Farragut's press issue 11v2

Farragut’s Press NEWSLETTER OF THE MARE ISLAND MUSEUM, 1100 Railroad Ave, Vallejo CA 94592

A 501(c) (3) Charitable Organization

September 2013

MINSY Never Built a Carrier, but...

When we take visitors on tour through the museum we usually emphasize that Mare Island Naval Shipyard built 513 ships during her long history, and that she built every major class of ship the Navy used, except one. We never built an aircraft carrier! But, the story is not quite that simple.

Most people believe that the first manned flight occurred in 1903 at Kitty Hawk, NC by the Wright brothers. That is, unless you accept the recent decision by Jane’s 100th edition of All the World’s Aircraft to give credit for the first manned flight to a German immigrant to America named Gustav Whitehead (Weisskopf originally) on 14 August 1901.

In any case from that time forward there were many interested parties trying to influence the Navy to add aviation to the naval arsenal.

In 1910, a naval officer, Capt. W. Irving Chambers, the Assistant to the Secretary’s Aide for Material, was given an additional duty as the liaison for aviation.

Prior to this the Navy had decided that “aeronautics” had not achieved sufficient importance to naval warfare. But by 1910 Glenn Curtiss, an airplane pioneer had flown a successful flight from the state capital to the city of New York and then stated “battles in the future will be fought in the air.” He then proved his point by dropping 15 “bombs” successfully on battleship shaped targets. France was supposedly building an aircraft carrier and many Americans were becoming involved in aviation privately. Add this all together and Capt. Chambers acquired the additional job with no clerical help and no office space in which to perform it.

In October 1910 the Navy was invited to send all midshipmen from the academy to an air meet in nearby Maryland. Instead they chose to send only Chambers and two other officers. That was fortuitous!

There Chambers met Glenn Curtiss and one of Curtiss’ stunt flyers, Eugene Ely. Curtiss and Ely convinced Chambers that the Navy had to change its stance on aviation soon, but he still had to convince the Secretary of the Navy who had previously referred to airplanes as “carnival toys;” most other officials in the Navy had similar views as the Secretary. That was to change, however when a German merchant line made plans for a plane to be launched from one of its ships to speed up its mail service. Chambers was especially upset that an American invention should be used by a foreign power before the United States.

He got permission to try to launch a plane from the deck of an American ship, but there was no funding.

He found a millionaire in New York, John B. Ryan who was also interested in aviation and1a member of 2 the U.S. Aeronautical Reserve which had a prize for $1000 for the first pilot to make a flight of a mile or more from a ship to shore. Ryan got the club to agree to donate the prize for the building of a deck on a Navy ship. Ryan also had enough political clout to get Secretary of the Navy Meyer, an astute politician, to agree to furnish the ship. The Birmingham was rushed to Norfolk Navy Yard and a deck was quickly constructed.

In the meantime Chambers contacted the Wright Brothers for a plane, but they refused saying it was too

USS Birmingham (CL-2, inset). USS Birmingham, with flight deck and plane loaded (left), USS Birmingham and the first ship launched flight (right)

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Farragut’s Press USS Pennsylvania with flight deck, Mare Island, Jan. 1911

dangerous. His next step was to contact Ely, whom he greatly admired after meeting him previously. Ely agreed to the flight and his mechanics promptly started constructing the plane. Ely had experienced a number of misfortunes due to little things, a speck of paint in his fuel denied him a $50,000 prize. But he was determined that he would prove Meyers wrong about air planes.

On 14 November 1910, in bad weather with little visibility, he finally took off from the Birmingham intending to fly to the Norfolk Navy Yard Just off the deck, he waited a moment too long to level off and he felt the splash of seawater. He tried to clear his goggles, but only muddied them, and he had damaged the propeller and the plane had developed a terrible rattle. His inclination was to get to land as quickly as possible and then take off again. After less than five minutes in the air Ely landed at Willoughby Spit between a private house and the yacht club. Ely was sure the flight was a failure.

Chambers and Ryan spent much time trying to convince him of his success. It did not matter where he had landed, he had proven a plane could take off from a ship. Finally his spirits brightened when Chambers said he would try to arrange for him to do it again. At that point, Ely said, “I could land aboard, too.” Ryan then had him presented with the broken propeller and a check for $500 as well as making him a lieutenant in the U.S. Aeronautical Reserve. When Ely received a letter of congratulations from Secretary Meyer, he crumpled it up and threw it in the trash.

