A ey A

THE AVIATION ADVENTURE PAST, PRESENT & FUTURE

\\
of
rr
Ae
tate Aue
Vela
LUCKY
a Ne

NN

ae ae

uy
4
|
ember/December
|
ae =

2>
P-40 RESTORED! ~ TRAGEDYS TRUTH
Kittyhawk Jungle-«#Heroic Vietnam Rescue
Rescue ] allan
OF Tele
74820 48130 1
oO
 A Milestone in Freedom! Opening hood
i
1:18-scale vintage metal Detailed engine
replica honors the
Adjustable
75th Anniversary windshield
'
of VJ Day! Fold-down roof
support bar

cme: TA.

| ‘| Cans, Measures an impressive

7% inches long!

«|
LO,

ALLIED VICTORY AT LAST!

September 2, 1945, Japan’s surrender documents were signed aboard the
n
U.S.S. Missouri, officially marking the end of World War Il.
Now honor the 75th anniversary of Victory of Japan (VJ) Day with the “1:18-Scale
1941 Tactical Jeep” — a superior die cast tribute to rough, rugged and reliable
military vehicles that were the driving force behind the Allied’s historic victory. Authentic green finish is
Loaded with authentic features and functioning parts, this military-inspired replica is with
accented hand-applied,
— ideal for display, yet period-specific logos.
precision-engineered to 1:18 scale large enough to show off
each exacting detail, including an opening front hood ... adjustable windshield ... and
steerable front rubber wheels.
Limited quantities available. Order yours now!
Bie: (O)

Reserve the “1:18-Scale 1941 Tactical Jeep” today for just two payments
of $34.99*. Send no money now; we'll bill only your first payment prior to
Fastest way to order:
HamiltonCollection.com/41Jeep [ @,

Presented by The Hamilton Collection. Distibuted! by

shipment. Money-back guarantee! Extremely limited supply! Order risk-free today!
OF Toys.
Manufactured by Golden Wheel.

MaILTo:
1
Presented by 09-09696-001-BI Name
(Please pint leary)
TheHamilton
A The
Collection
Division of Bradford Exchange Address
9204 Center For The Arts Drive, Niles, Illinois 60714-1300

SEND NO MONEY NOW! City.

State Zip

QIYES! Please accept my order for the “1:18-Scale 1941 Tactical Email (optional)

Jeep” die-cast replica as described in this announcement.

*Plus a total of $13.00 for shipping and service, and sales tax; see HamiltonCollection.com.
Signature
All orders are subject to product availability and credit approval. Allow6 to 8 weeks after initial payment for shipment. 09-09696-0 01-E76201
 FEATURES
G< One Lucky Bastard!
Tales from an ETO Mustang pilot
By Lt. William “Mac” MacClarence, U.S. Army Air Corps (Ret.),
as told to Doug DeCaster

20 Kittyhawk Jungle Rescue

<

P-40 gets anew lease on life

By Robert S. Grant

32 ‘The F-5
An American Tiger
by Ted Carlson

42 Bomber Crew Chronicles

«

B-17 crewmen remember their German missions

By Mark Carlson

56 ‘ The Marines’ Last Dogfight

The Corsair was one tough bird
By Eric Hamme!

REGULARS
4 Editorial
<

G2 Classics
«
Ws
Gi Review Runway
«

GG Tailview
<

FLIGHT JOURNAL (USPS 015-447; ISSN 1095-1075)

is published bimonthly by Air Age inc, 11 Grumman
Hill, Wilton, CT 06897 USA. Copyright 2020, all rights Wh
reserved. Periodicals postage paid at Wilton, CT, and
additional mailing offices, Canada Post Publications
Mail Agreement No. 40008153. SUBSCRIPTIONS:
GotoFl “lary Cana
$43.95.
yr.). Allinternational orders must be prepaid in U.S.
funds; Visa, MC, Discover, AmEx, and PayPal accepted.
EDITORIAL S.richraroscontence te Ptiters Pht?
Journal, 11 Grumman Hill, Wilton, CT 06897 USA
flight@airage.com. We welcome all editorial subst)
but assume no responsibility for the loss or damage
of unsolicited material. All material contained herein
is protected under the terms of U.S. copyright laws.

shy pookibteciy: Pecut the sushsers yer tas

permission, Copyright 2020 Air Age Inc. All Rights
Reserved. ADVERTISING: Send advertising materials to
Advertising Dept., Flight Journal, 11 Grumman Hill, Wilton,
CT 06897 USA; 203-529-4604. Email: advertising@
airage.com. CHANGE OF ADDRESS: To ensure that you
don't miss any issues, send your new address to Flight
Journal, P.O. Box 7337, Wilton CT 06897 USA, six weeks
before you move. Please include the address label from
arecent issue, or print the information exactly as shown
onthe label. For faster service, email service@airage.com.
POSTMACTFR Mraco cont Poors 257 45 Fick tip
 lH Hl
ea
es

EDITORIAL
Executive Editor Debra Cleghorn
Editors Gerry Yarrish, Matt Boyd

CONTRIBUTING EDITORS
Bud Anderson, James P. Busha, Ted Carlson,
Doug DeCaster, Robert S. DeGroat, John
Dibbs, Jim Farmer, Paul Gillcrist, Phil Haun,
Randy Jolly, Frederick Johnsen, Geoffrey P.
Jones, Ron Kaplan, Peter Lert, Rick Llinares,

JOHN DIBBS/PLANEPICTURE.COM
John Lowery, George Marrett, Peter Mersky,
Dan Patterson, Steve Pace, Stan Piet,
Alfred Price, Jan Tegler, Warren Thompson,
David Truby, Barnaby Wainfan

ART
Art Director Betty K. Nero

Merlin-Powered Steed DIGITAL MEDIA

Web Producer Holly Hansen

PRODUCTION
ust what is it about the Mustang and the warriors who flew it that make David Pandy
it so iconic and appealing? This combat machine has transcended its 203.529.4604 production@airage.com
|

mechanized assemblies and sheet metal to mythic status. ADVERTISING

Fox Associates Inc.
The magnificent lines, design, and unmistakable Merlin-powered sound
N16 West Kinzie St., Chicago, IL 60654-4655
of the Mustang continue to make it the ultimate aerial representative 800.440.0231 (US/Canada) 312.644.3888 |

of the Second World War, and I'm sure it will remain so for may more Fax 312.644.8718
adinfo.FlightJournal@FoxRep.com
decades to come.
CONSUMER MARKETING
Through the years at Flight Journal, we have featured numerous war Mast Circulation Group, Inc.
stories and technical articles on the Mustang that continue to withstand the
MARKETING & EVENTS
test of time and are now classics in their own right. The words of those who Event Manager Emil DeFrancesco
have flown this warbird in combat continue to captivate us and will inspire PUBLISHING
future generations as well. And just when we thought we have published all Group Publishers Louis DeFrancesco Jr.,
Yvonne M. DeFrancesco
we could on the Mustang, another unique opportunity emerged and we had
to seize it!
Doug DeCaster recently presented us with that opportunity to interview FOLLOW US
retired WW ILU.S. Army Air Corps pilot Lt. William “Mac" MacClarence, On Facebook: facebook.com/FlightJournal
On Twitter: @FlightJournal
who flew Mustangs with the 339th Fighter Group out of a base in
On Instagram: @Flight_Journal
Fowlmere, England. Visit us online: flightjournal.com
At the age of 10, all it took was a handshake with Charles “Lucky” Comments may be sent to:
flight@airage.com
Lindberg to set Mac on an extraordinary military aviation journey that EDITORIAL OFFICES
culminated with him flying against the infamous Messerschmidt 262 over MAIL Grumman Hill, Ste. 5,
the war-torn skies of Europe. Mac recounts his combat tour with stunning Wilton, CT 06897 USA
EMAIL flight@airage.com
accuracy in our feature story, “One Lucky Bastard!” INTERNET FlightJournal.com
And it gets even better. While on a recent photo shoot, John Dibbs
delivered amazing images of a P-51 Mustang called “Worry Bird.” Owned
and flown by Mike George of the Air Combat Museum, what makes “Worry
Bird” special is that it is survivor of the 339th Fighter Group—the same
a
MBA
The Association Printed in the
FIPP
The Network for
of Magazine Media USA. Global Media
squadron Lt. MacClarence flew in during the war! An amazing connection
to say the least, but we have become accustomed to expecting the CUSTOMER SERVICE
To subscribe, submit a change of
unexpected when creating and developing these stories. address, of for questions:abeut your
So here we are, 75 years later, honored in reuniting a warrior pilot and subscription, go to
steed from his old squadron —Louis DeFrancesco

4 FlightJournal.com
 ve

an oF

Se

q
©2020 LCC, Inc.
Honor Our Brave Men & Women
II
With 1941-1945 World War Year Sets fl

il
Each Year Set contains 1¢ through Half Dollar. This historic 25-coin collection includes:
* Lincoln Cents — 1943 Steel to save copper for the war effort and
1944-1945 made from Recycled Shell Casings ;

* Jefferson Nickels — 35% Silver (1942-1945), reserving nickel for munitions

* Plus 90% Silver Mercury Dimes, Washington Quarters & Liberty Walking Half Dollars Yeates BERS,
FREE Ceir
Per sonalize:.-
Subscribe Now! We'll send your first two
coins in clear, archival-quality capsules — a
1941 Lincoln Cent and 1945 Liberty Walking my Littleton .
Half Dollar. You'll also get your FREE Coin Coin Company®
Display Book™ with FREE personalization, Carine Callactnre Since JOAR
Cinen 1945
and a FREE informative 8-page booklet!
Serving Collectors

* & & & & Order now! Call 1-800-645-3122 or visit LittletonCoin.com/Specials * * * * x
(dy Add FREE Personalization to my Coin Display Book™! Limit 30 characters per tine including spaces.

