History
The ship that would eventually become the USS Serpens was built by California Shipbuilding Corporation in Wilmington, California. The ship was laid down March 10, 1943, as EC2 class Liberty Ship that was initially named SS Benjamin N. Cardozo (MCE hull 739). In the course of a little more than a month, SS Cardozo was transferred to the US Navy (USN) on April 19, 1943, and renamed USS Serpens (AK-97) after the star constellation Serpens. USS Serpens was commissioned May 28, 1943, at San Diego, and assigned to Captain Magnus J. Johnson, USCGR and manned by a crew from the US Coast Guard (USCG). From there, the ship led a relatively normal “life” for a ship. At least until the evening of January 29, 1945, when the USS Serpens (AK 97) was anchored off Lunga Beach, Guadalcanal, Solomon Islands. The Commanding Officer, Lieutenant Commander Perry L Stinson, and some of the enlisted men were ashore performing administrative functions.
The remaining 970 crew members were loading depth charges when the USS Serpens suddenly exploded, leaving only the bow of the ship visible. The explosion was devastating, and only two sailors aboard…SN 1/C Kelsie K Kemp and SN 1/C George S Kennedy survived by clinging to the bow section of the ship, after escaping 
from the “bosun’s hole” inside the ship. The rest of the crew consisting of 198 Coast Guardsmen, 56 US Army stevedores, and Dr Levin, a US Public Health Service surgeon, died…most instantly. Of the 198 US Coast Guardsmen, 167 were reservists. In the immense explosion, nearby ships were damaged, and a US Army soldier on the beach was killed. The loss of the USS Serpens remains the largest single disaster ever suffered by the Coast Guard.
An eyewitness account of the disaster stated that, “As we headed our personnel boat shoreward the sound and concussion of the explosion suddenly reached us, and, as we turned, we witnessed the awe-inspiring death drams unfold before us. As the report of screeching shells filled the air and the flash of tracers continued, the water splashed throughout the harbor as the shells hit. We headed our boat in the direction of the smoke and as we came into closer view of what had once been a ship, the water was filled only with floating debris, dead fish, torn life jackets, lumber and other unidentifiable objects. The smell of death, and fire, and gasoline, and oil was evident and nauseating. This was sudden death, and horror, unwanted and unasked for, but complete.”
The Coast Guard initially though the explosion was an enemy attack. They actually continued to think that until 
July 1947. By June 10, 1949, it was officially determined not to have been the result of enemy attack. Unfortunately, there would be no real answers as to what happened. The remains of the 250 men who lost their lives were originally buried at the Army, Navy, and Marine Cemetery in Guadalcanal with full military honors and religious services. Later, however, the remains were repatriated under the program for the return of World War II dead in 1949. The mass recommittal of the 250 unidentified dead took place in section 34 at MacArthur Circle, Arlington National Cemetery. The remains were placed in 52 caskets and buried in 28 graves near the intersection of Jesup and Grant Drives. The two survivors both earned the Purple Heart injuries sustained.
Tragedy never really goes away. Of course, it forever stays with the families of the lost, but some tragedies leave us with deeper feelings than other tragedies. Some tragedies touch our very core. Of course, those tragedies are the kind that are known, and felt, around the world. Like every national tragedy, we remember where we were when we first heard about the Challenger Disaster. Nasa had been losing its draw to a degree, but this mission was to be the first time a civilian would go up in space, and NASA had chosen a teacher for that all important mission. Her name was Christa McAuliffe. Of course, she was only one member of that tragic mission, and truly no more or less important than any of the others. These people had worked hard to become a team. The names of the rest of the crew were Dick Scobee (Commander), Michael J Smith (Pilot), Ronald McNair (Mission Specialist), Ellison Onizuka (Mission Specialist), Judith Resnik (Mission Specialist), and Gregory Jarvis (Payload Specialist).
We all think we know what happened that fateful day…an explosion, right? Not exactly. Just 73 seconds after liftoff, the space shuttle was engulfed in what is now being called a cloud of fire, at an altitude of 46,000 feet. It looked like an explosion, the media called it an explosion, and even NASA officials mistakenly described it that way initially. Nevertheless, the reality is that in fact, there was no detonation or explosion…at least not in the way we understand an explosion to be. Actually, a seal, manufactured years before the launch, in the shuttle’s right solid-fuel rocket booster designed to prevent leaks from the fuel tank during liftoff weakened in the frigid temperatures in Florida that day. When the seal failed, hot gas began pouring through the leak. Instead of exploding, the fuel tank actually collapsed and tore apart, and the resulting flood of liquid oxygen and hydrogen created the huge fireball believed by many to be an explosion, but it was actually just a fire.