“He tried to stop me,” said Ely. His wife retrieved the letter and saw it had been dictated by Chambers.

The next letter Ely received from Chambers asked

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if he wanted to try flying on and off a ship. And if he chose to do so, where and when should it take place?

Ely agreed and said there was an air meet in San Francisco, which at the time was Ely’s home town, in January 1911. He was already expecting to take part in that meet.

The commander of the Pacific Fleet was to choose a ship and plans were sent to Mare Island for a deck which was not to cost more than $500, noting that the deck on the Birmingham had only cost $288 (They did not mention that the Navy had not paid for that deck!) Rear Admiral Edward Barry chose the Pennsylvania, a cruiser with four times the tonnage and one hundred feet longer than the Birmingham.

Barry’s liaison then met with Ely to set a date, but Ely chose to wait to see what the weather conditions would be before choosing a date. He did not want a repeat of Norfolk.

Meanwhile, the skipper of the Pennsylvania, Capt.

Charles F. (“Frog”) Pond and the Naval Constructor Gatewood supervised the building of the deck. It was 37 feet longer and 7 feet wider than the previous deck and it had a sloping front 14 feet in length drooping over the stern of the ship. A canvas barriers behind a wooden backstop was erected in case the plane is unable to stop. To assure that the plane stopped within the dimensions of the deck, a border of 2x4s were set up along each side of the landing deck, running the entire length of the deck. Strong ropes were stretched across the deck, between the border of 2x4’s every three feet and held down outside the 2x4s with 50 lb. sandbags. These ropes would allow for hooks welded on the bottom of the plane to “catch” the plane on landing and will serve to slow and eventually stop the plane. This was the precursor to modern day arresting gear and tail hook.

But whose idea was it?? Curtiss took credit for it in his Aviation Book. Hugh Robinson, who worked for Curtiss, claimed he had worked for a circus where a pretty young thing came down a steep track and did a loop the loop in a small car and then crashed into sawdust to stop her. He claimed he had rigged hooks on the car so she did not have to end up covered in sawdust every night. A young naval officer on the Pennsylvania who later became an admiral, R.F. Zogbaum, Jr., claimed it was his idea to use the ropes and sandbags. Mabel Ely later claimed it was her husband’s idea which he had used before for years when he was racing cars.

Farragut’s Press A

B

C

D

September 2013

A: Ely on approach for landing on USS Pennsylvania; B: Shortly after touchdown; C: After the landing was completed, one can see the number of sandbag anchored lines the plane used to assist in the landing (Ely can be seen at 7 o’clock, wearing his inner tubes); D: Ely preparing for the return trip,.

In any case Ely practiced at what was once Tanforan Race Track and decided he needed to have three hooks placed on a slat to make sure the hooks effectively grabbed the ropes and stopped the plane.

One hook ran the risk of causing the plane to veer to one side or another. He said he wanted the ropes and sandbags as previously described. They also agreed to place canvas awnings on the sides of the ship to catch the plane if it did veer off to one side.

However, there was a major problem. Gatewood had spent all of the $500 to buy wood to build the deck.

There was no money left. So Ely and “Frog” Pond used their own money to buy the ropes, sandbags and guardrails.

The weather during the meet was terrible, but the flyers had been promised they would be paid for ten days of flying so the length of the meet was extended.

On 17 January 1911 the weather cleared somewhat and Ely decided he would fly the next day.

Mrs. Ely was taken to the bridge of the ship on the

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18th. At Tanforan, Ely put inflated bicycle inner tubes crossed over his leather jacket, a padded football helmet on his head and goggles around his neck. He left Tanforan at 1048 and headed to San Francisco Bay. All was going well until a small updraft hit him just as he was ready to touch down. Miraculously he caught the eleventh and succeeding ropes and landed successfully After congratulations, Captain Pond gave the order to let him know when the “plane is respotted and ready for take-off.” It is where the “respot the deck’ order started on carriers.

Ely then got back in the plane and flew back to Tanforan.

It was the last time he would fly for the Navy. He never wore a Navy uniform; he never received any pay from the Navy and he was deathly afraid of the sea. In the fall of 1911 he died in a crash while stunt flying in Macon, GA. His flying career had lasted less than two years. He was buried on his 25th birthday. In 1933 he was awarded the Distinguished Flying Cross by Congress posthumously.