Q 12 Monthly Shipments Only $19.45 une:

each conveniently charged to your credit TTT TT PELLET ety i

card. FREE Shipping every month! Cancel

LINE 2:
at any time.
a commer setorOnty $179.00 CLL LLL
SAVE Over 20% & get FREE Shipping!
Subject to availability Name Mail to: Littleton Coin Co.
Please print clearly

VISA EX Mc CIAMEX 1 DISC No checks accepted.

Adress ott oat
rt ew.oael
| I/L 1] ey state tp
meta Mt
Littleton NH 03561-3737

| | | | |

|| [ | | | | | | L| E-Mail
45-Day Money Back Guarantee
ONE LUCKY ™
BASTARD!
eS ee ceee 1
 BY LT. WILLIAM “MAC” MACCLARENCE, U.S. ARMY AIR CORPS [(RET.),
AS TOLD TO DOUG DECASTER

1942-45. It was a long time ago, but even today at 96, the events
are crystal clear. It was about pilots and crews. It was about a whole
generation of kids who grew up very quickly. It was about depending
on people, in a way you would probably never again depend on
someone, and they, in turn, depending on you. It was about
people you just never forget. For most of us, it was a life-altering
experience, and it stayed with us all our lives.

™
a

ai

Mike George of the Combat Air Museum

in Springfield, Illinois set high against the
blue In his P-51D “Worry Bird,” repre-
senting the 339th Fighter Group. (Photo
by John Dibbs/planepicture.com)
ONE LUCKY BASTARD
“The lron Bird’ seemed
like a pretty good name
for a fighter aircraft,” says
Mac MacClarence. He was
assigned P-51D 44-2725
of the 505th FS, 339th
FG in January 1945 and is
pictured here at Fowlmere,
Cambridgeshire. (Photo
courtesy of John Dibbs via
“Mac” MacClarence)
mR
We
8 FlightJournal.com
I grew up during an exciting time for
aviation. My first recollection of flying was
at about 10 years old when I shook Lucky
Lindbergh's hand. In fourth gradel wona
model airplane contest, and the prize was
my first ride in an open cockpit plane. I had
no goggles. When I raised my head up above
the windshield, the air felt like it blew in
behind my eyeballs!
When the Japanese attacked Pearl
Harbor, was a freshman at Columbia
I
University. By the time June came around,
it seemed to me and a lot of the other guys
that school was pretty darn irrelevant. A
number of us decided to join the Army Air
Corps. So, one July day in 1942, we went
down to Whitehall Street in New York City
to an Army Recruiting Center, where we
signed up. We were sent to Governor's
Island in New York for a physical. In
September, we received letters to report. I
went to the Armory in Newark and got ona
train heading for Keesler Field.
I went through the usual Basic Training,
Classification as Pilot, Cadet Training, and
Ground School, then Primary Flight Training
BIRD
in PT-17 Stearmans, Basic Flight Training
in Vultee BT-13s, Advanced Flight Training
in AT-6s, and finally to the first combat
aircraft, the P-40.
Reporting for duty
After completing training, Ireceived my
orders to go to England. We tooka freighter
in a convoy to France on January 3, 1945.
From there we were flown to London. I was
assigned as a replacement pilot to a P-51
Mustang Group: 339th Fighter Group, 505th
Squadron in Fowlmere, England. The other
Squadrons of the Group were the 503rd
and the 504th. We replaced pilots who
had either completed their tours or were
killed or missing in action. Upon reporting
to Fowlmere Squadron Headquarters, I
was taken to a quonset hut and shown
to my bunk. There on the bunk was a B2
jacket, which everyone really coveted.
The bunk and jacket had belonged to the
pilot Ihad replaced, Capt. Richard Olander,
who had been killed in action. He had not
assigned the jacket to be sent home, so
ITended up with it. Many years on at one
of our Squadron Reunions and by total
coincidence, I met his niece.
The Sergeant took me down to the flight
line. The Group was off on a mission. One
of the guys saw me standing there and
came up and said, ‘Why don't you go sit
in aP-51?"l got in and sat down, getting
familiar with the cockpit and was in awe. It
was the 51, the plane everyone wanted to
fly! This was no P-40. Then he said, “Why
don’t you get a parachute and take a flight?”
We went over all of the controls. He gave me
directions. I started the engine and taxied.
I was nervous as hell. I took off, scared to
death that I wouldn't be able to find the
field again.. There were so many other
airfields in the area with other fighter and
bomb groups.I circled the field a couple of
times and landed. That was good enough
for me that day. After that, it was a few
more days flying with guys from the Group
as orientation. Everybody said, you'll get
Channel Fever, the fear of crossing the
channel toward enemy territory. We had
one guy who, anytime he had a mission,
would turn back. He was sent somewhere
else and not as a P-51 pilot. He washed out.
 IGOT IN AND
SAT DOWN,
GETTING
FAMILIAR WITH THE
COCKPIT AND WAS IN
AWE. IT WAS THE 51,
THE PLANE EVERYONE
WANTED TO FLY!
{UR
id

4 nid |

IF |

mw

at0%'

Clockwise from above: The ubiquitous Jeep was the mode

of transport to get from briefing to the ships on the line.
Mac Is at the far right, and his wingman George Shepard
is seated next to him. Hl Wearing his classic fighter pilot's
A-2 jacket and back parachute, Mac embodies the youth
of the WW II fighter pilot that fought for liberty during
1939-45. Posing in front of “Pistol Packin’ Mama” on
the dispersal at Fowlmere are pilots, Lowe, Diffensnatch,
MacClarence, and Shepherd. ™@
Mustangs of the 503rd
FS, 339th FG launch on a mission during the Spring of
1945 from Fowlmere. (Photos courtesy of John Dibbs via
“Mac” MacClarence)

Ay

we
ae on
AOE
ONE LUCKY BASTARD
It was fear. Then came my first mission. My
ship was the “Iron Bird". Imever had Channel
Fever. My biggest concern? I told myself,
“Don't screw up!”
Mustang missions
For missions, we began with the briefing,
where we all learned exactly what our job
was that day and were given information
on what to expect. Then it was breakfast
of usually eggs and sausage and very little
liquid, given our usual flight time of about
four to seven hours.
We were issued our Mae West vest,
G-suit, back parachute, .45 pistol, rubber
raft, and candy bars. We rode on the hood
of a Jeep to our airplane, where our ground
crew waited. The mechanics had been there
a few hours before we arrived to be sure
the planes were ready. We knew the planes
belonged to them. They “loaned” the planes
to us to fly missions.
We typically had 16 to 20 planes from our
squadron on a given mission. We rotated
days and missions. The basic operating unit
was the four-plane Flight. The Lead Element
included the Flight Leader and Flight
Wingman and the Second Element included
the Element Leader and Element Wingman.
The Leader attacked while the Wingman
covered the rear.
Our primary mission was to escort the
bombers to and from the targets and to
engage any enemy aircraft attacking them
or us. When airborne, we formed up and
headed east to catch up to the bombers,
which had usually been in the air for two
to three hours before we took off. They flew
much more slowly. We cruised at 250 to 300
mph and hada level flight top speed of about
400 mph.
The Bomber Stream of maybe 800 to
1,000 B-17s and B-24s created an amazing
sight: a huge highway in a sky of contrails.
We cruised along the stream looking for
Opposite page: Achtung
Indianer! This Is the cry the markings of the Bomb Group we were
made many atime by
assigned to protect. We always kept out of
Luftwaffe pilots upon
spotting the USAAF range of the bomber gunners, as you can
fighter escort descending imagine how nervous they were.
upon them to defend the
8th AF bomber streams. Bomber crews had a very tough job! On
Mike George shows the the bomb run, they had to fly straight and
classic lines of the P-51.
(Photo by John Dibbs/
level at a fixed speed and fixed heading
planepicture.com) with no evasive action possible to attain
10 FlightJournal.com
accuracy on the target. They did it through
heavy flak all around, never knowing
who would be hit. They were a soft target
for antiaircraft guns and suffered high
casualties. Watching them reminded me of
“The Charge of the Light Brigade.”
When the bombers started their bomb
run, some of us usually left and went on to
our assigned strafing targets, while some of
us stayed back waiting for the bombers to
escort them on the way home. We had six
.50-caliber guns built into the wings, which
packed firepower with a heck of a wallop.
Our strafing targets varied, and included
airfields, planes, antiaircraft, trucks,
buildings, and targets of opportunity on
the way back. One objective was to destroy
enough planes so that the Russians didn't
get them. We came in low and fast with
very little element of surprise as they could
hear our engines coming. The targets were
generally protected by antiaircraft guns..
A good percentage of our casualties were
during ground strafing.
By this time in the war, January of 1945,
the Luftwaffe, had been seriously weakened.
Encounters of aerial combat were fewer and
further between. Strafing was high risk. On
one mission, Irecall, we had been strafing
and one of our Flight, Lt. Roland Gousie, must
have been hit and his engine was damaged.
He went down in a field and belly landed.
The other three of us circled the field and
saw him get out. As he walked through the
field, we kept circling and watching to see if
someone would come out to shoot or capture
him. We couldn't stay long as we only had so
much gas. We left, and [never heard what
happened to him.
When strafing, we came in usually in
groups of two at very low elevation, as low
as we could, going fast and picking targets
on the airfield. We were looking for wires
on the way in and out. After firing, we kept
going, sometimes just skimming over a
hangar. We got out fast. I didn't really notice
other planes in our group; when going in,
it was just you, single-minded and fully
focused on picking the target, going in at
300 or 350 mph and then getting out. All
of your attention was on one thing. On the
other side, we looked for the other guy in
Continued on page 15
 ONE LUCKY BASTARD