The Challenger didn’t disintegrate right away. In fact, it remained momentarily intact and actually continued moving upwards with its forward momentum. Then, as it shot forward, powerful aerodynamic forces actually pulled the orbiter apart. The pieces…including the crew cabin…reached an altitude of about 65,000 feet before losing its momentum and falling out of the sky into the Atlantic Ocean below. At that point, the crew, who had most likely survived the initial breakup of the shuttle, was unconscious due to loss of cabin pressure and probably died due to oxygen deficiency pretty quickly. The cabin hit the water’s surface traveling at speeds of more than 200 miles per hour. It hit the water a full 2 minutes and 45 seconds after the shuttle broke apart. No one knows if the crew might have regained consciousness in the final few seconds of the fall, and I certainly hope that is not the case. I would much rather that they had no idea what was coming, and if they were awake, they certainly would have known. We will never know, of course.
Salvage operations began immediately, and I’m sure that they hoped against hope to be able to find some of the crew still alive. Within a day of the shuttle tragedy, salvage operations had recovered hundreds of pounds of metal from the Challenger. As hopes turned to sad resolve, the salvage operation continued. They kept looking and finally in March 1986, the remains of the astronauts were found in the debris of the crew cabin. By the time NASA closed its Challenger investigation in 1986, all of the important pieces of the shuttle were retrieved. Nevertheless, most of the spacecraft remained in the Atlantic Ocean, where I’m sure, they thought it would remain. Then, a decade later, eerie memories of the disaster resurfaced when two large pieces of the Challenger washed up in the surf at Cocoa Beach, about 20 miles south of the Kennedy Space Center at Cape Canaveral. NASA believed the two barnacle-encrusted fragments came from the shuttle’s left wing flap. It is 
thought that the two pieces were once connected. One piece measured more than 6 feet wide and 13 feet long. Once they were officially verified, the pieces of Challenger were placed in two abandoned missile silos with the other shuttle remains, which number around 5,000 pieces and weigh in at some 250,000 pounds.
We have all heard of stunt doubles. They are the people who make the shows we watch seem fearless as they perform their daring feats and even some that aren’t really so daring, but they just don’t want their actors scratched. Somehow these people, at least at a distance look just like the actor they are supposed to be. Sometimes they are very close, as in the case of brothers, David Paul Olsen, who is the stunt double for his brother, Eric Christian Olsen on NCIS Los Angeles. They aren’t twins, but the brothers loo enough alike to pull it off during filming.
While this is common, there is another type of “double” that is just as often used and is much less known. Government officials such as presidents, kings, and even congress or parliament members have been known to use doubles so that they can travel safely without worrying about being assassinated. Strangely, these doubles are very often denied. We are told that we are imagining things, but when we take a moment to look closely, the differences are obvious. This has gone on throughout history, although probably not as easily as the more recent history.
Sometimes the double goes to extremes, such as plastic surgery, but my guess is that with the more recent ability to make life-like masks, the need for such extreme measures has lessened. Still, anyone who is awake knows that doubles are and likely will always be used to protect or hide that elites who feel the need to move in relative anonymity. The possibilities are endless really. Having a double could mask a death of a high ranking official, such as, it has been believed, Kim Jong-Un, who has been seen looking heavy and then a short time later, thinner, when it would be impossible for him to have lost the weight so quickly. They can deny it all they want to, but when you look at things that are harder to change, like ear lobes, chins, and even teeth that seem to go back and forth from chipped to not chipped. No body double or stunt double is going to be a perfect match, even with plastic surgery. Facial shape and bone structure are going to have slight differences…even in 
identical twins…which could be the easiest body double to use, if the twin is not the “important” person his or her sibling is. How awesome would that be to face up to? “Yes, I’m my brother’s body double, because I am expendable.” Right!! How wonderful would that feel for the non-important twin?
We can argue that some of our prominent politicians these days have body doubles, or we can “stick our heads in the sand” and believe that they don’t, but the reality is that if you look closely, you will see that they very likely do have a double. With the internet, and the multitude of pictures taken of a politician every day, it becomes more and more difficult to deny what is right there in front of our eyes. It up to us to decide to believe what we are told or search out the truth.