But we still did not get an aircraft carrier in the United States. Britain had started successfully building them,

Farragut’s Press but not the U.S. On 18 October 1911 President William Howard Taft was at Mare Island when the keel was laid for the first electrically propelled ship in the United States Navy, USS Jupiter. She was a collier, used to carry coal to islands or ports so American steam ships could re-fuel as they crossed the ocean. She was launched in 1912 and commissioned in 1913. In 1914 she was present at the Veracruz crisis and on Columbus Day she went through the Panama Canal from west to east, the first ship to do so. She then went on duty in the Atlantic and her final mission was recoaling for troop ships returning to the US with veterans from World War I. She was authorized to be converted to an aircraft carrier in July 1919 and was decommissioned in March 1920. In April 1920 she was renamed the USS Langley, after aviation pioneer Samuel Pierpont Langley, an astronomer, physicist and aircraft engineer.

Her overhaul was undertaken at Norfolk Navy Yard where they removed all the derricks used to transfer coal and they installed a flat deck the entire length of the ship – hence the nickname “flattop” for carriers.

She was again commissioned 20 March 1922 and given the hull number CV-1, the first aircraft carrier in the United States Navy.

There were a number of firsts on Langley. The launching of a Vought VE-7 plane on 17 October 1922 from her decks was of great importance to naval aviation; the landing of an Aeromarine 39B was made nine days later; and finally on 19 November the first catapult launch was made from her deck.

And believe it or not, she had a house for carrier pigeons on her. They worked fine to send messages as long as they were released one at a time, but when they let the whole flock out at one time, they roosted in the cranes at the Navy Yard and never came back. Their house became the quarters for the XO. In October 1936 Langley came back to Mare Island to be converted to a seaplane tender. Her pilots were transferred to the newer, more modern carriers Lexington and Saratoga,. The conversion was completed in early 1937 and she was assigned hull number AV-3. She primarily served in the Pacific.

When WWII started she departed the Philippines on 8 December for the Dutch East Indies, becoming a part of ABDACOM (American-British-Dutch-Australian command.) In February 1942 she left Fremantle and was sailing for Java to deliver planes. Five days later she left the convoy and rendezvoused with her escorts

September 2013

of submarines and destroyers. On the morning of 27 February she was attacked three times by Japanese planes. The first two attacks were unsuccessful, but in the third she was hit five times. Sixteen crew members were killed and she listed 10 degrees and then went dead in the water. The order was given to abandon ship and most of her crew was transferred to Pecos. The escorting destroyers sent two torpedoes and fired nine shells into her. She sank. Many of her crew was lost when the Pecos was sunk going back to Australia.

And so, Mare Island never built an aircraft carrier, but the system of arresting cables and hooks still used on aircraft carriers today, though much more technologically advanced, was developed at MINSY. And the first aircraft carrier in the United States Navy was built on the USS Jupiter which was built at MINSY. MINSY may never have built one, but we certainly played an important role in the development of aircraft carriers.

(For those who may be interested, there is an old, but excellent book on naval aviation in the Mare Island Museum library. It was written by RADM George van Deurs and is entitled Wings for the Fleet. It is available for check-out if you are a museum member.)

Eugene Ely, after USS Pennsylvania landing, with Capt. Pond (r) and Mrs. Ely (l)

Preserving the history of Mare Island

Mare Island Museum Hours 10:00 A.M. to 2:00 P.M. Weekdays 10:00 A.M. to 4:00 P.M. First and Third Weekends Tel: (707) 557-4646 Shipyard tours by appointment, please call: (707) 664-4746 or (707) 280-5742

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Farragut’s Press Anchors Aweigh!

September 2013

rotated 90 degrees from the stock, each of which has a triangular piece of metal called a fluke on the end and In front of Mare Island Museum there are five the fluke has a point referred to as the pee or bill. anchors, two of which look alike and the other three When the anchor falls onto the bottom the stock will are each quite different. When you say “anchor” to fall to one side, making the arms parallel to the bed of the average person, there is immediately a picture in the sea or river. As the anchor is dragged, the flukes their mind of a cross shaped device with curved arms will catch and then start digging into the mud or sand. on the bottom that have triangular pieces attached to The disadvantage of this anchor is that it can be easily the arms. And yet, of the five anchors at the museum, fouled by the rode catching on the fluke not only one matches that description and it is the oldest. embedded in the bottom. It is also difficult to handle The very first anchors were probably only boulders or and stow this anchor. It has to be drawn up and the several logs tied together. However, the most shackle hung on a piece of timber jutting out from the commonly recognized anchor by most people was first bow of the ship known as a cathead. If the stock is used in pre-Christian times and images of them can be removed then the anchor can be laid flat on the deck found on old Roman and Greek coins. Some of these of the ship. If the stock is not removed then a fluke “old fashioned” anchors were probably made of wood has to be hoisted up and hung over the side of the and had stones attached to them to give them weight. ship’s rail.