LUCKY BASTARDS’ CLUB

“The Lucky Bastards
Club" Certificate,
which the author’s
father received
signed by his Bomb
Group C.O. and
Squadron C.O.
George Shepard was my wingman on
April 17, 1945 . We were issued the usual
equipment and rode to our ships on the
hood of a Jeep. The weather was fine that
day. We took off about 9 am formed up
and headed to meet up with our assigned
Bomb Group. I don’t recall any particulars
on the escort.
After the bombers started their run,
the 339th Squadrons split up and went
to various strafing targets. The 505th
discovered and hit a dispersal area
where enemy aircraft were dispersed and
camouflaged over a large area, south of
Pilsen in Germany near Pocking (in Passau).
We attacked to destroy enemy aircraft and
antiaircraft.
On my pass over the targets, I was
shooting and they were shooting back! I
took a hit on my right wing and had a hole
near the flap. I didn’t know if I could fly.
The engine was running. I scanned the
instrument panel. Everything was ok, as far
as I could see. I crossed my fingers and
headed west.
April I7 was a joy ride home. I left the
target not knowing how long the airplane
would fly. I just headed up to over 10,000
feet and watched my fuel. I was looking at the
Alps, trying to make sure I knew where I was.
When I flew over Lake Starnberg, southwest
of Munich, I knew if I flew about 280 or
290 degrees, it would bring me in the right
direction. After another 30 minutes, I called
Nuthouse, the Radar Station in Belgium, and
said, “Heading to Manston.” They gave me the
direct heading. I had one objective: go as far
as I could go and hopefully make Manston.
The farther I went, the more confidence I
had. My instruments were still ok and no
one was bothering me. I may have had more
ammunition, but I didn’t know. I didn’t care. I
wasn't looking for combat!
I was now flying over the Channel and
Manston was just on the other side. I called
Manston and said, “P-51 landing directions.”
They answered, “Mustang right side of the
runway, then get the hell off the runway and
fast. We're busy!” I wasn’t sure if the landing
gear would function properly. I headed in and
was surprised the gear went down. I wanted
to land right at the end of the runway and put
the flaps down. I landed, slowed down, and
pulled off on the grass. I sat there, sweating,
and I am sure, I was not in a relaxed mode.
I just thanked the good Lord. I looked at
the wing. I sat there a while. Eventually, I
pushed the canopy back. I got out, sat on
the wing and took a look at the action. It was

|Births ath day of Ap vc.

of fake
ninekeen hundred
Finds it expe
dient to
and forty five,
trace on the roll of
the fickle Finger frightening: heavy bombers were coming in.
I wasn’t more than maybe a hundred yards
fram them. You couldn't help but be aware

LUCKY RDS CLUB of the damage and the big holes. Some of
them came in shooting flares, which meant
they had wounded onboard. That’s why the
Ysbart Vi. Oelasker ¢
tower had told me to land and get off the
the Flying Fortress ‘special dur
prot on rkabl reer
ing forth and
O1
$4
return runway fast. Those bombers had to get down
day achiev
a4 of Hun Flak, for bring: as quickly as possible, and they didn’t need a
for having This for having
brayee the Nevards the Luftwaffes
rv times, for bending
qnoles Than cronies tons bP abs.
of

A.Ewho sponser these pro- Mustang in the way. When they were so shot
lt itler an dhs tt
ing to ti the courtesy © up or had badly wounded crew, Manston’s
pack; all Yhrove) The interest of WW
lo qpeople
grams in 9,000-foot-long, 750-foot-wide runway allowed
CO
“SQUADRON
Allied aircraft in distress room for emergency

O-
landings.
PADRON
Finally, a jeep pulled up and they asked,
AIR EXEC
“What do you need?” I said, “Gas.” Those
bombers were right there. It was the first

L time I had really seen the damage close

up. I was thinking, “Thank God, I am flying a

12 FlightJournal.com
 «tert

mma pep.

ah! én

+
,
Wy
wn

4 °
68
9 0 o @
o @
oO *,
oe

e 92 o
-3 2?

i a”
AE
-
a
7
5 ‘
-
*
hme. .
4 Oe ads

heard about casualties, we just took it. What his Crew

Mustang.” When I think about it, it still makes
me cry. They were in trouble.
I was able to make contact with Fowlmere,
as the Radar Operator was still on duty. He
gave me a heading home. I landed and taxied
to my hard stand. My Crew Chief, Les Harbold,
was waiting. He looked at me, shook his head
and said, “You were lucky!” I think he also
said, “Keep saying your prayers.” We were both
looking at the hole: the anti-aircraft round had
just barely missed the spar, which supports
the wing and holds the flaps. Some of the
shell had also gone into the fuselage and
missed the gas tank just behind me. Someone
came out and took my gear and we went to
the mess. That night, I learned that two guys
were killed that day. One was Bill Preddy of the
508rd. Bill was a friend. I had been in training
with him in Venice, Florida in the P-40s and we
flew together there. Bill’s brother George was
the top P-51 ace of WWII. He had been killed
by Allied fire on Christmas Day, 1944. When we
“Mac” and
Chief discuss the hole
could we do about it? left by the German flak
The combat report for that day showed that _—_
on April 17, 1945. (Photo
there had been 20 mm guns and 40 mm gun courtesy of John
Dibbs
via “Mac” MacClarence)
firing at us during the attack. Also, it indicated
there were 25 huge fires and 14 smaller fires
as we departed. The 505th had destroyed 39
enemy aircraft and had damaged nine on the
ground. One of our guys knocked out one of
the 20 mm guns. The Group totals for the day
were 67 destroyed and nine damaged. I was
credited with two aircraft destroyed and one
damaged.
Two days later I was flying again, but in
another plane, “QED.” My damaged “Iron Bird”
was thoroughly checked over the next few
days and aside from needing repairs to the
exterior, the wing, and the fuselage, none of its
vitals had been damaged. A bit unbelievable. I
test-flew it and about a week later it was back
in service.
April I7 had certainly been my lucky day!

November/December 2020 13
 weap

wy

Mike George started saving for a P-51 when he was 12 years old.
He bought one when he was 29. He named it “Worry Bird” to honor
339th FG pilot, Lt. Bob Frisch, pictured below. Bob flew from Fowl-
mere with the 503rd FS and survived the war to retire to Spokane,
Washington. (Photo by John Dibbs/planepicture.com)

AIR COMBAT MUSEUM-HOME OF THE WORRYBIRD

The Air Combat Museum boasts an impressive Kansan, Taylorcraft L-2M Grasshopper, Vought
and grawing collection of old iron, including the F4U-5N Corsair, and Beechcraft T-34B Mentor.
P-51 Mustang “Worry Bird” featured in this story. The museum also hosts several more neat
This 1944 model saw combat service during WW restorations, including WW IT armored vehicles.
II and is painted as one flown by Bob Frisch of The museum is located in Springfield, Illinois
the 339th Fighter Group based at Fowlmere, at 835 Airport Drive South, (217) 522-2181. It is
England. definitely worth the trip if you want to be a part
The unique mission of the Air Combat Museum of history preservation and see these great
is to get you up close to the restoration process airplanes up close and personal!
of vintage military aircraft. At any given time
when you enter, you can expect the
unexpected as it relates to the type of
aircraft that are being restored and at
what stage they may be in during the
process. Wherever you look, there is
quite an array of parts assembled on the
floors and walls for current and future
restorations.
According to president and founder
Mike George, this is a “working museum,”
and he wants you to be a part of history
preservation. George has been passionate
about warbirds since he was very young,
and a matter of fact, he started saving for
his first fighter at the age of 12! That dream
was quickly realized in his twenties when
he purchased a T-34 Mentor and by his 28th
birthday, a P-51 Mustang!
Other aircraft of note include a Fleet
Model 9, Ryan PT-2e Recruit, Beechcraft AT-11
 4721725

IRONBIRD

Lt. William “Mac” MacClarence’s 339th FG,

505th Squadron P-51, circa 1945. (Illustration by
Chris Davey, courtesy of John Dibbs)
Continued from page 10

the Element and the others in the Flight to
head home together, but if we didn't see
them, we looked for anybody else to join
up with and otherwise flew home on our
own. Sometimes, we came across targetsof
opportunity, like shooting up a locomotive.
Iremember shooting onelocomotive onthe
way home. Likely, the whole Flight would
take a shot at it, if we were together, though
it may have just been our Element.
We took one pass and that was it. To
show you what a jerk I was, while strafing
about 15,000 feet while the bombers were
at 24,000 feet. Suddenly, a 262 came down
through the bombers at very high speed.
He was heading to base and didn't see us.
We went after him, pushed full forward.
Steve Ananian took along shot and hit him,
whichslowed him up, allowing Steve to get
close enough to get him. After that we took
off. The 262s were not really aerial combat 339th FG Mission board
aircraft. They had the speed to fly down in during the operation to
passes, firing through the bombers. They Ramegan whic allowed
would fly back to base into an alley thathad Allies to cross the Rhine.