Many of us have seen shows about a spacecraft that got lost in space and is seen wandering around trying to make their way back. Of course, those shows are fiction, but if you were going to explore beyond our galaxy, you would most likely need to send some sort of probe or spaceship out into the far reaches of space to see what it’s like out there. If the empty probe can’t function out there, it’s very likely not a good idea to send a manned spaceship out there. That is what Nasa figured anyway, and so in 1972, Pioneer 10…originally designated Pioneer F, was launched into space. Pioneer 10 is an American space probe, manufactured by TRW Inc. It isn’t overly heavy, weighing just 569 pounds. Its first mission to the planet Jupiter was completed with its closest approach happening on Dec 3, 1973. At that point, Pioneer 10 became the first of five artificial objects to achieve the escape velocity needed to leave the Solar System. At that point, it became part of a space exploration project that was conducted by the NASA Ames Research Center in California.
“Pioneer 10 was assembled around a hexagonal bus with a 9-foot diameter parabolic dish high-gain antenna, and the spacecraft was spin stabilized around the axis of the antenna. Its electric power was supplied by four radioisotope thermoelectric generators that provided a combined 155 watts at launch. Pioneer was launched on March 2, 1972, by an Atlas-Centaur expendable vehicle from Cape Canaveral, Florida. Between July 15, 1972, and February 15, 1973, it became the first spacecraft to traverse the asteroid belt. Photography of Jupiter began November 6, 1973, at a range of 16,000,000 miles, and about 500 images were transmitted. The closest approach to the planet was on December 4, 1973, at a range of 82,178 miles. During the mission, the on-board instruments were used to study the asteroid belt, the environment around Jupiter, the solar wind, cosmic rays, and eventually the far reaches of the Solar System and heliosphere.”
I find it hard to believe that Nasa thought that the spacecraft would last as long as it did, but I suppose that the further out it went in space, the less it would encounter the kind of space debris that came from Earth. Still, there are meteors and planets, stars that it could be pulled into, and so many more things that could have meant the destruction if the craft. Nevertheless, Pioneer 10 continued to send out radio transmissions continued between Nasa and itself until January 23, 2003, and then only because of the loss of electric power for its radio transmitter. At that point, the probe was at a distance of 12 billion kilometers (7,456,454,306.848 miles) from Earth. 
According to sources, “If left undisturbed, Pioneer 10 and its sister craft Pioneer 11 will join the two Voyager spacecraft and the New Horizons spacecraft in leaving the Solar System to wander the interstellar medium. The Pioneer 10 trajectory is expected to take it in the general direction of the star Aldebaran, currently located at a distance of about 68 light years. If Aldebaran had zero relative velocity, it would require more than two million years for the spacecraft to reach it. Well before that, in about 90,000 years, Pioneer 10 will pass about 0.23 parsecs (0.75 light-years) from the late K-type star HIP 117795. This is the closest stellar flyby in the next few million years of all the four Pioneer and Voyager spacecrafts, which are leaving the Solar System.”
Production needs during wartime often change dramatically, and the piano industry was no exception. I suppose that such frivolous items as a piano, must go by the wayside when so many much more important things like weapons, military vehicles, and military airplanes were needed so much more. That is what you might logically think anyway. Nevertheless, you would be wrong. During World War II, the famous musical instrument company, Steinway and Sons, did stop making traditional pianos. The biggest reason for the change was because the materials they needed were shifted to the war effort. Still, the company didn’t shut down production entirely. They actually began making things that were needed for the war effort. Things like coffins and parts for military transports became the production like items of the day. It seemed a sad state of affairs for a company that had once brought so much joy and happiness to so many households and concert halls, but it had to be done, so they stepped up and did their part.
While they made many coffins and parts, strangely, Steinway was also contracted by the War Production Board 
to make…pianos!! What?? The government wanted pians that could be set into battle, and when I think of shows like “MASH” with the piano that graced the “Officer’s Club,” that as it turned out, wasn’t just for officers, it makes perfect sense. What better way to boost moral than a piano that could be sent into battle. The new Steinway and Sons pianos were “small, sturdy uprights, painted olive drab and shipped by cargo vessels and transport planes to military theaters around the world.” Called “Victory Verticals” or “G.I. Steinways,” the company made about 3,000 of the pianos in 1942 and 1943. Some of the instruments were actually parachuted into camp complete with tuning tools and instructions. Now all it needed was a soldier who could play, and hopefully not just chop sticks. Others came in by Jeep on a wagon.
