H. Clay Gorton - Personal Journal, 1997

January 16, 1997 Almost a year has gone by since my last entry, and much has transpired. The reason no entries have been made is because I have been consumed writing a new book. In January of last year Duane Crowther suggested that I write on the chiasmus in the Book of Mormon. Although I had found about 550 such structures in the Book of Mormon over the last 20 years, I didn't feel comfortable trying to author a book on the subject since I knew that there must be many more such structures in the book. Duane encouraged me to read it through one more time to see what I could find, and I agreed. What I found amazed me. I found more chiasma on practically every page! On numerous occasions I would read one or two pages without finding a new chiasmus, so I would put the book up and return a day or two later asking a sincere prayer that I would be able to find the structures that were there. Invariably I would find numerous chiasma on the pages that I had last read. I ended up with a total of 962 chiasma! Based on that experience, I decided to write the book. It consumed all my time until I handed in the finished manuscript just after Christmas—470 pages.

In between writing sessions I tried to promote that Water Purification System, but to date it has not paid off; we have sold only two units.

Glen Olsen and I went to the Oshkosh Convention in his Acroduster again this last year, and had another great experience. Mike Perkins has invited me to fly his Centurion T210 on several occasions, and has put me in the left seat a few times. The week after Thanksgiving Mike and I and a friend of Mike's flew to Mesa, AZ. on a Monday, played golf all week and returned the following Saturday. I had the privilege of flying the plane both ways.

Podge's sister, Dolly, is seriously ill with cancer, and is not expected to live much longer. So in order to be able to visit with her while there is yet time, Podge and our daughter, Debbie, flew to London on January 7. They plan to return on January 31. After taking off from the Salt Lake City Airport, the airline was advised of a bomb on the plane, so instead of continuing on to its planned stop-over in Cincinnati, the plane landed in St. Louis, MO, taxied to an isolated end of the runway and was evacuated. The threat did not materialize, but they were delayed for 24 hours in Cincinnati, before being able to continue their journey.

We recently made a decision to buy an airplane. I found a Starduster Too for sale in Nashville, TN that seemed to be a sensible buy. The asking price was $28,900. The final negotiated price was $24,500. The seller will also provide two airline tickets to Nashville to pick up the plane. Glen and I plan to fly it out to Salt Lake City. It will be hangared at the Bountiful Skypark Airport.

The plane was build in 1991 in New Mexico by Jack O'Barr. It was sold to Joey Harmon, Winona Flying Service, Winona, Mississippi. Harmon felt that the plane was underpowered with its 180 hp engine and constant speed prop, so he installed an O-540, 235 hp engine with a larger, fixed pitch prop. He sold the plane to Ronald Huddlest­on, Nashville, TN. Huddleston had a rough landing and bent the landing gear and struck the prop on the runway. His mechanic put a new factory landing gear on the plane (heavier than the original) and tore the engine down to verify that there was no damage from the prop strike. He also painted the plane red and white. (The guy in Winona said that when they got the plane it was an ugly blue-green.)

So to buy the airplane we are forming a partnership with four people— Glen Olsen Don Mortensen, Mike Guarino and myself. I have written up the Organizational Document and the Operating Agreement for a Limited Liability Company to be called Starduster LLC. When the agreement is agreed to by the others, I will file with the State for organization.

February 8, 1997 The LLC was organized and each partner contributed $7,000. Glen and I flew to Nashville to pick up the plane, but were disappointed in what we found. The plane had been badly misrepresented to us—last major overhaul of the engine in Mexico in 1971; old style cylinders, not made anymore; the prop had not been properly straightened after the prop strike, and was not airworthy; the right ailerons would travel down and stick in a position past center, from which they could not be recovered with the control stick--an inevitable fatality in a tail slide; the last paint job had no primer coat and the paint was badly cracking. We didn't even fly the plane. The trip cost us $1,200 for transportation.

On the way back, however, I sat next to a young man, Tim Overly, who was a youth minister for a non-denominational church in Kentucky. We had a most interesting three-hour gospel conversation, at the end of which he asked if I would send him in writing all the things that we had talked about. I extracted from the Encyclopedia on Mormonism information on each subject and sent it to him together with a Triple Combination, with his name embossed on it. Perhaps that is why we went to Nashville.

We now have a line on another Starduster. This one is in Vacaville, CA. The final asking price is $21,000. We plan to get it next week, weather permitting.

