in and saw his office, the tears rolled down his cheeks, because he had just been almost like another father to Paul over the years. And so that's the story of Mr. Schliep."
About two weeks later, they all got together for dinner and spent a wonderful evening together.
Our interview with the Colonel and his wife went on for two hours. I didn't want it to end. I would encourage you to get involved in this project to preserve our veterans' stories for future generations. The National Court Reporters Association has teamed with the Library of Congress in hopes that court reporters will help in this worthy cause.
Editor’s note: The mission of the California Court Reporters Association is to advance the profession of verbatim shorthand reporting by promoting professional reporting excellence through education, research, and the use of state-of-the-art technology; establishing and maintaining professional standards of practice; and advocating before legislative and regulatory bodies on issues which impact the judicial system and others served by the court reporting profession of California. This story copyrighted and used with permission from the CCRA.
Web site for the magazine: http://www.cal-ccra.org/assets/documents/ccranewsletter_sept2013_fnl2.pdf
California Court Reporters Association web site: http://www.cal-ccra.org/
(Editor’s Note: The below information is excerpted from the Tuskegee Airmen Long: Range Interpretive Plan 2003 and the Tuskegee Airmen National Historic Site's enabling legislation— Public Law 105-355.)
… The Tuskegee Airmen were the first African American soldiers to successfully complete their training and enter the Army Air Corps. Almost 1,000 aviators were produced as America's first African American military pilots. In addition, more than 10,000 military and civilian African American men and women served in a variety of support roles.
Although military leaders were hesitant to use the Tuskegee Airmen in combat, the airmen eventually saw considerable action in North Africa and Europe. Acceptance from Army Air Forces units came slowly, but their courageous and, in many cases, heroic performance earned them increased combat opportunities and respect.
38 The Norton Air Force Base Museum is a private, nonprofit organization not part of the U.S. government, the Department of Defense, or Department of the Air Force, the Inland Valley Development Agency or any government agency. Newsletter contents are not necessarily the official views of, or endorsed by, the NAFBM or its board of directors. The appearance of advertising and sponsorships does not constitute endorsement by the NAFBM.
The success of the Tuskegee Airmen proved to the American public that African Americans, when given the opportunity, could become effective military leaders and pilots. Modeled on the professionalism of Chief Alfred Anderson, Benjamin O. Davis, and Daniel "Chappie" James, their performance helped pave the way for desegregation of the military, beginning with President Harry S Truman's Executive Order 9981 in 1948. It also helped set the stage for civil rights advocated to continue the struggle to end racial discrimination during the civil rights movement of the 1950s and 1960s. Consequently, the story of the Tuskegee Airmen constitutes a powerful and seminal metaphor for the struggle of black freedom in America.
The Tuskegee Airmen reflect the struggle of African Americans to achieve equal rights, not only through legal attacks on the system of segregation, but also through the techniques of nonviolent direct action aimed at segregation in the military. The members of the 477th Bombardment Group, who staged a nonviolent demonstration to desegregate the officers' club at Freeman Field, Ind., helped set the pattern for direct action protests popularized by civil rights activists in later decades. Entire document found here: http://www.nps.gov/tuai/historyculture/upload/The-Tuskegee-Airmen-Significance.pdf
THE TUSKEGEE AIRMEN ARCHIVE collects and preserves, as part of a national effort, the history of the Tuskegee Airmen, who broke the race barrier in military aviation for African Americans and other minorities. The Airmen advanced race relations through their contributions to the integration of the Army Air Forces during World War II.
THE ARCHIVE seeks to document the Airmen and Women’s contributions to aviation and military history, as well as their many unique contributions to economic development, race relations, politics, business, medicine, military science, the arts and theater, education, and numerous other fields. Personal letters; photographs; oral histories; petitions; documentation of careers before, during, and after military service; books by and about the Airmen; diaries; records of the local and regional chapters; posters; African American military history; memorabilia; and other historic resources are all a part of the Archive.