Tempelhof Airfield in Berlin, I was flying flak on both sides, so we couldn't follow
(Photo courtesy of
with Capt. Owen Farmer. We made a pass, them there, MacClarence)
andI was shooting anything!
could shoot. We pulled up. I said,
“Owen, let’s swing down and
do it again.” He said, right back,
“Red 2, get up here!” He was
Red Leader, an experienced
pilot and! was an eager beaver.
Owen would have wrung my
neck right there if he could
have. Nobody went back for
seconds on airfields protected
by antiaircraft. You took one
pass and hoped you made it
through. In later years, went
I

back to Berlin and landed at

Templehof. I looked around and
thought to myself, ‘Good God!”
One day, we encountered
the enemy jet, an Me-262.
Our plan was, our plan was to
have two of our flights break
away from bomber escort. Our
job was to camp out and wait

November/December 2020 15
ONE LUCKY BASTARD

in the day and the other later. Train and road

Lt. William “Mac” Mac-
Clarence receives the
Distinguished Flying Cross
from Fighter Wing Com-
mander, Brigadier Gen-
eral Murray Woodbury, at
Fowlmere, 1945. (Photo
courtesy of John Dibbs via
“Mac” MacClarence)
CREDITS & MEDALS
» 36 Missions
» 1 Me 410, April 4, 1945 - Destroyed
» 3 Ju 88, April 10, 1945 - Destroyed
» 1 U/ISE, April 16, 1945 - Destroyed
» 1U/ITE, April 16, 1945 - Destroyed
» 1 He 111, April 17, 1945 - Destroyed
» Ju 88, April 17, 1945 - Destroyed
» 1Ju 88, April 17, 1945 - Damaged
» EAME Theater Ribbon with 3 Battle Stars
» Air Medal with 11 Oak Clusters
» Distinguished Flying Cross
» 1 Overseas Bar
traffic and buildings were destroyed. They
weren't taking any chances.
We always wanted to have some
ammunition in reserve for the way back.
There is nothing more helpless than a
Mustang with no ammo. We tried to fire
in short bursts to conserve. Besides the
danger of running out of ammo, firing long
bursts resulted in having to have the gun
barrels changed out.
For longer missions, we had drop tanks
with about 200 gallons of extra fuel. Flying
at high speed and high altitude, none of
us had much gas left when we returned. If
we were running short, we looked for any
airfield to gas up in Allied controlled areas
on the continent or in England.
Weather was often dangerous and could
cause casualties because quite often we
took off through the overcast with very
limited navigation equipment. Some
experienced vertigo, losing their bearings
and not knowing up from down, and
crashed. When returning from a mission
on a good weather day, it was easy once
we made it back to safe airspace, assuming
the airplane was in good shape. On a bad
weather day, we felt our way across the
English Channel and let ourselves down
under the weather until we could see the
water. Some of the guys said the ceiling was
so low, they were missing church steeples.

Another mission on March 24, 1945 was Victory in Europe

when we were covering the U.S. Army
advance on the eastern side of the Rhine
after they, fortunately, had captured the
Ludendorf Bridge at Remagen. They had
built additional bridges to cross over the
Rhine. We were assigned areas out to the
east of Remagen to protect the Army push
east. A photo of our Operations Chart for
the day showed the 339th and seven other
Fighter Groups assigned to individual
areas forming a very large arc of defense.
The 339th was split into two groups with
staggered takeoff times, one covering early
We heard the news on May 8, 1945 and
the feeling was mixed. We had all wanted
to be aces. By the time we got to the war,
there weren't many chances to become an
ace because aerial combat became quite
infrequent.
After VE Day, we had about a month when
we could take a plane and go anywhere we
wanted, One day, George “Shep” Shepard
andI flew very low over my aunt's house in
Dorset in Southwest England. We flew so
close that the chimney soot came down into
the house. She was really mad at me and so

THERE IS NOTHING MORE HELPLESS THAN A MUSTANG

WITH NO AMMO. WE TRIED TO FIRE IN SHORT BURSTS
TO CONSERVE.
16 FlightJournal.com
cry 17 “f f
A’
f, Se
k

oy

to
7g?
ni "

Damascus steel orged to throw them for a curve at only $7

centuries, Damascus steel What customers are saying
Fe
a

blade was instantly recognizable about Stauer knives...

and commanded immediate respect.
Recognizable because the unique
and mysterious smelting process “Very hefty, well-built knife
left a one-of-a-kind, rippled texture and sheath. Extremely good-
on the steel, and respected because looking and utilitarian.”
Damascus steel’s sharp edge and — R., Lacey, Washington
resistance to shattering were the stuff
of legend. If you carried Damascus Damascus Curva Knife, you'll be
steel, you were ahead of the curve. ready to throw a curve of your own.

Today, you can own the legend. BONUS! Call today and you'll also Limited Reserves. Damascus steel
receive this genuine leather sheath! blades are a lost art form that only a
The Damascus Curva Knife
handful of artisan bladesmiths have
celebrates those legendary blades.
mastered. These legendary blades take time to forge and only a
Tt uses modern Damascus steel, with the same rippled texture
few are crafted each month. Don’t let this beauty slip through
pattern on the blade, to create a curved folding knife that’s
¥" in total your fingers. Call today!
7 length. With a liner lock mechanism, which
allows the knife to be opened and closed using just one hand, Damascus Curva Folding Knife $+79*
and a ergonomic handle made of buffalo horn and colored
Offer Code Price Only $79 + S&P Save $100
bone, this $79 knife is a trophy for any hunter or collector.
Your satisfaction is 100% guaranteed. Feel the knife in 1-800-333-2045
your hands, wear it on your hip, inspect the impeccable Your Insider Offer Code: CFK293-01
craftsmanship of Damascus steel. If you don’t feel like we You must use the insider offer code to get our special price.
cut you a fair deal, send it back within 30 days for a complete
14101 Southcross Drive W., Ste 155,
refund of the item price. But we believe that once you hold the
“The most common aspects ofDamascus steel knives
Stauer’ Dept. CFK293-01
Burnsville, Minnesota 55337 WWww.stauer.com
that enthusiasts consider ideal are the aesthetics and * Discount is
only for customers who use
$ CONSUMER
the offer code versus the listed original
=,
eas pz
— Knife Informer Ese
high performance.” Stauer.com price. Rating of A+
icone

¢ Damascus steel blade & bolster ¢ Buffalo horn & colored bone handle » Liner lock
¢ Overall length, open: 7 4" © Includes genuine leather sheath

Stauer... Afford the Extraordinary.°

ONE LUCKY BASTARD
were the local farmers.
Then things suddenly tightened up. We
were getting set to go to Okinawa. We were
studying maps and navigation and still
training in P-51s, so we assumed we would
be flying them against the Japanese. We
took our planes to a depot where they were
being packed for shipment. As far as we
knew, they were going to Okinawa.
I was on leave in Edinburgh, Scotland
visiting my uncle, when we heard that they
had dropped the second bomb on Japan. We
were down on Princess Street. The war was
over! Everybody was there celebrating.
Ireceived orders to go home. We boarded
a freighter and came home to Boston on
September 5, 1945. went back to Columbia
I I want to thank Mac for his time in
University, where I was offered a job to
interview veterans who had flown.
After the war I met and married my wife,
Toni, and we raised a family of four kids.
After graduating from engineering school,
Ihad gone to work for General Foods with
many different assignments in the U.S. and
WE PUT THE 'FLY'
IN SCIENCE
Free Flight weent
Hand Launch
Catapult
Profile Scale
NOT AS BORING
AS HOMEWORK
© www.whistlepigtoys.com
_When you support
|
our advertisers, _ Flight Journal join our TEA
you support
TJ
ip
4 events near you? Highlight outstanding
18 FlightJournal.com
overseas. We retired in Martha's Vineyard
Massachusetts and Naples, Florida.
We were lucky. I often thought how lucky
I was. The Mustang was designed to doa
job, and its performance was spectacular.
To have had the opportunity to fly a P-51
is probably one of the most memorable
experiences that any pilot could have. I
think P-51 pilots would agree that compared
to most travel sights we had encountered in
our lives, none could compare with what we
saw at 20,000 feet over Europe! It definitely
wasn't built for comfort, but what a view! >
NOTE FROM THE AUTHOR
describing his military service and
experiences. I greatly appreciate the access
to his personal papers, photos, and other
information. We all owe him and the 339th
Fighter Group a debt of gratitude for their
sacrifice and service.
We A
FLYINGRAPHICS
wwwflyingraphics.com
Graphic tshirts designed
for aviation enthusiasts
Visit our website and
see a collection of over 180
Cat HEU
Take a look at the new collection
www. flyingraphics.com of Century Series jets
|!
If you'd like to contribute, here are a and legends
few topics we're interested in getting )) Vintage aircraft restorations: Interviews
articles and videos about, or send us with the team, with close-ups of the
your own ideas! work
)} Interviews with pilots and aviation
)) Aviation-based book reviews insiders
)» Tool, gadget, and accessory reviews ) Airplane galleries: Close-up photos of
)) Event coverage: What's happening at unusual aircraft and warbirds, with an
interview with the owner(s)
planes and share stories from local pilots
Check out more here: flightjournal.com/ contributors
 A Sparkling Celebration of
Love
and Pride
Your
fer
‘Airman
15 Genuine Swarovski Crystals