Similar anchors can still be found today in less The largest and oldest anchor at the museum is an developed parts of the world. example of this folding stock anchor and is purported The oldest and largest anchor at Mare Island Museum to be from the USS Hartford, Farragut’s flagship at the is a folding stock anchor and was used as early as 40 Battle of Mobile Bay, which came to Mare Island in A.D. on Lake Nemi just outside of Rome by the the 1890s for re-fitting. It is painted black and is Emperor Caligula on his pleasure barge. (I’ll leave it to prominently displayed in the front of the parking lot. the reader to imagine what kind of pleasures were The two anchors which are alike are examples of the involved.) Remains of this anchor were found in the stockless anchor which was invented in the 1820s in lake in the 1930s.

England. This anchor also has a shank 1and a 2shackle, The more modern adaptation of this anchor referred but it does not have the cross piece at the top called to as a folding stock anchor consists of a shank, the the stock, thus the name - stockless anchor. It also central post, with a ring or shackle at the top to attach differs from the folding stock anchor in that the arms the chain which sailors call the rode. At the top of the and flukes are attached to the shank by a ball and shank is a cross piece, mounted at 90 degrees called socket joint which allows the flukes to pivot from one the stock which has a pin that can be removed side to the other. The advantage of these anchors is allowing the stock to be pulled out of the shank and that they are less easily fouled and they can be simply thus allowing the anchor to lie flat on the deck of a drawn up into the ship with the shank inside the ship. At the bottom of the shank are the two arms, hawsepipe or channel from which the chain is fed out from the ship. The disadvantage is that they have less holding power.

The two stockless anchors, both painted black, are found in the parking lot just behind the large folding stock anchor.

The grey anchor just to the left of the entrance to the museum in the garden is called a Danforth or fluke anchor and it was invented in the 1940s by an American, Richard Danforth. It has a shaft and a shackle, but the flukes are not located at the end of arms but are attached to the center (crown) of the stock which is attached to the bottom of the shaft.

The flukes are attached to a tripping device which 5 allows the flukes to be dig into the seabed, so it is

Farragut’s Press considered a burying anchor. Its advantages are that it is light and its flat shape allows it to be easily handled and stored. Its disadvantages are that it is not very useful in weedy, rocky or hard bottoms and it can break loose with changing of tides.

The most unusually shaped anchor at the museum is to the far left of the entrance in the garden and is referred to as a mushroom anchor because it looks like an upside down mushroom. These anchors are only used for permanent mooring which is good because they are very difficult to stow and heavy to handle. The mushroom anchor drops and the weight causes it to dig into the bottom. Additional mud accumulates in the upside down cap of the mushroom adding even more weight and causing a suction condition which makes it very difficult to pull free. These anchors are usually carried on lighters or dredges to the site where they are to be used. The advantage of the mushroom anchor is that it is very difficult to foul, however, as 1

September 2013

previously stated, the big disadvantage is that it is very difficult to maneuver and stow.

In addition to the anchors in front of the museum there are two bundles of rode or anchor chain.

Originally anchors were attached to rope. In the early 1800s chain was used for permanent mooring; by the mid-1800s chain was consistently used for all types of anchors. The usual ratio for anchor chain is to use five times the depth of the water so if the water is 15 fathoms deep, 90 feet, you need 75 fathoms of chain or 450 feet. Chains are usually made in 15 fathom lengths(called shots) and then hooked together. Today the largest chain the Navy uses is made of metal 3 5/8 inches in diameter. Each link weighs 112 pounds.

The links in the chain in front of the museum are 3 inches in diameter which means each link weighs 8090 pounds.

The next time someone says, “Anchors aweigh!!,” will you have a slightly different mental picture??

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1) Example of a Stockless Anchor, 2) Example of a Danforth Anchor, 3) Example of the oddly shaped Mushroom Anchor, 4) Example of “rode” or anchor chain

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Did you know?