Podge and Debbie have returned from England. They were able to visit with Dolly each day for the first week. They then went on a tour of England, Wales and Scotland. While in Wales, on Tuesday, January 21, they received word from the family that Dolly had passed away. They returned to London the following Sunday. Dolly's funeral was on Thursday, January 30, and they returned home the next day.

On Tuesday, February 4, we were called in to the office of President Gordon B. Hinckley, where I was given the sealing power to be exercised in the Bountiful Temple. I was told that I could be accompanied by my wife and our adult children. Becky and Shane came up from Lomita, CA., arriving Monday night and returning Tuesday night. Debbie and Roger, and Stephen and Teresa were also with us. The first thing President Hinckley said, with his delightful sense of humor, was that the last time he saw the name "Gorton", it was on a can of clams. I responded that I wished we were related to that branch of the family. We were told that this call is not a setting apart nor an ordination, but a transfer of power. I asked the temple president, President Yancey, how long the call was for, and he responded that it was forever, that after I became senile and couldn't function, I'd be given some time off until I died, and then continue the work on the other side of the veil.

22 February, 1997 On Monday, February 10, we flew to Vacaville, CA, near Sacramento to the pick up the airplane that we had decided to buy. Following is the account of our adventure:

Fulfillment of a Dream—Volume II

H. Clay Gorton

Having learned to fly an airplane at age 69 in 1992, it finally became apparent that if I were to continue flying with enough frequency to keep current, I would have to get my own airplane. I felt that by getting two or three other people to go in with me, it would be a possibility. However, realizing that AIDS stands for Aviation Induced Divorce Syndrome, I was a little edgy about broaching the subject to my wife. Finally I suggested that we could draw enough money from savings to participate in the purchase of a Starduster, but I would only do so if she also felt good about it. After some pause she said, "I'll go along with you on one condition, that you will pull out $2000 more and send me and our daughter to England". "Done Deal!" Well, the trip to England ended up costing nearly $4000, which in the end was a good thing, realizing that buying an airplane would probably cost about double the initial purchase price.

We found three others who were willing to enter into the venture—Glen Olsen, Vice President of the Salt Lake EAA Chapter 23, Mike Guarino, the Young Eagles Coordinator, and Don Morten­sen, a former Military Fighter Jock and future member of the EAA. We formed a Limited Liability Company, called Starduster, LLC, to take ownership of the airplane and began our search.

We found what seemed like an ideal Starduster Too at the Nut Tree Airport in Vacaville, CA. The airplane, serial number 182, was built in 1971. The tail number, N1923S, should be easy to remember as it was the year that I was born. New fabric had been installed on the flying surfaces in 1991, and the Lycoming O-435 engine had 55 hours on it since a complete top overhaul.

We made arrangements to pick it up on Monday, February 10. Mike Perkins, who flies a Cessna T210, was kind enough to fly us to Vacaville to pick up the airplane. We examined the plane on Monday evening; on Tuesday morning Glen took the plane for a check ride; we consummated the deal and by 10:00 hours we were off for home. Mike was to fly ahead and wait for us in Carson City—just in case.

We climbed out on full rich at 70 mph on the advice of the former owner. The O-435 seemed somewhat underpowered, and a little over an hour out we had climbed to only about 8500 feet. At this point, over the Sierra Nevada Mountains, we experienced an engine failure. One magneto went out and the other was performing only marginally, such that we could not maintain altitude. We did a 180, punched in the nearest waypoint on the GPS and found the Placer­ville airport only 15 miles to the west. We nursed the plane into Placerville and made the runway—elevation 2563!

We called flight service to advise Mike that we had an engine out and to return to Placerville. An expert mechanic at the Placerville airport identified the problem, and called all over the country for replacement mags. He finally located the Savage Magneto Service at Oakland International Airport. We jumped into Mike's T210, filed an IFR flight plan, and took off for Oakland. Al Marcucci at Savage Magneto Service had the mags in his hands by 13:00 hours. Al dropped his other work, skipped lunch and rebuilt both mags. He did meticulous work and was satisfied with nothing short of perfection. We had the rebuilt mags in our hands by 17:00 hours—and we won't mention the cost. (Actually, $962)

Mike filed an IFR out of Oakland to Placerville via Sacramento. The weather cleared and he cancelled the IFR and we landed at Placerville at 18:30 hours just after Ray, the mechanic, had given up on us and gone home. After a filling Chinese dinner and a fitful night's sleep we returned to the airport at 7:30 hours. Mike optimisti­cally assumed that our problems were solved and took off for home. Ray had the mags installed and checked out by 11:00 hours and we were ready to go, snowmobile suits and winter underwear in place. However, the engine wouldn't start.