Location and Hours
39 The Norton Air Force Base Museum is a private, nonprofit organization not part of the U.S. government, the Department of Defense, or Department of the Air Force, the Inland Valley Development Agency or any government agency. Newsletter contents are not necessarily the official views of, or endorsed by, the NAFBM or its board of directors. The appearance of advertising and sponsorships does not constitute endorsement by the NAFBM.
The materials and resources of the Tuskegee Airmen Archive are available for public access and scholarly research. The materials of the Archive do not circulate, but may be used in the Special Collections & Archive Reading Room by anyone with an interest in the materials. To protect the materials, a valid state issued (any state) identification card is required.
The Archive is located in the Special Collections & Archives Department of the Tomas Rivera Library on the fourth floor and is open Monday through Friday from 9 am until 5pm. The collection consists of personal papers and letters, photographs, selected military records, posters, documentation of careers during and after military service, oral histories (videos and tapes), books by and about the Airmen, historical newspaper clippings, films, and memorabilia. Our goal is to contribute to the national effort to document the history of Airmen by collecting, preserving, and making available the full life story of this distinguished group of African Americans
Directions to the Tomás Rivera Library
The Tomás Rivera Library is located near the Bell Tower of the UCR campus. It is the large white building near the scalloped arched walkway.
From University Ave (heading west): Turn right onto W. Campus Drive. There will be a Parking Information Kiosk on your right. Stop here for current parking availability near the Tomás Rivera Library and to purchase parking permits.
From Martin Luther King Blvd.: Turn north onto Canyon Crest Drive.
40 The Norton Air Force Base Museum is a private, nonprofit organization not part of the U.S. government, the Department of Defense, or Department of the Air Force, the Inland Valley Development Agency or any government agency. Newsletter contents are not necessarily the official views of, or endorsed by, the NAFBM or its board of directors. The appearance of advertising and sponsorships does not constitute endorsement by the NAFBM.
March: Women’s History Month
The story below originally appeared in ―Air Force Print News Today.‖ We found it a good first- person account of a meeting with a WAF Band member and tells her remarkable story. One very important correction, the story states Sergeant Awkerman was stationed at Lackland AFB from 1954 to 1961. In fact, the WAF Band was stationed at Norton from 1958-61.)
A Place in Time Remembering Martha Jean Awkerman by Chief Master Sgt. Jan Z. Duga, The USAF Band July 21, 2009 – Bolling AFB, D.C. I first met Martha Jean "Martye" Awkerman at the 1993 International Womens' Brass Conference in St. Louis. At that time, I was performing as tuba soloist and with a joint-service brass and percussion ensemble. In introducing herself to me, she made me aware of the existence of the Women's Air Force Band, an ensemble with which I was unfamiliar. This was quite awkward, since I was already a 10-year member of The USAF Band in Washington, DC. I didn't have a clue about the history that preceded me.
U.S. Air Force photo
Martye, an accomplished trumpet player and former Cornet Soloist and dance band leader with the WAF Band, was stationed at Lackland AFB from 1954-1961. The band toured all over the U.S. and Puerto Rico. At that time, The USAF Band in Washington, DC was not open to female musicians.
At our first meeting at the IWBC conference, she relayed to me her dream of playing in the "DC" band, but never had the opportunity. That particular story became very real to me a few years later. I saw an archived out-processing document listing the WAF Band members' wish list of what they wanted to do when they disbanded in the early 1960s. Some wanted to be "flight hostesses," others wished to start families, etc. The very last entry was Martye's, "...to play in The USAF Band in Washington, DC." Women did not begin serving in the "DC" band until 1973, and here I was, living Martye's dream.
41 The Norton Air Force Base Museum is a private, nonprofit organization not part of the U.S. government, the Department of Defense, or Department of the Air Force, the Inland Valley Development Agency or any government agency. Newsletter contents are not necessarily the official views of, or endorsed by, the NAFBM or its board of directors. The appearance of advertising and sponsorships does not constitute endorsement by the NAFBM.