As the gifts made their strange arrivals, the men welcomed their arrival. Any camp that was blessed enough to receive a Victory Vertical felt an instant lift of their spirits. One US Army Private, Kenneth Kranes told his 
mother in a letter home from North Africa dated May 6, 1943, “Two nights past we received welcome entertainment when a Jeep pulling a small wagon came to camp. The wagon contained a light system and a Steinway pianna. It is smaller and painted olive green, just like the Jeep. We all got a kick out of it and sure had fun after meals when we gathered around the pianna to sing. I slept smiling and even today am humming a few of the songs we sang.” Who would have thought that a company so famed for its elegant musical instruments would find that quite possibly its most famous instrument would be a plain-Jane, olive-drab version of what it expected to be famous for.
Anytime a government is going to pull off a big change, there must be meetings…planning meetings, if you will. The Third Reich, under Adolf Hitler had long wanted to literally remove the Jewish people from the face of the earth. They began making plans for what they called “The Final Solution to the Jewish Question” and later called the Wannsee Conference to ensure the co-operation of administrative leaders of various government departments in its implementation.
The Wannsee Conference was called by the director of the Reich Security Main Office SS-Obergruppenführer Reinhard Heydrich and included senior government officials of Nazi Germany and Schutzstaffel (SS) leaders. The conference was held in the Berlin suburb of Wannsee on January 20, 1942. The plan of the “Final Solution” was to deport most of the Jews of German-occupied Europe to occupied Poland, where they would be murdered. Hitler was obsessed with what he considered purifying the world. He wanted to build an Aryan race, which is “white non-Jewish people, especially those of northern European origin or descent typically having blond hair and blue eyes and regarded as a supposedly superior racial group.”
In the course of the meeting, Heydrich outlined how European Jews would be rounded up and sent to extermination camps in the General Government (the occupied part of Poland), where they would be killed. Of course, the meetings were merely a formality. The decisions had been made and they were not asking for the support of the attendees, but rather they were simply telling them what they would be doing…if they wanted to live, that is.
Hitler began his discrimination against Jews began immediately after the Nazi seizure of power on January 30, 1933. At first, he employed violence and economic pressure to encourage Jews to voluntarily leave the country. Sadly, the Jews thought that with compliance, they would be ok, but Hitler was determined to remove them from Germany…one way or the other. Then, after the invasion of Poland in September 1939, Hitler stepped up his plan for the extermination of European Jewry and began the killings.
The killings continued and accelerated after the invasion of the Soviet Union in June 1941. On July 31, 1941, Hermann Göring gave written authorization to Heydrich to “prepare and submit a plan for a ‘total solution of the Jewish question’ in territories under German control and to coordinate the participation of all involved government organizations.” At the Wannsee Conference, Heydrich emphasized that “once the deportation 
process was complete, the fate of the deportees would become an internal matter under the purview of the SS. A secondary goal was to arrive at a definition of who was Jewish.” Basically, this meant that the Jewish deportees would simply “disappear” into thin air and never be heard from again. Just one copy of the “Protocol” with circulated minutes of the meeting survived the war. It was found by Robert Kempner in March 1947 among files that had been seized from the German Foreign Office. That copy was used as evidence in the subsequent Nuremberg trials. Like many other Holocaust sites, The Wannsee House is now a Holocaust memorial.
The making of the weapons of warfare is not always an easy task, and sometimes there is a lot of trial and error. When the different countries decided to begin making tanks, there were as many different styles as countries involved. That might sound like a good thing, but making an effective battle tank is no small undertaking, even in the best of times. Building one under the pressure of war is next to impossible. In fact, given the complexity of the machines, high costs, and stress of combat, I don’t know how they managed to make them work at all. Of course, not all tank designs were failures. There were a number of successful tanks, of course. If there hadn’t been we wouldn’t have tanks today. They would have just given up. Nevertheless, there were also a lot of failures.
Tanks like the Bob Semple Tank, so named for the New Zealand politician tasked with designing it. Sadly, this dud was built with what limited materials or expertise, Semple and his team could get their hands on. The tank was designed after a picture on an American postcard. Basically, it was a tractor wrapped in steel with six 
machine guns poking out at different angles. Ok, it might have looked like a tank, but that was about it. To change gear, it had to come to a complete stop…not a good way to ward off the enemy. One of the gunners of the eight-man crew had to lie on a mattress to squeeze into the cramped compartments, so he was pretty much done for it if the tank caught fire.