Ray had timed the engine to 20E BTC, according to the manual for the O-435. A call to the factory rep revealed that the proper timing was 15E BTC. With that adjustment, the engine kicked over at the touch of the switch, and we were off.

While Ray finished installing the mags, we found the reason for the low power output. At full throttle, we still had about a quarter of an inch travel in the throttle arm on the carburetor. Not only that, but the limited travel on the prop governor allowed us to rev up to only 2000 rpm—a problem that wasn't apparent at the near sea level altitude of the Nut Tree airport.

Because of the low power we had to do a number of 360's and fly along the windward edge of the ridges to gain enough altitude to get over the Sierras. By this time the weather was CAVU and the scenery breathtaking, in spite of a wind chill factor of -50 C. Over the top Lake Tahoe came into view, and after crossing the last ridge we made a steep descent into Douglas Co. airport at Minden, NE, elevation 4718, and landed into a stiff headwind. Because of the circling we had to do and the headwinds we encountered, our average ground speed from Placer­ville to Minden was 43 mph.

Because flight service reported moderate to severe turbulence to the east from flight level 180 to the surface, we holed up for the rest of the day. From the winds at Douglas we had confidence that they were correct since our short field landing was one for the records.

The flight from Minden, NV to Bountiful, UT the next day was uneventful. We flew a leg from Minden to Battle Mountain, 161 miles; from Battle Mountain to Wendover, 170 miles; and from Wendover to Bountiful, 95 miles—indicated airspeed 90 mph.

The airplane log book shows that it was flown in 1971 by Erick Schilling, who worked at the time for the Stolz Starduster Company. Schilling flew P-40's in WWII with General Claire Chennault. He reported in the log book that N1923S was one of the best performing Stardusters he had ever flown. With the appropriate adjustments to the carburetor and to the prop governor, and other fine tuning, we hope to make this beautiful airplane again one of the best performing Stardusters.

Examining the paper work that came with the airplane, I found the following poem, written by Verne Reynolds, who owned the airplane in 1975. The poem reflects well my own sentiments.


To Touch The Eagles

L. L. (Verne) Reynolds, 1975

When I was very young I dreamed a dream

So big I could not hide it in the secret places of my heart.

Then, when the dream would crest within me,

Across the sunlit patches of my youth, in spite of disbelief,

I'd leap and whirl—pretending I could fly.


And resting on the grassy slopes of August hills,

I'd search for fleeting shadows against the wind-whipped clouds

And feel my heart leap up to touch the eagles that I saw

In their turbulent game of Eagle Tag.


But as maturing years brought other dreams and new adventures,

I lost the shadow of the eagles in other shadows of my life.

Then suddenly, unexpectedly, the dream returned,

And in one great leap from pastureland,

I broke the life-long shackles of my meadow-

I flew!


Higher than the steeples of my town...

Higher than the cliff where earth left off and sky began...

Higher even than the secret dreams I'd held before...

The lakes where I had once skipped stones

Were tiny jewels sprinkled across the patchwork quilt

Of sun-splashed hills and gentled, darkened valleys

Stretching, reaching, curving, inviting.


And then, with boyhood eyes, I saw the flash of laughing wings

Arc against the eternal sweep of sky

And then I raced the wind past mountain tops

And skimmed the gossamer of clouds

And caught the glint of sunset in the crinkle of my eye

And watched the world tumble and spin and tip and swing inverted

Hanging from my wingtips on silver threads of music

I hear over and over and over again.


And each time,

Struck with awe and gratitude, I am given

The great, unspeakable, loving gift of flight.


Oh, when I was very young, I dreamed a dream

But I could not know its limitations, nor dare expect

This. Nor could I understand His joy in giving eagles

The freedom of His universe—nor could I feel His anguish

When, with wounded feathers,


Sparrows, eagles, men, must fall.

Nor can I comprehend that one great flight

He promises—when we are freed forever from the shackles

Of our disbelief, as the young, the cynical, and the unprepared

Are always shackled.