Air Force,, Winged Symbol

with 18K Gold-plated Accents Shines
within the Unique Infinity Design

Beautifully Engraved

\Y¥.

A INFINITY PENDANT

Back View

Stand By Your Airman Forever

Your beloved Airman serves our country and defends freedom wherever challenged, with a loyal and abiding commitment to Fly, Fight, Win They are the dedicated elite
of the United States Air Force,,,. Now, you can show your unwavering pride and support for your noble Airman, with the “! Love My Airman” Infinity Pendant, a new jewelry
exclusive as stylish as it is meaningful.

Exquisitely designed, this exclusive pendant is finely hand-crafted and lavishly plated in sterling silver with rich 18K gold-plated accents. It features a unique heart-shaped
bail that gracefully twists into a symbolic infinity design for a stunning representation of your forever love for your Airman. The twisting strand of precious sterling silver
marvelously showcases an extraordinary total of 15 genuine Swarovski crystals, along with the winged Air Force,,, Symbol. Plus, the reverse side of the pendant is elegantly
engraved with the sentiment, “/ Love My Airman.”A coordinating 18" chain completes the elegant look.

AN INCREDIBLE VALUE... ORDER TODAY!

This meaningful pendant is a remarkable value at just $79.99*, and you can pay for it in 3 easy installments of $26.66. A lovely presentation, it arrives in a velvet jewelry
pouch and gift box with a Certificate of Authenticity. To reserve yours, backed by our 120-day guarantee, send no money now; just mail in the Priority Reservation today!
™Department of the Air Force.
Officially Licensed Product of the Air Force (www.airforce.com)
Order Today at bradfordexchange.com/4 1 805 ©2020 The Bradford Exchange 01-31803-001-BI

PRIORITY RESERVATION SEND NO MONEY NOW

The Signature
Bradford Exchange
bradiord Exchange Mrs. Mr. Ms.
Name (Please Print Clearly)
'

9345 Milwaukee Avenue, Niles, IL 60714-1393

' Address
YES. Please reserve the “I Love
My Airman” Infinity Pendant for me State Zip
City ‘

as described in this announcement. Email

Actual Size LIMITED TIME OFFER. “Plus a total of $9.98 for shipping and service, (see bradfordexchange.com). Please allow
4-6 weeks after initial payment for shipment. All sales subject to product availability and order acceptance. 01-31803-001-E12051
 David Hadfield handles the controls of the P-40N-1 Kittyhawk
while he reacquaints James Francis “Stocky"” Edwards with
his former war mount. The plane is hangared with the rest of
the Wings of Canada vintage aircraft collection at Gatineau-
Ottawa Executive Airport. (Photo by Eric Dummigan)

Sere
nee meets ele de:ars TNEvols
ate
MBS BO
ae

as

Wiese
mre

SEN

st elit
KITTYHAWK JUNGLE RESCUE
Substantial parts of the original airframe remained intact.
(Photo courtesy David Hadfield)
44
NS
Above and below: A warbird’s provenance comes from
original wing and fuselage skins like as shown in these
photos. These were available in the hangar for reference
during the restoration. New skins are of course required
for airworthiness. (Photos courtesy David Hadfield)
HARVEY’S FAVORED AIRPLANE BECAME A GRUB-INFESTED,
CREEPER-COV ERED, INSECT TENEMENT.
22 FlightJournal.com
&£
,
“at an
sk
Incredibly, you can still see traces of the original
1944 paint. (Photo courtesy David Hadfield)
Harvey watched the first P-40 in the landing pattern sequence
touch and immediately flip. Apprehensive, but with no other choice
since every aircraft's low-fuel-pressure light flickered red after
an exhausting positioning flight, he lowered the “alighting gear.”
Concentrating on landing shorter and slower, his 30-inch tires and
oleo-pneumatic shock struts locked into place under the 37-foot,
3.5-inch wings. At contact, he, too, went upside down in a flurry of
lacerated leaves, shredded bark and surprised ants.
Bomb craters created by previous softening-up attacks had
disturbed the water table and turned the ground engineers’
handiwork into gigantic mud pies. A desperate construction
commander ordered Harvey's P-40 pushed aside before the
concussed pilot could extricate himself. The remaining squadron
aircraft managed to find compact spots and finished their flights
correct side up. As for Harvey's favored airplane, A-29-141 (USAAF
42-10487), became a grub-infested, creeper-covered, insect
tenement.
Recovery & restoration
Decades later, warbird enthusiasts began searching the world for
restorable Curtiss P-40s. In 2001, Australian restoration expert
Robert Greinert discovered Harvey's relatively intact A-29-141.
After dragging his find into daylight, he passed the remains to
New Zealand's Pioneer Aero Restorations in Ardmore. Founded in
the early 1990s, the organization knew fighter airplanes well after
completing seven P-40 rebuilds since 1998.
Acquainted with wrecks and rarities pried from swamps and
jungles, the patient New Zealanders ignored the stench of rotting
land snails in Gruenert’s shipping containers and went to work.
After scraping and pressure-washing surviving components of
what turned out to be a Curtiss P-40N-1 version, the Pioneer Aero
artists printed a 20-page inventory. Some items, they realized, such
as engine mounts, radiators and engine controls, could be rebuilt but
others, like fuel tanks and pulleys, needed new fabrication and all
rubber- and plastic-covered wires needed to be replaced.
 ‘
“

Above: The paint scheme

was very carefully
researched to match the
actual ‘“‘over-paint” mark-
ings applied in the desert.
The finish was deliber-
ately non-glossy as per
wartime standard. (Photo
courtesy David Hadfield)

Left: The “Ram's Horn”

intake manifold of an Al-
lison V-1710, designed by
Chief Engineer Ron Hazen,
substantially improved
performance when it was
first introduced.

Right: Pioneer em-

ployee Martin Hedley
fits the cowl—an endless
process of tweaking and
adjustment.
Meanwhile, in Canada, retired Cognos CEO
and philanthropist Michael U. Potter turned
his personal warbird stable into the Vintage
Wings of Canada collection at Gatineau-
Ottawa Executive Airport (CYND). Potter
and like-minded historians initiated the “In
His Name” program to adorn chosen aircraft
with painted panels commemorating World
War Il air force veterans. When Potter
suggested a Heritage Flights subdivision to
generate revenue through fighter rides, a
two-place P-40 became the organization's
goal, and Desert Air Force fighter ace, Wing
Commander James Francis Edwards—
who amassed 20 aerial victories during a
14-month tenure in North Africa—became
an honoree.
Word of mouth in the warbird community
brought Harvey's salvaged airplane to
the group's attention and within weeks,
member David Hadfield and wife Robin
travelled to New Zealand for negotiations
with Pioneer Aero to finish A29-114 to
vintage specifications.
On April 25, 2009, New Zealand test pilot
Frank Parker flew the first flight of civil-
lettered ZK-VWC since jungle herbage
had abruptly enveloped Harvey's P-40 65
years before. Parker collated a collection of
suggestions that would be reviewed when
the aircraft reached Canada. He warned
of harsh engine power application raising
the tail with consequent propeller damage.
During takeoff, smooth throttle reduced a
tendency to swing left, and full right rudder

November/December 2020 23
 KITTYHAWK JUNGLE RESCUE

P<
> af

AG The hydraulic auxiliary hand pump on the cockpit's right

side requires 80 strokes to lower landing gear and 17
strokes for full flap. (Photo by Robert S. Grant)