In true Hitler style, the Panzer VII Maus was the largest tank ever built. The size of the tank was its biggest downfall. The tank used too much fuel to be a logical option for a country running low on funds. In addition, the tank was so huge that it couldn’t maneuver through tree covered areas, and it was so slow that it couldn’t catch other tanks. It was also a sitting duck for aircraft looking to bomb it, because it just went so slowly.
The T-35, built in the Soviet Union, was the pride of the Red Army…until it was actually used in combat. This tank was outdated before it was built. A five-turret behemoth, it was a battleship on some seriously slow-
moving treads. About the only thing it was good for was looking good in a parade. On the field…well, that was another matter. The T-35 required a 10-man crew to operate and many more to maintain. More than half of the 48 tanks used in the first attack in 1941, broke down before reaching the front.
Of course, there were other duds too. Probably too many to mention here. The tank was a good idea, and the good ones were like a rolling force field. The problem was that the ones that were poorly designed, rather outnumbered the ones that were good. I suppose that is why there are relatively few tank designs.
When the first cemeteries were set up, there were no automobiles, so the casket was transported by a horse or ox drawn wagon. This wasn’t exactly a luxury final ride to the final resting place, but I suppose the “honored guest” didn’t know the difference. Sometimes, when the deceased had lived way out in the country, the family chose to bury them on the property, but when they didn’t, the ride to the final resting place was a long one, and rather hard on the families, because it left so much time to just think. In many of these cases, the family had to build a casket before they could bury it. Planned funerals were very unusual. People didn’t often go to the undertaker and sit down to figure it all out, so the casket was also not planned. It gives a whole new perspective to the reason for waiting several days for the burial. We think there is a lot to plan these days…not really so much. 
Hearses were originally “hand-drawn then horse-drawn after the decoration and weight of the hearse increased. The first electric motorized hearses were introduced to the United States in the early 1900s. Petrol-powered hearses began to be produced from 1907 and, after a slow initial uptake due to their high cost, became widely accepted in the 1920s. The vast majority of hearses since then have been based on larger, more powerful car chassis, generally retaining the front end up to and possibly including the front doors but with custom bodywork to the rear to contain the coffin.” On January 15, 1909, came the first use of an automobile hearse in a funeral.
While the first hearse was quite different from the hearses of today, it was really quite ornate. The hearses of today, might seem normal and average, but in some instances, they can be quite unusual too. One hearse I found, really surprised me. If you happen to be a motorcycle fan, you might be interested to know that there is actually a motorcycle hearse. It is a one rider affair, with a very interesting “sidecar” to hold the casket. It is a 
far cry from the original horse-drawn version, and definitely different from the hand cart version. While funerals these days are unique to the deceased, and that is what makes them beautiful, they were often very plain in times past. Everyone pretty much had the same service with the same songs, and the same words spoken. These days, funerals…planned mostly by the family, are very personalized, sometimes right down to the type of hearse.
Because I love to hike, I am always interested when I see something about a trail I’ve never been on. I can’t say that I’ve hiked an extensive number of trails, but most trails interest me anyway. Sometimes it’s just the area of the country, and my imagination kicking into high gear.
The Sierra Nevada is a mountain range in the Western United States, located between the Central Valley of California and the Great Basin, with most of it located in the state of California, although the Carson Range spur lies primarily in Nevada. The Sierra Nevada is part of the American Cordillera, an almost continuous chain of mountain ranges that forms the western “backbone” of the Americas. There are literally miles and miles of trails leading to such famous places as Yosemite Valley, King’s Canyon, and Sequoia. Yosemite is the most famous one, and probably the one I would most like to hike. Pictures of the falls often grace the internet as people love the challenge of the hike to Yosemite Falls.
The Sierra Nevada runs 400 miles north-south and approximately 70 miles east–west. Besides the mountain tops, waterfalls, trails, and rivers, the area also boasts the largest tree in the world by volume, known as 
General Sherman; Lake Tahoe, the largest alpine lake in North America; Mount Whitney at 14,505 feet the highest point in the contiguous United States; and of course, Yosemite Valley sculpted by glaciers from one-hundred-million-year-old granite, containing high waterfalls. The 28,000 square mile mountain range is home to three national parks, twenty wilderness areas, and two national monuments. These areas include Yosemite, Sequoia, and Kings Canyon National Parks, and Devil’s Postpile National Monument. Many of these places are not accessible by roads, although many are. Still from a hiker’s standpoint, these places are much more interesting if they are approached by trail.