I have begun work as a sealer in the temple. My assigned schedule is Tuesdays from 5:00 pm till closing, and Saturdays from 8:00 am till noon. Today I had the privilege of doing sealing of temple files for two brethren from Peru who are assigned to translate the temple ceremony into the Kechua language. They spoke Kechua and Spanish, but no English. I was authorized to do the work in the Spanish language. President Yancey has assigned me to seal a young couple next Saturday, also in the Spanish language.

March 1, 1997 Yesterday afternoon I substituted in the temple for Bill Jones, who was in Hawaii. While there the shift supervisor asked if I would like to do a live marriage. I was happy for the opportunity, as I had not performed a temple marriage before. I married Brent Dean Ford and Kristen Alin Lamb. Among the guests was Darwin Peterson, one of our missionaries, a counselor in the Stake Presidency in Sister Lamb's stake, and a neighbor of Sister Lamb.

Today I performed the marriage of David Andrew Brock and María de la Concepción Romero Roses. She comes from Barcelona, Spain, and was accompanied by her parents, who spoke no English. Temple President Harold Yancey attended the ceremony. He was a missionary in Argentina at the same time I was. President Yancey asked me to give the lecture and perform the ceremony in Spanish, which I was glad to do. Brother Brock's father, Harry D. Brock, was also one of my missionaries. His wife, Mirta, comes from Argentina, and reminded me that I gave her her first temple recommend when I was mission president.

April 20, 1997 Beginning April 1, I have flown the Starduster (back seat) with Glen Olsen seven times, and have made 78 landings. I'm still having trouble getting it on the runway and keeping it there without a lot of unnecessary rudder work. Glen talked with Norm Anderson, a CFI, who suggested that the proper procedure would be to do slow flight with turns to get accustomed to the plane as speeds of less than 65 mph, then to fly the length of the runway at about a foot off the runway to get accustomed to judging height above the ground—then do some landings. Sounds like a good idea; I hope it will do the trick.

Have been involved in the planning of a Ward Genealogy Fair to be held Thursday, May 1. Will display the sword canes belonging to Job Pierce Gorton, Grandmother Gorton's kerosene lamp and quilt, Henry Clay Gorton's Civil War discharge certificate, and a letter written by Senator Shoup to Geo. W. Gorton, advising against letting the Mormons in Idaho get the vote. We'll also show the video made by my sister, Pat, of our Great Grandparents, Job Pierce and Deborah Dyer Sweet Gorton, and their descendants; also my various journals and genealogy-related books.

May 11, 1997 The genealogy fair was a great success. We may put it on again and invite Stake participation.

I now have 18 hours in the Starduster, and am to the point to where I'm doing some landings without assistance. Last week we took it out north of the TCA (traffic control area) and tried some maneuvers—power on and power off stalls; aileron­, slow, barrel and 4-point rolls; loops and hammerheads. The stalling characteristics are very docile. It does not fall off fast and there is very little torque effect. Loops are comfortable at 3½ G's. In doing hammerheads, even with two people and the 190 hp engine we still gain appreciable altitude kicking it over into a hammerhead. Rolling maneuvers are not fast and require heavy stick action. All in all it's a delight to fly.

The thought occurred to me today that perhaps I should record for posterity a comment made that I naturally and for good reason have not repeated to anyone. But perhaps our children may appreciate knowing a comment made by Elder Bruce R. McConkie to Pres. Angel Miguel Fernandez. Fernandez told me during a visit to the States at conference time when we were living in California that he asked Elder McConkie if he remembered me. Elder McConkie's answer was, according to Fernandez, that Clay Gorton was the kind of a man that once you had met him you would never forget.

Last year, involved in writing the book, A New Witness For Christ, I let the yard and the garden go without any but essential tending. This year, I'm trying to get it back into shape. This will be the "year of the garden", and we'll try to restore the premises to something of their potential beauty. I am driven by the concept that we are only stewards of that which we possess and are accountable for our stewardship. I believe that means that we are caretakers of the Lord's property, and that we should treat it as such.