\
Hanging the rare Curtiss electric prop for the first time. Great care must be taken to fit
the electrical “brushes” and contacts. (Photo courtesy David Hadfield) To raise landing gear, CurtissP-40N-1 pilots pull the
round safety latch bolt before lifting the handle. A switch
on the control column needs to be activated before
helped maintain a straight run with right aileron to keep wings level. hydraulic pressure feeds the system. (Photo by Robert
S. Grant)
“Throttle response is good with no flat spots. On some aircraft, we
have experienced a tendency to slight roughness and even possibly
amisfire as the boost (engine power) is brought back from a higher
setting,” Parker wrote. “This may have something to do with the
auto-boost system operation but can cause an increase in the pulse
rate—it is usually evidenced by a sudden loud misfire.”
Parker's flight turned out to be problem-free. He suggested,
however, that in the unlikely possibility of a forced landing, the pilot
should always select wheels up regardless of how suitable a potential Curtiss P-40 Desert Air Force pilots rarely performed
takeoffs with canopy closed. In cruise, they used the
touchdown site might appear. Damage would be minimal and the large crank above the radio panel to seal themselves in.
“danger of flipping onto your back will be mostly eliminated.” He (Photo by Robert S. Grant)
concluded by stating that the aircraft ‘is a joy to throw around.”
Fully restored, the disassembled P-40 arrived in Canada and
to everyone's relief, no New Guinea death adders crept from the
containers. Ironically, the P-40 Kittyhawk Mk IV, as Canadians call
it, would not be the only Buffalo-built example north of the US.
border. Across the river from Vintage Wings 24,000 square foot
hangar, the city of Ottawa’s Canada Aviation and Space Museum
has displayed a static P-40D since 1964.
Vintage Wings’ latest flagship depends on an Allison 1,350hp
V-1710-81 liquid-cooled engine. Sometimes confused with Above: Pilots would ap-
USAAC/USAAF P-40 Warhawks or earlier long-nosed RAF preciate having elevator and
rudder trim controls near
Tomahawks, Kittyhawk Mk IVs went to war in several versions the throttle quadrant when
with differing armament packages and fuel tankage. All models maneuvering during low level
utilized supremely strong five-spar, seven-longeron wings. air battles.
Left: The self-sealing linings
Fighter ace Clive Caldwell pointed out an incredible ability to of C-FVWC’s fuel tanks have
withstand punishment and violent aerobatics. Mid-air collisions been replaced with fiberglass
units. With engine running,
and intentional ramming attacks rarely brought them down. At the click of the “fuel cock,” as
maximum speeds up to 370mph, few airplanes could out-roll hard- British pilots call the selector,
cannot be heard and must be
turning P-40s in low level combat, although at higher altitudes they confirmed by a distinctive feel.
were outperformed by German and British fighters. (Photos by Robert S. Grant)

24 FlightJournal.com
 CULV EGE:

odell
Serving Modelers Worldwide ince 1976 ae
«| iain Ua
detail.
ROT N NOON YS
SS
wy
We PRY,
» WK

si
ae Aw
ar

ex
wes
4

BX
MobpEL. Airways

MODEL AIRWAYS SOPWITH CAMEL WW FIGHTER - WOOD & METAL MODEL KIT 1:16 SCALE
Model Airways has gone to great lengths to recreate this legendary World War fighter. Designed from original
|

plans, photographs and restored aircraft on display in several museums, the historically accurate model repro-
duces virtually every detail of the real airplane.
Dy Nic KIT FEATURES
Ke * True-to-life structural static model without fabric
=e covering reproduces virtually every detail of the real aircraft
7%: * Over 150 laser cut birch
parts for wings and fuselage
wet

eS * Over 70 Britannia metal

* More than 350 other

e |llustrated

Wingspan 21”
parts for building perfectly scaled Clerget 9-B engine
accurately scaled Britannia metal, brass and rubber pieces, plus copper wire
step-by-step instructions & five sheets of detailed plans
¢
Fuselage 14-1/16” Scale 1:16 (3/4” = 1 ft.)
mS6 No. MA1030 To Order - Free Shipping!
W MSRP $299.99 ouR PRICE *P4929 189° Use Promo code: CAMEL

See our complete line of historically accurate wood and metal Model Airways kits in 1:16 Scale at
www.modelexpo-online.com or call toll free 800 222-3876 (9a-5p Eastern Time)
NIEUPORT 28 RICKENBACKER ALBATROS D. VA CURTISS JN - 4D
IN NESS
5

4
rare
A ~

No. MA1002 No. MA1001 No. MA1010

Wingspan 20” « Fuselage 15-3/4” Wingspan 22-1/2” « Fuselage 18-1/4" Wingspan 32-1/2” ¢ Fuselage 20-1/2"
OUR PRICE $219.99 MSRP $299.99 OUR PRICE $219.99 MSRP $299.99 OUR PRICE $399.99 MSRP $499.99

WRIGHT FLYER DR. 1 FOKKER CLERGET ROTARY ENGINE

No. MA1020 No. MA1040 No. MA1031

Wingspan 30” « Fuselage 15” Wingspan 17-3/4" ¢ Fuselage 14-1/8” Height: 3-3/4” Prop Dia: 6-3/4"
OUR PRICE $99.99 MSRP $119.99 OUR PRICE $299.99 MSRP $399.99 OUR PRICE $39.99 MSRP $49.99
KITTYHAWK JUNGLE RESCUE
Arr
Vintage Wings researchers decided
to reproduce the camouflage of a No.
260 Squadron P-40N-1 lettered HS-B in
Edwards’ logbook.
Canadian first flights
Hadfield undertook the first Canadian
flight of the ‘airborne jewel” on July 12,
2009. Logbooks for re-registered C-FVWC
indicated 6,148 lb. empty and a 9,352 Ib.
takeoff weight. Pioneer’s 134-page Aircraft
Flight Manual (AFM) showed that the
complicated 12-cylinder powerplant needed
18.62 gallons of glycol-water mixture
and eight gallons of oil to function. Other
necessary liquids included two gallons
of hydraulic fluid in a two-outlet tank
behind the fuselage access door. More data
explained that the Allison engine produced
51 Hg and 3,000 rpm on takeoff.
Maximum fuel capacity was placarded at
85 gallons since one tank had been removed
to ensure space for the rear seat. For start,
THE DISASSEMBLED P-40 ARRIVED IN CANADA AND TO
EVERYONE’S RELIEF, NO NEW GUINEA DEATH ADDERS
CREPT FROM THE CONTAINERS.
26 FlightJournal.com
am
br
oe |
most
4
Pioneer Aero and Vintage
pilots activated what Australians called a
Wings restorers have
“doper” or primer and, in cruise, the Allison worked diligently to pres-
averaged 40 gallons per hour. A gun sight ent the Curtiss P-40N-1
instrument panel as
with rheostat and circuit breakers had original as the day then Lt.
been installed for authenticity. Although W/C Commander James
flight school Cessna 152s could be difficult
to see from a fast-moving fighter airplane,
an Fawards
settled
Hadfield had no plans of attack.
Gatineau-Ottawa airport's limp windsock
indicated calm winds but if crosswind
exceeded the 10mph limit, Hadfield’s
flight would have been aborted. In this
case, 17 seconds after advancing throttle,
the powerful Allison sounded more like
a cluster of barking British bulldogs
than an assemblage of oiled parts and
combusting 100/130 gasoline. As wheels
retracted rearward into the wells, each
assembly rotated through 90 degrees with
mechanical assist from pivoting collars.
Canvas protector sacks or wheel bags
reduced impact. Oddly, no provision existed
to lock the tailwheel up. Only when Hadfield
 oe 33