Martye studied music with J. Richard Burkholder, and graduated from Mount Union (Pa.) High School in 1946. She was appointed 1st Chair Solo Cornet at the Pennsylvania Schools State Band Competition. Martye received a scholarship to the Cincinnati Conservatory of Music, where she taught trumpet, and was a soloist on the Young Artist Series--a traveling concert tour of different colleges. She was a member of Sigma Alpha Iota Music Sorority and was given the Sword of Honor award for being an outstanding musician.
A Norton Museum display features a trumpet Martye Awkerman once played.
After graduation, she remained at the conservatory as a teacher of trumpet until 1951. Martha then joined the George Hormel Band, traveling the U.S. in an all-girl promotional group, which also did coast-to-coast radio broadcasts on ABC and NBC radio, until 1953. She spent time with the USO Band in New York City until 1954. She formed her own girl combo, which was flown by the Air Force, playing at different military bases on a tour of Alaska. This was followed by a return to Mt. Union to teach and do postgraduate study at Pennsylvania State University.
42 The Norton Air Force Base Museum is a private, nonprofit organization not part of the U.S. government, the Department of Defense, or Department of the Air Force, the Inland Valley Development Agency or any government agency. Newsletter contents are not necessarily the official views of, or endorsed by, the NAFBM or its board of directors. The appearance of advertising and sponsorships does not constitute endorsement by the NAFBM.
Martye was always a great letter writer and would also keep in touch by phone. I visited her a few times after she moved back to Carlisle, Pa. Over the past 15 years we shared stories, talked at length about music and music-making, and laughed a lot. Martye always had lots of questions regarding my career with the Band, and she was a constant source of encouragement and strength. She was proud of my accomplishments. Her enthusiasm for learning and teaching was contagious and far-reaching.
Martye set a high bar with her solo cornet and trumpet playing, even stumping a few of my colleagues who thought the recordings they were listening to of "La Virgen De La Macarena" and "Willow Echoes" were played by other well-known male trumpet players.
She spent 22 years of her distinguished musical career with the Long Beach Municipal Band, playing at different concert venues, and was the first woman ever taken into that organization. Martye's recognized musical achievements were evidenced by her involvement in popular TV programs and shows, such as "What's My Line", "Johnny Carson Show", and the "Today Show." She played with the Barnum and Bailey Circus Band. She also played musical theater shows, including "West Side Story", "Damn Yankees", "Redhead", and "42nd Street."
Over the years, Martye worked with musicians from the former Big Bands, including Tommy Dorsey, Jimmy Dorsey, Harry James, Jack Teagarden, Ray Anthony, Benny Goodman, Xavier Cugat, and Glenn Miller. She also worked with many popular singers, including Sarah Vaughn, Della Reese, Charo, Lennon Sisters, Nat King Cole, and Ethyl Merman.
MSgt Martye Awkermann sadly passed away a year ago this past June. (Editor’s note: June 2008) A few dozen family members, former WAF Band members and friends gathered for a simple ceremony and interment in her hometown of Mt. Union, Pa. I was honored to present our nation's flag to her next of kin. After returning home I began thinking about Martye's Air Force career, her varied accomplishments, and her dreams for the future.
Martye left an indelible mark as a pioneer for women brass players and as a legendary musical icon. Her stellar musical and leadership contributions began paving the way 30 years before I joined The USAF Band. I honor her legacy as one of many who have realized Martye's dream and continue to carry on the tradition of excellence that was her forte. In the Air Force we call it "Being faithful to a proud heritage." I think her life speaks volumes for all women brass players who set their sights high and persevere in attaining their musical goals.
At left, the WAF Band in Arnold Hall, Lackland AFB, Texas. The Norton Flyer plans a continuing series of articles and stories on this unique unit.