May 30, 1997 Last Tuesday I took a check ride in the Starduster with Certified Flight Instructor, Hal Young, in order to get my tail-dragger endorsement. Hall passed me off, then got out and had me solo the airplane. First, I did a low pass slow flight over the runway to get the feel of the airplane without the weight of a passenger. Next, I came in for a full stall landing. The plane touched down appropriately just beyond the numbers. However, I was a few feet to the right of center, and there was a puddle of water from the recent rains extending about a third of the way across the runway, up to three or four inches deep. My right wheel hit the water which dragged the plane off the right of the runway. When the right wheel left the runway the plane nosed over, coming to rest upside down—damage to the top wing, prop destroyed, top of rudder damaged, fuselage slightly caved in at the contact point of the rear cabane struts—extensive damage. We must get two bids for repair and the insurance adjuster will decide whether to total it or repair it. Repair will probably take about a year. If it's totaled we will try to find another one to buy. No injury in the accident. Later I measured the distance between the first two prop strikes on the runway. They were 22 inched apart. Since the engine was at idle as we touched down, it was turning at 650 rpm. Thus the two blades struck the runway one thirteen hundredth of a minute apart. Twenty-two inches in one thirteen hundredth of a minute equates to 24.8 mph. Thus, when the right wheel departed the runway, the overturn speed was quite slow; so no severe G-forces were experience in the crash.

June 21, 1997 The insurance adjustor for the aircraft, Mike Cornia from Boise, Idaho, came to look at it on Monday, June 9. We had for him one estimate for repair from Alan Woodhouse of the Spanish Fork Flying Service. His estimate was $23,900. Mike examined the airplane, took photos and copies of log entries. Since our insurance was for $25,000, with $1,000 deductible, he reported that the insurance company would total the airplane, and that we would get a check for the insured amount. He was faxed a second estimate from Jim Hodenbach the next day. To date we have not heard from the insurance company.

Both Glen Olsen and Jim Hodenbach have expressed interest in buying the salvage from the insurance company and restoring the airplane. Yesterday I got a phone call from Verne Reynolds, who bought the plane from its builder in 1971 for $10,000. He sold it later to a song writer for the movie studies and then bought it back after four years for $12,000. He later sold it to someone in Texas for $18,000. In his phone call he also expressed interest in buying the salvage and putting it together again.

On Monday, May 26, my sister, Gayla Clark, drove from her home in Orem to Bountiful, and then went with us and our daughter, Debbie Brown, to Soda Springs to visit the cemetery and decorate the graves of the Gorton plot. There we met my other Sister, Pat Black and her husband, Dick, and their son, Mike. When there we met my cousin, Gloria Shufelt, a daughter of my Father's twin brother, Ralph. I hadn't seen Gloria since 1946. She is living in Jackson, Wyoming.

Later that week our grandson, Joey Gorton, came to live with us for awhile because of difficult conditions at his home in Pleasant Grove. Joey is now fifteen. He is a delightful young man, polite and helpful, with a sense of confidence in himself and a sense of humor. On Sunday, June 8, we attended a concert together in the Salt Lake Tabernacle. On Tuesday, June 17, he and I joined a bus full of people from an old folk’s home in Salt Lake City, at the invitation of Dan and Mary Davidson, and traveled to Provo to see the Masada exhibit in the Provo Museum of Arts on the BYU campus. The next day, with Podge, we met Gayla at Thanksgiving Point, a newly constructed rather glorified garden center just south of Point of the Mountain. Afterwards we went to lunch in Provo and then returned home. The next day I returned to Orem in the afternoon where I put in the cement borders for a small garden plot for Gayla in her new home.

I have had a number of extra assignments at the temple this week. My regular days are Tuesday from 5:00pm till closing and Saturday mornings from 8:00 till 12:00. This week I returned on Thursday morning to seal a wife to her new husband. Since she spoke only Spanish, I provided the instructions and the ordinance in the Spanish language. Friday I returned and performed a wedding in the morning. Today I sealed a couple to each other and then sealed to them their six month old daughter. It was an emotional experience, the influence of the Spirit being very strong. This morning I also interpreted for a Spanish speaking couple as their papers were being examined, and as the young man went through the new name booth. Then I translated for President Godfrey, counselor in the temple presidency, as he gave his lecture to the young man in preparation for their going through her first endowment session. To date I have performed 886 proxy sealings of wives to husbands, 522 sons and 701 daughters to their parents. I have also performed 14 marriages and have sealed 13 children to their parents.

July 18 The sesquicentennial pioneer wagon train is near East Canyon Reservoir this morning, so Glen and I flew his Acroduster to the wagon train and took video footage of it. Since the front cockpit is so cramped, I flew the plane and Glen took the video. On our return I landed the Acroduster without any assistance from Glen for the first time.