WAT

6d

Pn, ®

ACCREDITED +
BUSINESS

Micromesh - aes
|

Virgin Vinyl a

Hanger

Existin
SENIOR &
Gutter MILITARY DISCOUNTS

ay CALL US TODAY FOR

A FREE ESTIMATE THE FIRST 50
CALLERS WILL
RECEIVE

Promo Code: 285

Mon-Thurs: 8am-11pm, Fri-Sat: 8am-5pm,
Sun: 2pm-8pm EST
|
YOUR ENTIRE INSTALL!
**Offer valid at estimate only
|i
*The leading consumer reporting agency conducted a 16 month outdoor test of gutter guards in 2010 and recognized LeafFilter as the “#1 rated professionally installed gutter guard system in America.” *For those who qualify.
**Offer valid at time of estimate only **One coupon per household. No obligation estimate valid for 1 year. CSLB# 1035795 DOPL #10783658-5501 License# 7656 License# 50145 License# 41354 License# 99338
License# 128344 License# 218294 License# 603 233977 License# 2102212986 License# 2106212946 License# 2705132153A License# LEAFFNW822JZ License# WV056912 License# WC-29998-H17 Nassau
HIC License# HO1067000 Registration# 176447 Registration# HIC.0649905 Registration# C127229 Registration# C127230 Registration# 366920918 Registration# PC6475 Registration# IR731804 Registration#
13VHO09953900 Registration# PA069383 Suffolk HIC License# 52229-H
KITTYHAWK JUNGLE RESCUE
va
Most early Curtiss P-40s used two .50 caliber Browning nose guns but P-40N-1 ver-
sions depended on six .50s and could be fitted with bomb racks or a belly-mounted
fuel tank. Two armor plates weighing 50 and 125 pounds protected the pilot. (Photo by
Robert S. Grant)
Above: The Curtiss P-
40N-1's split trailing edge
flaps lower hydraulically
to 45 degrees. Maximum
speed before selection is
140mph. Vintage Wings
volunteers labor cease-
lessly to keep the flaps
clear of grass stains.
Right: Mechanical Landing
Gear Position indicators
above the oleo struts
confirm wheel extension
only and not a positive
lock down. The only infal-
lible check is pumping an
auxiliary hand pump until
it is rigid.
Far right: A colored peg on
the left wing top surface
serves as a flap position
indicator. The green band
indicates 15 degrees, and
when flaps are full down,
three colors show 45 de-
grees. (Photos by Robert
S. Grant)
28 FlightJournal.com
selected a landing gear control handle to
“off” on the cockpit’s left side could he, or
Harvey before him, ensure it did not drop
into the airflow and create drag.
“The aircraft gained speed quickly and
attempted to lift off before the tail was
raised. At that point, the tail was positively
raised to increase the control and the
aircraft allowed to fly off,” Hadfield reported.
“Un-stick speed was quite low (10Omph).
Directional control was good. Flaps were not
used.”
Following al150mph climb to 6,000 feet,
Hadfield adjusted power to 25 Hg and 2,500
rpm for al80mph cruise. Throughout the
30-minute flight, he jotted meticulous notes
and reviewed Parker's suggestions while
monitoring temperatures and electrics. A
28.5-volt engine-driven generator and 24-
volt battery provided power to hydraulic
flaps and undercarriage as well as the
Curtiss-Reid electric propeller. The AFM
described procedures to follow if locked
brakes, gear failure or, as in Harvey's
situation, bomb crater caused an upside-
a
down air show.
“In the unlikely event of an aircraft roll-
over with the front canopy fully closed, the
aircraft can be vacated by using the axe
located in the rear cockpit floor to smash
out the right hand knock-out windows of
the rear cockpit,” the AFM stated.
Like most professionals sampling
unfamiliar airplanes, Hadfield performed a
series of stalls to familiarize himself with
slow speed characteristics for approach and
landing. Other P-40 pilots described the
maneuver as benign and similar to North
American Aviation T-6 Texans with mild
wing drop. However, high-time aviator Mark
Hanna pointed out that if pilots allowed
stick buffeting to “persevere,” the follow-up
could become an unsettling event. Hadfield
never experienced problems, but added that
accelerated stalls could bring wing drop to
90 degrees and perhaps invert the airplane.
A wartime technical order confirmed their
comments:
“If full left rudder is applied at low speeds
under full power conditions, a reversal of
rudder load may be experienced, and in
extreme cases, the rudder will tend to lock
over,” the order read. The airplane will then
stall and the nose will immediately drop
beyond the vertical with consequent risk of
inverted spinning. This condition does not
occur in any normal maneuver nor with the
rudder over to the right.”
Pioneer proffered bail-out advice: A
pilot reduced to 140mph and jettisoned the
sectioned canopy. Next, the AFM suggested
standing on the seat, holding the sides with
both hands and placing the left foot on the
right front cockpit corner. For the grand
finale, the unfortunate individual completed
the drama by diving head first and leaving
behind a multi-million dollar specimen of
earthbound sculpture that would probably
pass his parachute.
No Vintage Wings pilots have abandoned
aircraft. Aware that his notes, intuition
and experience suggested a gear-down,
full-flap, 78mph stall speed, Hadfield
established final approach with safety
margin at 102mph. Boost pump on, landing
gear warning horn tested, he confirmed
wheels down in positive lock after waiting
D
for the 175mph maximum lowering speed. rs

Wings level and accustomed to tail wheel on

operations in DH.83 Fox Moths, Waco

Taperwings and his personally-owned
Fairchild 24, Hadfield “wheeled” both mains
on simultaneously instead of a three-point
landing. The eight-foot, 21-inch wheel tread
helped keep straight as he waited patiently
before applying sensitive toe brakes.
“Directional control was very good during
the rollout while the tail was up as it lowered
onto the tailwheel and as the aircraft
transformed to tailwheel steering,” Hadfield
said. ‘‘The brakes were lightly tested to
ensure they worked, then the aircraft was
allowed to decelerate naturally to near taxi
speed. About 4,000 feet of runway were
used.”
Other than slight tailwheel shimmering
and aneed to monitor coolant temperatures,
Curtiss P-40N-1 C-FVWC's initial flight
proved successful. Observers considered
the airplane a ‘‘stunner” and Oshkosh
judges later showed their agreement with
a Best Fighter Award. No one could place a
monetary value on Curtiss’s magnificent
creation, although the Buffalo factory billed
the military services $36,047 in 1941 for
E-models.
Above: Former airline pilot
David Hadfield has logged
nearly 300 hours on P-
40s, P-51s, Hurricanes,
Mustangs, and Spitfires.
He takes a methodical
approach to all aircraft and
never forgets the harsh
reality that each warbird
costs an average $3,000
per hour. (Photo by Robert
S. Grant)
Left: David Hadfield
and W/C James Fran-
cis “Stocky” Edwards
meet before flying in the
restored P-40.
(Photo by Steve
Eykelboom Photography)
Acommon bond
Vintage Wings P-40 chief pilot David
Hadfield has been known as an aviation
enthusiast since his airline father gifted
him a plastic seaplane model at age six.
As a teenager, he flew his first solo in 1975
and soon began searching for a flying job.
Turned down many times, persistence
led Hadfield to an airline cockpit and a log
book showing 25,000 hours by 2019. His
passion for zinc chromate and snapping
radial engine magnetos attracted him to

RESTORATION OF THE P-40N-1 KITTYHAWK LED TO A

PERSONAL MEETING WITH RETIRED WING COMMANDER
JAMES FRANCIS “STOCKY” EDWARDS.
November/December 2020 28
il
—/
Wee

sty

Assembled from two halves, the Curtiss P-40N-1’'s monocoque construction utilized 13 bulkheads. Vintage Wings’ C-FVWC or HS B, beside the
organization’s hangar, featured a stretched rear fuselage to help control propeller torque. (Photo by Robert S. Grant)

Above: A downdraft carburetor air filter helped reduce

sand ingestion during Desert Air Force operations.
Left: Curtiss P-40N-1 C-FVWC’s enclosed circular brass
radiators provide cooling air and serve as sand filters.

vi
Below: The Allison V1710-81 used 12 cylinders to produce
1,325hp with 100/130 or 100LL aviation gasoline at
3,000 rpm and 51inches of manifold pressure. New
Zealand test pilot Frank Parker noted only one intake
backfire at low power settings during the initial flight.
(Photo by Robert S. Grant)

30 FlightJournal.com

=
/ Boeing 777-300ERs.
W/C James Francis “Stocky” Edwards is right at home in
the cockpit of the Vintage Wings’ restored P-40 Kittyhawk.
FLYING INTO THE LION’S JAWS
During his initial exposure to Libyan skies as a Canadian with
Royal Air Force 94 Squadron on March 23, 194e, 21-year-old
Lt. James Francis Edwards, a former Saskatchewan farm
boy, helped escort 12 South African Air Force Douglas A-2O
Havoc bombers to an Axis-held airfield marked as Martuba on
intelligence charts. From this dust-blown patch of sand and
stone, enemy aircraft sauntered airborne to harass Malta-
bound convoys. Defended by walls of anti-aircraft guns and
infested by Messerschmitt Bf 109s and Macchi 2e0es flown by
Luftwaffe and Regia Aeronautica experten, reports described
No. 94’s mission as “flying straight into the lion’s jaws.”
Nevertheless, Edwards stabilized 50 yards behind a Bf
109. Shudders from finely tuned wing guns vibrated through
the P-40’s airframe into fingers pressing the control
stick trigger. Red flashes and billowing cordite smoke
indicated ignition and the Bf 109 disintegrated. Avoiding
mushrooming flak and scattering slabs of Regensburg-built
Messerschmitt, the elated youngster returned to base
and learned that rarely had anyone scored during a first
operational sortie. Later, wing commander nicknamed him
a
the “Hawk of Martuba” in recognition of his superb flying
techniques and shooting ability.
After more North African victories, Edwards, nicknamed
“Stocky” not for stature but for fighter tenacity, moved on
to European-based Canadian and British Spitfire squadrons.
During one melee, he was the only pilot to fire and witnesses
confirmed six German aircraft shot down, but anti-colonial
bias resulted in credit for only one destroyed and another
probable.
Post-war, Edwards flew Royal Canadian Air Force de
Havilland Vampires, North American F-86 Sabres, and Avro CF-
100s before retiring in 197e with awards such as DFC, DFM
and the French Legion of Honor. Born June 5, 1921, Edwards
resides in Comox, British Columbia.
older airplanes. While donating tailwheel
checkouts in WW II trainers, Hadfield
discovered Vintage Wings of Canada.
The operational plan of founder Michael
U. Potter “to educate, commemorate and
inspire” Canada’s youth caught Hadfield’s
interest and he became an active flying
member. Exotic Spitfires, Hawker
Hurricanes, P-51s, and Westland Lysanders
added to excitement beyond his day-job
Restoration of the P-40N-1 Kittyhawk
led to a personal meeting with Retired
Wing Commander James Francis “Stocky”
Edwards. Discussions with Canada’s highest
scoring surviving fighter pilot led to deeper
respect for the contributions of such men
and women.
Stocky was a stellar shooter, Hadfield
recalled., Hadfield recalled. ‘He was an
instinctive deflection expert. He was
never taught—just a natural, and this was
recognized. After his first tour finished, they
made him a gunnery instructor in Cairo/
Alexandria before his posting in Italy. He
would coach students as they fired at the
drogue from a Harvard; then, to finish up,
he'd take control and do the same run, but
inverted.
“He had a ball yaw indicator special-
mounted up near the gunsight so he could
quickly double-check before pulling the
trigger. Any slip or skid meant a miss. He
was bounced countless times on desert ops
because the 109s were up at 25,000 and the
P-40s below 15,000—-the Allison never got
the turbocharger it was meant to have and
P-40s were never issued oxygen. Stocky
was never bounced unawares. He always
saw them coming. His eyesight was perfect
and he was tough as nails and never even
got sick out there. He would turn into them
but if the 109s stayed to tangle, Stocky
never lost and was never shot down. And
the P-40 was a very good machine down
low—low aileron forces and very rapid rate
of roll surpassed by only afew types. >
November/December 2020 31
-~*
oS = ee