43 The Norton Air Force Base Museum is a private, nonprofit organization not part of the U.S. government, the Department of Defense, or Department of the Air Force, the Inland Valley Development Agency or any government agency. Newsletter contents are not necessarily the official views of, or endorsed by, the NAFBM or its board of directors. The appearance of advertising and sponsorships does not constitute endorsement by the NAFBM.
* * *
Bands of Sisters
U.S. Women's Military Bands during World War II
By Jill M. Sullivan
On Saturday, Nov. 14, 1944, radio listeners heard an enthusiastic broadcast announcer describe something they had never heard before: Women singing the "Marines' Hymn" instead of the traditional all-male United States Marine Band. The singers were actually members of its sister organization, the Marine Corps Women's Reserve Band of Camp Lejeune, North Carolina. Today, few remember these all-female military bands because only a small number of their performances were broadcast or pressed to vinyl. But, as Jill Sullivan argues in Bands of Sisters: U.S. Women's Military Bands during World War II, these gaps in the historical record can hardly be treated as the measure of their success.
The novelty of these bands—initially employed by the U.S. military to support bond drives—drew enough spectators for the bands to be placed on tour, raising money for the war and boosting morale. The women, once discharged at the war's end, refused to fade into post-war domesticity. Instead, the strong bond fostered by youthful enthusiasm and the rare opportunity to serve in the military while making professional caliber music would come to last some 60 years. Based on interviews with more than 70 surviving band members, Bands of Sisters tells the tale of this remarkable period in the history of American women.
Sullivan covers the history of these ensembles, tracing accounts such as the female music teachers who would leave their positions to become professional musicians—no easy matter for female instrumentalists of the pre-war era. Sullivan further traces how some band members would later be among the first post-war music therapists based on their experience working with medical personnel in hospitals to treat injured soldiers. The opportunities presented by military service inevitably promoted new perspectives on what women could accomplish outside of the home, resulting in a lifetime of lasting relationships that would inspire future generations of musicians. Link: http://www.amazon.com/Bands-Sisters-Womens-Military-American/dp/0810881624
Editor’s note: Professor Sullivan has also written about “The Hormel Girls,” female musicians who promoted that brand, among them, one Martha Jean Awkerman. Also, the conductor of Norton’s WAF Band, MaryBelle Johns Nissly, got her start at Fort Des Moines, Iowa, in a WWII Army Band. We’ll have more in the future on this unique unit, as well as other Norton women.
44 The Norton Air Force Base Museum is a private, nonprofit organization not part of the U.S. government, the Department of Defense, or Department of the Air Force, the Inland Valley Development Agency or any government agency. Newsletter contents are not necessarily the official views of, or endorsed by, the NAFBM or its board of directors. The appearance of advertising and sponsorships does not constitute endorsement by the NAFBM.
Captain Norton’s Footlocker: Exploring life, times, events
eland Francis Norton was born March 12, 1921, in San Bernardino. He could still be with us, though very old, a contemporary of Nancy Reagan and John Glenn, born the same year. L We have read much about him, and still, he remains elusive. Talented, accomplished, athletic, motivated and yet so much is a mystery. He enlisted in the Canadian Air Force in advance of United States involvement in the war. Think of what that meant at the time, and not in light of what we know now. This is before Pearl Harbor. There was a substantial and influential anti-war ―America First‖ movement. The very aircraft he will eventually fly, the A-20 Havoc, was developed for the French to avoid war restrictions, in fact, the 1928 Kellogg-Briand Pact enacted into law forbade the United States from using waging war, such was the revulsion after World War I. This June 28 will mark the centenary of that conflict. Yet on the other side, appealing to a young man, are the barnstormers, the aerialists, being an airplane pilot was dangerous and romantic. Perhaps the most famous celebrity in the 1920s was Charles Lindbergh, ―Lucky Lindy.‖ The Spirit of St. Louis aircraft was built in Southern California. In the 20s, a furniture manufacturer turned to aviation, by the name of Boeing. Amelia Earhardt flew in an air race here in San Bernardino. The new medium of radio told tales of airborne adventurers, ―Captain Midnight.‖ The first Oscar winning movie was the silent ―Wings.‖ These popular images, then as now have enormous impact on young minds. To be a pilot then as now has a certain romance For now we’ll wish Captain Norton a happy birthday, and will return frequently to his life and times for further explanation. It is not well known, say, that he was a married man.