All submarines in World War II were named after fish? Look for an article on this naming process in the next issue of Farragut’s Press.

Membership If you enjoy reading this newsletter, please consider becoming a member of Mare Island Museum. The benefits of membership and the application are attached to the back of the newsletter. The museum can only survive with the financial support of members and visitors. The museum needs YOU to help us do our job in the best possible way!

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Farragut’s Press

September 2013

A New Record Mare Island Museum has set a new record for visitors.

Since 1 June 2013 we have had people come to the museum from 36 different states and Washington, D.C. We also had guests from Sweden and Australia. We’re not sure what to credit this tremendous uptick in visitors to, but we are delighted to have them and hope they continue to tell family and friends about their visits.

Coming Events Shop 31 Reunion Sept 21, 2013 12:00 (Noon) – 3:00 P.M., Museum POC: John Chamberlin, 707-255-2647

USS Indianapolis

Shop 51 Reunion Sept. 27, 2013 12:00 (Noon) – 3:00 P.M., Museum POC: Richard Karr, 707-643-9008 Tom Chulick: 707-642-8712

The last issue of Farragut’s Press had an article on the USS Indianapolis which was sunk on her way to the Philippines after dropping off the atom bomb components at Tinian Island. The Navy has just announced that one of its new ships an LCS (littoral combat ship) will be named Indianapolis. The letter was sent to the USS Indianapolis Survivor’s Group on 1 August 2013 noting that the “name Indianapolis will be put to sea on the stern of a U.S. warship carrying on the tradition of service that you and your shipmates have forever associated with the name.”

Howard Bray of Benicia, CA, chairman of the group had been working for several years to get another ship named Indianapolis.

Navy Yard Association Reunion Oct. 5, 2013 12:00 (Noon) – 3:00 P.M., Museum POC: Ralph McCorrib, 707-987-3850 Touro University Fall Festival Oct. 13, 2013 TBA, Various Venues on MI POC: Touro University

The Perrys

Navy Leauge Oct. 19, 2013 2:30 P.M. – 6:30 P.M., Museum POC: Ken Zadwick: (707) 557-1538

Did you know that Commodore Oliver Hazard Perry, the hero of the Battle of Lake Erie in the War of 1812, who said “We have met the enemy and they are ours..” was the older brother of Commodore Matthew C. Perry who first went to Japan in July 1853 with four black ships puffing smoke which the Japanese thought were dragons. Realizing they could not defend themselves against foreign powers, the Japanese signed a treaty with Perry when he returned in March 1854 which opened up Japan to trade with the western world.

Design Code Reunion Nov. 5, 2013 12:00 (Noon) – 3:00 P.M., Museum POC: Tony Verducci

Christmas Concert Dec 22, 2013 2:00 P.M., Chapel POC: Museum, 707-557-4646 (Tickets may be purchased in mid-November with credit card)

For further information on any of these events contact the museum at mihp46@att.net or call (707) 557-4646

Commodore Oliver Hazard Perry, 1839 (left) and Commodore Matthew C. Perry , Japanese Wood Cut, c. 1854 (right)

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Farragut’s Press What’s New in the Museum?

September 2013

presentation with a detailed history of the unions as well as digital photo frames.

The current Napa-Solano Labor Unions and former Mare Island employees are also soliciting donations to help the City of Vallejo repaint the Mare Island logo on the causeway drawbridge as you enter Mare Island from Tennessee Street.

Watson, Miller and Tipton are planning to have the exhibit ready for the Shop 51 Reunion on 27 September 2013.

“Shipyards do not build ships, ships do not fight battles; it is the people who build ships, people who fight battles!” quoted from an unknown Yardbird.