During the years when people headed west to look for gold, the Sierra Nevada was often the destination of choice. Nevertheless, at that time, traveling across the wild west was very dangerous. Many rich travelers had to hire armed men to protect them on dangerous routes. Thankfully that is not the case today, although, there could be times when we feel the need for armed guards. Nevertheless, I have found that on most trails, people 
are friendly and kind. Of course, there are always the wild animals, which I have never come across on a trail…perhaps strangely, but true, nevertheless. The biggest “problem animal” I have ever come across was a few cows, who decided that they didn’t want to get off the trail for these strange creatures to pass them. I finally had to slap my hands together, after which, they decided that I was the dangerous one, and they left. One of these days, maybe I will have the opportunity to hike up to Yosemite Falls. I think I would really enjoy it.
There are many heroes is a war, and World War II is no exception. Because my dad, Allen Spencer served on a B-17, and was a Flight engineer and Top Turret Gunner, I have always had a special spot in my heart for the Flying Fortress. After all it is the plane that safely brought my dad back from the war so he could be my dad. Most people, who know anything about the B-17, know that the most dangerous station on the B-17 is the Ball Turret. In fact, the average life span of a ball turret gunner in battle is 12 seconds…seriously!! The bad thing for the ball turret gunner is that because it is a small space, the job goes to the smallest man in the group, and if there isn’t anyone who is 5’7″ or shorter, they have to find one. That is basically how Frank Perez ended up in that spot. It was very unexpected, because he trained in Biloxi, Mississippi at the B-24 training base, so it was expected that he would be assigned to a B-24.
Frank expected to be assigned to a B-24 crew but due to the “needs of the service,” Frank was assigned to the Lieutenant John J Connolly crew of a B-17 Flying Fortress. The B-17 crew already had a flight engineer, so Frank was selected for the ball turret gunner position. Knowing what I know about the ball turret gunner and knowing that anyone who knew about the B-17 also knew about the life span of a ball turret gunner, I’m quite sure that Perez instantly felt just a little bit sick to his stomach…a feeling that would be justified later. Perez had to fly for a time with a different crew while his crew finished some training. Then, he contracted pneumonia, and he was down for a month.
Finally, on July 28, 1944, Perez started flying with his crew again. Their target was the synthetic oil and ammonia plant at Merseburg, Germany. As we know, all combat missions were dangerous, but for Perez, this particular mission to Ludwigshaven, Germany, would really test his faith. Ludwigshaven was the site of large marshalling (railway) yards and a railroad depot. When the bombing run was completed, the B-17s headed back to their base in England. One of the most dangerous parts of a bombing run is maneuvering through the anti-aircraft guns with their flak. Frank’s B-17 was hit by flak and began tumbling and rolling out of control as it quickly lost altitude from about 30 thousand feet. The plane was still over Germany, and Perez could not get out of the ball turret due to the centrifugal force created as the plane fell from the sky. All he could do is watch in horror as the ground got closer and closer. He called the pilot on the intercom. No answer. Then he called “anyone.” No answer. He had to assume that he was the only survivor left…and that would not be for long.
Perez was sure that his life was over, so he started to pray. He prayed, “Well, God, if this is the way it has to be, let it be.” It was a noble prayer, but as he said, “I was under tension and wanted to live. But when I said that, at that instant, everything was just as peaceful as it can get. [I] had my whole life flash before me…from the time I was a little kid to that moment. I mean just like a movie but going like that [he snaps his fingers]. It’s hard to explain…like if you get killed, so what…you just don’t care.” It was his way of resigning himself to his fate and, then…the B-17 pulled up.
The flak might have knocked them out, and some were likely injured, but they were alive. The plane flew in at treetop level with only two of the four engines working. The crew, in an effort to lighten the load, began throwing unnecessary equipment and supplies out of the plane. Perez was still in the ball turret, as he had been for the entire mission. Finally, he saw the White Cliffs of Dover on the English coastline and knew that they 
were going to make it. The B-17 was able to land at a B-24 base in England, where it was repaired.
After completing his required combat missions, Perez was discharged and sailed home to the United States. He was back in the US before December 16, 1944. Surviving the ball turret was the saving grace for Perez, who went on to live a long and fruitful life. He died January 16, 2015, two days after his 91st birthday.