Coming next issue … the stories … Captain Norton’s life and times, the A-20 Havoc light bomber … Norton’s last mission … the 17 names alternatively considered for San Bernardino Air Material Area … stay tuned!
45 The Norton Air Force Base Museum is a private, nonprofit organization not part of the U.S. government, the Department of Defense, or Department of the Air Force, the Inland Valley Development Agency or any government agency. Newsletter contents are not necessarily the official views of, or endorsed by, the NAFBM or its board of directors. The appearance of advertising and sponsorships does not constitute endorsement by the NAFBM.
Chow Hound A lot of guys hated military food. A lot of guys, including this one, had food they’d never had previously and learned to love it. Your mileage may vary. One thing Napoleon learned was an army moves on its stomach. He awarded a prize to the person who could come up with a means of preserving food. A man did, sealing food in canisters, shortened to cans, sterilized. Go to the supermarket and look around your at military history. There is another one, the 3rd Amendment to the Constitution, which is the least litigated in history and yet had something profound in that era, as now, to say about military operations, a topic for another time.
Our lesson today is from the book ―Chow,‖ now out of print. This recipe is for the legendary favorite, ―Creamed Chipped Beef on Toast,‖ or SOS. Ask your favorite veteran about the acronym. Ingredients Amounts Procedures
Beef, ground Half pound Brown beef in its own fat. Remove excess fat Salt ¾ tsp and save for making roux. Season with salt Pepper, black ¼ tsp and pepper. Fat, beef 2 Tb Place 2 Tb of fat saved from Step 1 Flour, sifted 4 Tb above in the top of double boiler or heavy pan. Add flour slowly, stir- ring constantly until thoroughly blended. Cook for 5 minutes (do not brown). Milk, evaporated 1 cup Combine milk and water. Scald in Water (for milk) 1 cup top of double boiler or heavy pot. Add roux to scalded milk, stir- ring constantly until thoroughly blended. Add meat mixture and cook approximately 10 minutes or until the desired thickness is obtained. Serve on toast. Preparation Notes 1. As in all creamed dishes, the controlling factor is the cream sauce. You must prepare a smooth, well-balanced sauce in order to have a good finished product. 2. If double boilers are not available for preparation of roux, use heavy pan and low heat to prevent scorching or burning the flour and/or butter. 3. Double boiler for scalding milk may be improvised by using two pots of different sizes.
46 The Norton Air Force Base Museum is a private, nonprofit organization not part of the U.S. government, the Department of Defense, or Department of the Air Force, the Inland Valley Development Agency or any government agency. Newsletter contents are not necessarily the official views of, or endorsed by, the NAFBM or its board of directors. The appearance of advertising and sponsorships does not constitute endorsement by the NAFBM.
Norton for Kids: Word Search Challenge! These words are tricky, some are up, down, diagonal and even backwards …
R D O S N I X S U P P L I E S
E E L I S S I M U M K W F T B NORTON AIRLIFT T X P G G E N E R A L T Q N S SUPPLIES F W Y T I R U C E S C D F A P GENERAL SECURITY I N A V I G A T O R O L T E O STARLIFTER L O G I S T I C S G I T L G O AIRCRAFT MISSILE R E N G I N E E R G M E T R R SERGEANT JEEP A Q G P L M S A H O C V F E T AUDIOVISUAL T D E P O T C T L T K T I S A AIR DEFENSE S E R R B Z N O R T O N L G R ELECTRONICS LOGISTICS J L A U S I V O I D U A R G A
P S S Y V U N I F S O O I C P
L V A N K I W G U D K D A S D
B G L I C C T F A R C R I A S
M I H S R E S N E F E D P I A
ant to be a pilot? Want a scientific, engineering or technical career? Class is now in session. The books below, courtesy a Boeing reading list, are for pre-school to age 11.