In light of the above statement several former Mare Island Naval Shipyard employees and union members, Tom Watson, Shop 51; J.T. Miller, Shop 38; and Don Tipton, Shop 52 are in the process of constructing an exhibit in the museum on the “The Labor History of Mare Island.” Surprisingly it is a relatively short Mare Island and Naval History history, in comparison to the shipyard, since the unions only received formal recognition in 1966. The Magazine objective of the exhibit is to tell the labor history The October 2013 edition of Naval History has an through their exclusive representatives, the affiliated article on Mare Island by Paul Stillwell, former editor unions, who fought for their pay, benefits, safety and of the magazine and now a contributing editor, as well better working conditions for the men and women as a noted author of books on naval history. While who worked at Mare Island Naval Shipyard. Their Stillwell never visited the museum because he came to research has included contacting former union the shipyard on a Saturday evening, he does make members, visits to the museum in Vallejo, the reference to the museum and to the many interesting National Archives in San Bruno, and contact with the and historical artifacts located on the former shipyard. headquarters of the unions in Washington, D.C., as Barbara Davis, volunteer librarian, had a most well as the Mare Island Museum archives. interesting email dialogue with Stillwell while he was The Metal Trades Council, MTC, was the umbrella writing the article. He also sent a book he wrote, organization which included the two largest blue Submarine Stories: Recollections from the Diesel collar unions, the IBEW (International Brotherhood Boats which has several references to Mare Island. It of Electrical Workers) and the IAM (International can be found in the Mare Island Museum Library.

Association of Machinists), as well as the nonDavid Doyle of Memphis, TN, another noted author affiliated white collared IFPTE (International of books on military history, recently spent all day in Federation of Professional and Technical Engineers) the museum, perusing our archives on the USS as well as ten other unions.

California for a book which he is writing about the Among the artifacts exhibited are the original charter only dreadnought-type battleship built on the West of the IBEW and its founding members and the Coast. He was most impressed with our resources IBEW Membership Survivors List, union members and he and his wife scanned many of the unique who were still here when Mare Island closed. There pictures we have of the California. He also donated are also copies of original documents and photos of a book, USS North Carolina, which is one of the the signing of the labor agreement with the yard. series he is doing on battleships. We look forward to Hanging on the wall are two T-shirts one proclaiming the publication of the book on California and if what “Will overhaul nuclear submarines for food” with an he told us about the offers his publisher makes to X-Mare Island logo and another bright yellow one museums, you may soon finds the book for sale in the with SOS printed large on the front. The SOS stood gift shop in the museum. for “Save our Shipyard” and was part of the union’s Equally interesting are the positive comments about attempt to keep Mare Island from closing. Also on Mare Island Museum recently found on an online exhibit are the small yellow stickers marked MINSY travel site. Hopefully with this good publicity we will which were put on paper money so the local become better known and used as a resource and communities could see how much of the money more people will come to visit. Spread the good earned at Mare Island was being spent in storesUSS and Langley (CV-1) word!! other establishments.

The exhibit will also include a power point 8

Farragut’s Press

September 2013

Mare Island Museum Membership 1100 Railroad Avenue, Vallejo, CA 94592 (707) 557 4646 mihp46@att.net www.mareislandhpf.org

The Mare Island Historic Park Foundation keeps alive the history of Mare Island Naval Shipyard and chronicles its shipbuilding activities in the museum, as well as preserving the most historic buildings – St. Peter’s Chapel, the Shipyard Commander’s Mansion and Building 46, the oldest building on the island dating from 1855. The shipyard founded in 1854 by Commander David G. Farragut, first admiral in the USN, was the first naval installation on the West Coast and was an important contributor to success in World War II in the Pacific. It also played a prominent role in the Cold War by building 17 nuclear submarines. We invite YOU to become a part of this endeavor by partnering with the Mare Island Historic Park Foundation and supporting its work.

Benefits of Membership:      

Free Admission to the Mare Island Museum (Bldg 46) for the year of partnership 10% discount on purchases in gift shop Advance notice via email of new exhibits or events sponsored by the foundation Access to Mare Island Museum Library Free newsletter via email Helping to preserve the history of Mare Island Naval Shipyard

Partnership Levels: (All partnerships are for one (1) year and are fully tax deductible) • • • •

Individual $25.00 – Admits partner named on card Out of State $20.00 – Admits partner named on card Family $40.00 – Admits two household members and their children or grandchildren 12-18 (under 12 are free) Student $15.00 – Admits student named on card with a student ID card

--------------------------------------------------------------------------------------------------------------------------------------------Mare Island Museum Membership Application Name _______________________________________________________________ Date ___________________ Street Address _______________________________________________________________________________ City, State, Zip Code ___________________________________________________________________________ Phone____________________________ Email Address ______________________________________________ Partnership Level: ______ Individual $25 _____ Out of State $20 _____Family $40 _____ Student (with ID) $15 Visa_____Mastercard ____American Express____Card Number _________________________ Exp. Date ______ Make checks payable to MIHPF.

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