I have stored the flying surfaces of N1923S in our garage, and have removed the fabric from both wings. Removed the ribs from the damaged left wing. One rib is broken in the right wing, which we will replace with one from the left side, and then we'll be ready to recover the right wing. We're buying a left wing from the Stoltz Starduster Corp.

October 10 It’s been a while. I flew to Oshkosh WI for the annual EAA Convention with Glen Olsen in his Starduster. He let me pilot the plane essentially all the way, both ways. On the way back we flew to Nauvoo, ILL and then the Carthage and took video footage of both cities. From Nauvoo we flew over the Mormon pioneer trail to Winter Quarters, and from there to Salt Lake City, and took videos of every stopping place of the pioneers.

Progress on the Starduster repair. At this moment we have the new fabric on the right top wing. We’re using the Stits process, and by the weekend will have shrunk the fabric, which will then be ready to paint. I have the left top wing in my garage. Yesterday, Glen Olsen attached the pitot tube attach plate to the front spar and I restored the aluminum leading edge panels. That wing is now ready for covering. Glen has taken the lower wings and the empennage to his garage for painting. We have purchased a new propeller, and an 0-360 engine, which we will install, is being rebuilt.

I took half an hour’s dual to get checked out in a Cessna 170, will fly one more time with instructor, Hal Young, and then plan to get in an hour every other week, just to stay current until the Starduster is ready to go.

We recently had a change of High Priest group leadership and a new Bishopric in the Bountiful 31st Ward. I have been re-sustained as chairman of the Ward Temple Committee. The committee met and organized a sealing excursion to the temple on a weekly basis by four couples of Ward members. Tonight was our third night. Looks like it will work out.

Last weekend we had a marvelous general conference. President Hinckley announced that in order to make the temple ordinances more available to the people, small temples will be built adjacent to stake houses and will be operated on a church-service time schedule by local brethren. He also emphasized the need to retain new converts. Undoubtedly there are specific plans to do so, but the details were not announced.

On the Saturday night of conference, we were invited to attend a reunion of mission and MTC presidents from the South America South Area who have served during the last few years. Elder Dickson, of the First Quorum of Seventy, presided at the function. He was the area president from 1992 to ‘97. Also in attendance were Elder Robbins and his wife. He was recently released as mission president in Uruguay, and was called to the Second Quorum of Seventy before his release as mission president. He was one of my missionaries in Argentina, having arrived in the mission field about six months before we left.

November 2 Last week Glen and I went up the Acroduster and did a few slow rolls. I was able to do three consecutive rolls without losing the point, and I landed the plane without Glen’s help. Later in the week I flew a Cessna 172 solo to Heber and back—full stop landing at Heber. I plan to fly at least an hour every other week until the Starduster is ready.

I have finished covering the right and left top wings. Bill Ahlstrom showed us how to apply and heat shrink the fabric, and Steve Durtschi showed me how to do the Stits process rib stitching. I have finished stitching both wings, and applying all the finish tapes. Glen Olsen then sprayed both wings with Polybrush. He has finished the installation of the fuel tank in the center section of the wing, and I have applied a sub-coat of Polybrush preparatory to putting on the fabric.

We have a snow apple tree in the back yard. The snow apple is not very popular, and is seldom seen—and never for sale in the stores. I am told that it doesn’t get fully ripe until after the first frost. So this year we left the apples on the tree until after the first frost and found that they are perfectly delicious—crisp and juicy. Podge has made a pie and an apple crumble from them.

December 31 Just after the end of the year, my sealing schedule was changed from Saturday morning to Friday morning. I also work Tuesday evenings and, starting the first 1998, every other Thursday evening. Since Saturday is the day when most of the marriages are performed, I had performed more live sealings in 1997 than anyone else in the Bountiful Temple, except Boyd Mortenson, the Saturday morning supervisor, who had performed the same number as I had. A record of the live and proxy sealings for 1997 follows:

Record of Sealings Performed
Living Ordinancees Comments
Date Wives to Husbands Children to Parents
02/28/1997 1   Brent Dean Ford & Kristine Alin Lamb
03/04/1997 1 David Andrew Brock & Maria de la C. Romero Roses
03/08/1997 1   Stephen L. Capener & Jannette Nielson
03/08/1997   1 Collette Elizabeth (6 mo) to Brian & Camille Goodrich
03/15/1997 2 4 Ryan Galbraith & Katherine Huges. David Martinez & June Guerrieri & 4 Children
03/29/1997   2  
04/12/1997   1 Michelle Stringham (6 mo)
04/26/1997 1 1 Fernando Octavio Sotomayor & Iryiana Figueroa. James Perry Shephard to Parents
05/03/1997 1   Stanley Ray Rathbone & Heidi Kristina Harris
05/10/1997 1   Ronnie T. Atkinson & Cynthia Ann Clark
05/24/1997 1   Chad Goff & Loea Bybee
05/31/1997 1 1 Michael Joseph Weeks & Shelley Kay Newbold. Michael Evan Lowe (6 mo) to Parents
06/04/1997 1 1 Sharon Steadman &Lorin Harold Garside, deceased. Kathy Begneschultz to above Parents
06/07/1997 1 1 Dexter Arnold Collard & Heather Jane Hallman. Drew Michael Lebaron (6 mo) to Parents
06/19/1997 1 1 Argentina Flores & Tito Luis Monge Chaves and her daughter, Berta Catalina Mancia to them
06/20/1997 1   Shannon Sullivan & Dale Lee Batty
06/21/1997 1 1 Barbara Jane Boutell & Daniel Thomas Wheeler, and daughter Emily Kaitlin Wheeler (6 mo) to them
06/28/1997 1 1 Trudy Bailey & Jeffrey Blaine Eldridge and their son Alex Jeffrey Eldridge, 3 yrs
07/05/1997 2 2 Ferol Christensen & Charles Gordon Hebden, deceased, and endowed children, Judy Lorraine Hebden & Daniel Hebden, to them.
Sandra Dee Brett & Kevin Wallace King, and daughter Elizabeth Myra King (2 mo) to them.
07/12/1997 1 2 Linda Lee Jones & Robert Eugene Brett & Sandra Brett to her parents.
Carissa Joy Hooper (8 mo) to Ronald Lloyd Hooper & Diana Maritza Zamundio.
07/19/1997 1   Kaelyne Wheelwright & Craig Barey Folley (Harold Capener's nephew)
08/09/1997 2 1 Nathan Jon Workman & Rebecca Lesue
Richard Dennis Bowden & Sarah Lynn Snyder
Jacquelyn Talbod & Anthony Talbot to Gerald Talbot & Shauna Mecham
08/22/1997 2   Spencer Clark Davis & Jocey Robin Peterson
Kerry Bettridge & Stefani Jackson (Hermanson's Grandson)
08/23/1997 1   Daniel Clinton Boles & Natalie Smith
08/30/1997 1   Aaron Scott Ronley & Kimbrli Bischoff
09/06/1997 1   Jason Warren Davidson & Amanda Raye Shreve
09/12/1997 1   Michael James Stults & Kristin Jarie Hennis
09/13/1997 2   Nathan Dee Zobell & Sara Elizabeth Tanner
Chad Monte Ladow & Tonya Kay Parkin
09/27/1997 1   Allen James Lucas & Keri Jane Bos
10/11/1997 2 2 Mark William Fultz & Nancy Dea Maughan, & daughter Carly McKenna Fultz. Kevin Brent Parkin &Jennifer Lyn Rasmussen & Daughter Hope Mykaela.
10/18/1997 1   Troy Layne Knudsen & Carmenza Carvajal
10/25/1997 1   Christopher Arthur Irish & Jennefer Jacobi Burnette
11/01/1997 1   Jereny Jay Alferson & Julie Lynelle Chapin
11/07/1997 1   Bryan Dennis Parker & Susan Alane Kennedy
11/15/1997 1   Richard Donald Goodwin, Jr. & Misty Dee Wahler
11/20/1997 1   Luis Munoz & Martha Lira Carvenas
11/22/1997 1   Adrian DuWayne Lawrence & Julie Renea Kipp
12/06/1997 1 1 Pedro Alberto Vilela & Luzmila Rosa Delgado, & their son, Santiago, age 15
12/13/1997 2   Casey Glenn Killian & Bethany Bunderson
Davis James Best & Cherrie Hermanson
12/20/1997 1   Clint Reed Humphreys & Jana Lynn Day
Total 44 23  

In proxy sealings, the number of wives sealed to their husbands was 1613, the number of sons to parents was 1289, and the number of daughters to parents was 1561.