Aircraft Technology. Lambert, Mark. 1990.
WDraw 50 Airplanes, Aircraft and Spacecraft. Ames, Lee J. 1977. Experimenting with Air and Flight. Walker, Ormiston H. 1989. Facts About: Planes. Bailey, Donna. 1990. Flight: A Panorama of Aviation. Zisfein, Melvin B. 1981. Going on an Airplane. Rogers, Fred. 1989.The Big Book of Real Airplanes. Ingoglia, Gina. 1987. The Wright Brothers: How They Invented the Airplane. Freedman, Russell. 1991.
If you’ve read it, liked it, tell us what you learned about aviation.
47 The Norton Air Force Base Museum is a private, nonprofit organization not part of the U.S. government, the Department of Defense, or Department of the Air Force, the Inland Valley Development Agency or any government agency. Newsletter contents are not necessarily the official views of, or endorsed by, the NAFBM or its board of directors. The appearance of advertising and sponsorships does not constitute endorsement by the NAFBM.
C-141B Starlifter needs a paint job! Color this aircraft for your mission.
TECHNICAL NOTES: Crew: (Five or six) Two pilots, two flight engineers and one loadmaster and one navigator (added for airdrops); two flight nurses and three medical technicians added for aeromedical evacuation missions. Armament: None. Engine: Four Pratt & Whitney TF33-P-7 turbofan engines; 20,250 lbs. thrust each. Maximum speed: 500 mph. Load: Either 200 troops, 155 paratroops, 103 litters and 14 seats, or 68,725 lbs of cargo. Range: Unlimited with in-flight refueling.
Questions: 1. What did a ―flight engineer‖ do? 2. What kind of math did a ―loadmaster‖ do and why was it important?‖ 3. Aircraft don’t have navigators any longer. Why? 4. Five hundred mph – what’s that in kilometers per hour?
Happy birthday, C-141, which made its maiden flight 50 years ago on Dec. 17, 1963. The last C-141B left active duty service on Sept. 16, 2004. The remainder went to the Air Force Reserve and National Guard for time, but now none remain flying anywhere. They are honorably retired after logging about 10 million flying hours in service to their country.
See a model of a C-141B at the Museum’s Memorial.
48 The Norton Air Force Base Museum is a private, nonprofit organization not part of the U.S. government, the Department of Defense, or Department of the Air Force, the Inland Valley Development Agency or any government agency. Newsletter contents are not necessarily the official views of, or endorsed by, the NAFBM or its board of directors. The appearance of advertising and sponsorships does not constitute endorsement by the NAFBM.
The Norton Flyer is a publication of the Norton Air Force Base Museum
ontents of this newsletter are not necessarily the official views of, or endorsed by, the Norton Air Force Base Museum or the members of its board of directors. C The Norton Air Force Base Museum is a private, nonprofit organization not part of the U.S. government, the Department of Defense, or Department of the Air Force. The appearance of advertising or sponsorships in this publication does not constitute endorsement by the Norton Air Force Base Museum.
Articles or photos maybe submitted for consideration by e-mail to: e-mail: [email protected]
Or submit via U.S. mail to:
Norton AFB Museum Attn: Norton Flyer 1601 3rd St. San Bernardino CA 92408
Because of costs, submissions cannot be returned, nor can writers be compensated.
Please do not send keepsake or one-of-a kind items with any expectation of return.
The NAFBM message phone number is: (909) 382-7307
A vintage matchbook cover from the 1960s shows a Thor missile.
49 The Norton Air Force Base Museum is a private, nonprofit organization not part of the U.S. government, the Department of Defense, or Department of the Air Force, the Inland Valley Development Agency or any government agency. Newsletter contents are not necessarily the official views of, or endorsed by, the NAFBM or its board of directors. The appearance of advertising and sponsorships does not constitute endorsement by the NAFBM.