5
ee UC
>

; TEXT & PHOTOS BY TED CARLSON/FOTODYNAMICS.COM

.

We all know about jet fighters such as the Phantom,

Tomcat, Eagle, Viper, Hornet, F-2e, and F-35, but
what about the less-covered F-5°? It doesn’t seem
to secure as much time basking in the spotlight.
Let’s indulge ourselves.

Mee

A 4-ship division of U.S. Marine Corps F-5N Tiger Ils attached to

the VMFT-401 “Snipers” flies over the Arizona desert, showing
off the varlety of camouflage livery. Many of the F-5 adversary
missions include giving the bogeys a numeric advantage over
the fleet “friendly” aircraft flights and creating mayhem.
THE F-5
Although the U.S. Air
Force only procured
F-5A/B/Cs in very low
quantities due to its lim-
ited range, it was a perfect
fit for numerous foreign
air forces. This example,
complete with wing tip
fuel tanks, is a two-seat
B-model (F-5B), having
been designated by the
Canadian Air Force as a
CF-116B.
34 FlightJournal.com
Conceived as a private venture and initially
relying on internal funding only, the
Northrop F-5 “Freedom Fighter” design
(N-156) was initiated in the 1950s. The goal
was to provide a lightweight, inexpensive,
easy-to-maintain fighter aircraft. At first,
it looked like the program was going to be
less than a success, but that soon changed.
As the U.S. Air Force was looking for anew
trainer to replace their aging T-33As at
the time, the N-156T (T = trainer and re-
designated as the T-38) became a natural
fit, making its first flight in June of 1956. It
was low cost, had a supersonic ability, and
was Selected to replace the legacy Shooting
Stars.
The F-5 ABCs
The N-156F (F = fighter and later designated
YF-5A) first took to the skies just after
the T-38, in July 1956. While the T-38 was
churned out, with nearly 1,200 ultimately
coming off the assembly line in the end,
the F-5A light fighter was only ordered
in relatively small numbers by U.S. Air
Force. However, the F-5A did make an
excellent fit for more defensively postured
small countries. Thus, foreign sales of the
F-5A, along with F-5B two-seat models,
blossomed in a big way, with over 25
different countries flying F-5s.
The F-5 saw action in the Vietnam
conflict, and the F-5C “Skoshi Tiger” was
born, locking in the “Tiger” nickname
change for the F-5 series. They slapped on
some armor, a refueling probe, and some
additional instruments (although there
were only a handful of F-5Cs made). The
F-5C’s biggest shortcoming was its limited
combat range, and later the F-5Cs were
handed off to the Republic of Vietnam Air
Force. Some of these, along with F-5A/
Bs, were later captured by the North
Vietnamese after the fall of the South. There
was a proposed F-5D fighter/trainer model,
but it was never manufactured.

The E and F Models
In 1972, the first prototype of the second
generation F-5 (F-5E “Tiger II”) flew.
The Tiger II had numerous upgrades and
enhancements over the legacy F-5A/B/C
models. These included more powerful J85-
21 engines, radar, enlarged wing Leading
Edge Extensions (LEXx) allowing for
improved maneuverability, a greater fuel
load, and enhanced avionics such as
an INS, TACAN, and ECM gear. The 7
Even though the F-5N had been originally Two F-5Es (one USN VFC-
13 bird and the other from
designated as F-5E by the Swiss, after VMFT-401) fly alongside
the former Swiss Tiger IIs were finished a NSAWC F/A-18A Hornet
during an adversary mis-
being prepared for U.S. service, they sion over Nevada. The
were re-designated as F-5Ns, with the F-5E models, most having
been transferred from the
Nrepresenting “Navy” (the same as the U.S. Air Force to the Navy
F-16N). The Swiss F-5Es are different and Marines, were used
than their U.S. counterpart F-5Es; this for decades until the aging
E-models were replaced
can be attributed to different operating by low-hour former-
Swiss Air Force F-5Ns.

F-5F was the “family model” (two-

seat version).
Although the F-5E range was
better than the A model, it was still
limited. The U.S. military procured
more E/F models than A/B models,
and E/F models were used as fighter
trainers and later for aggressor and
adversary support, role-playing
as “bogies” adorned in an array of
various camouflage schemes. In
the big picture, over 2,700 F-5s (not
including T-38s) were manufactured
and used around the globe. The U.S.
Air Force eventually phased the
F-5E/Fs out of service, and many

es
were transferred over to the U.S.
Navy and Marine Corps to serve =
as adversaries. FYI, in USAF talk —
they are ‘aggressors,’ andin U.S.
Navy/Marine Corps-speak they are
“adversaries.” ARINES
ie.
&
05.

Today's American Tiger:

the F-5N
Aside from the limited number of
aging F-5s found still in foreign
et eS Fees

military service, the U.S. Navy and

Marine Corps now fly the F-5N
et
version. As the F-5Es aged and the
mileage piled up, the Navy made
a deal with the Swiss Air Force to AY

procure arobust number of their =

very low-hour (around 1,800 hours

each) F-5Es for a very cost-effective
sum. They were available due to the
F-5E requirement numbers being
reduced since the Swiss fleet now
included F/A-18 Hornets and just
a limited number of F-5Es still in in

service.

November/December 2020 35

The beautiful VFC-111
Sundowners F-5N tail bird
hunts for prey over the
Atlantic. A P5 instrumen-
tation pod on the wingtip
relays range positioning,
performance, and maneu-
vering for the important
and documented “lessons
learned” during debriefing.
36 FlightJournal.com
QS
\\
environments. The Swiss often keep their
jets in caves and operate them around
mountainous terrain, including the Alps.
They may use roads as runways, so the
aircraft need to be outfitted more austerely
for shorter landing distance requirements.
While the U.S. units rarely used F-5E drag
chutes, you can bet it is not an uncommon
sight in Switzerland.
Some of the bells and whistles and
differences found in the Swiss variants,
compared with the U.S. aggressor F-5Es,
included an INS, GOX, antiskid brakes, dual
30-watt UHF radios, an audible G-meter
(tone sounds when the aircraft hits 6.5 Gs),
an improved ejection seat (called the “single
motion plus"), metric dials for altimeter and
vertical velocity, radar warning receivers,
and ASE (Aircraft Survivability Equipment)
complete with U.S. military-style square
chaff/flare buckets on the left hand side
and underneath. The Swiss wanted the INS
in lieu of TACAN, and thus a Litton LN-33
a is also the same radar system, although it
was the system of choice at the time due
to the occasional poor Swiss weather and
numerous high-terrain areas within the
country. The high terrain also prompted
Mae
Fas
them to make enhancements to the ejection
seats as well as have the dual-30 watt radio
requirement. Externally, the only way to tell
the F-5N from the F-5E is by the INS blisters
just aft of the radome and also by the four
Radar Warning Receiver (RWR) antennae
(two front and two rear). The gross weight of
the F-5N is about 200 pounds heavier than
that of the F-5E due to the additional gizmos
found on the jet.
The Swiss jets are kept inside closed
caves, and because the liquid oxygen (LOX)
that the U.S. F-5s use can be explosive in
enclosed spaces, the Swiss had their Tigers
supplied with the more benign gaseous
oxygen system (GOX). Although the F-5E
has a drag chute, antiskid brakes provide
extra insurance for the short and often wet
landing locations within Switzerland. The
pair of 5,000-pound thrust J85-GE-21C
turbojet engines remains identical between
the E and N models, and the AN/ APQ-159V
was upgraded a bit in some N-models. The
U.S. purchased 44 F-5Es from the Swiss
and converted all aircraft into N-models
(including four airframes dedicated for the
 ee
:
NAV’
F-model conversion). The program was
completed in 2008.
The Swiss F-5Es were dropped off at
the Northrop Grumman rework facility at
Saint Augustine, Florida, and then emerged
as pristine F-5Ns after the modifications
were complete. The F-5Es were completely
gutted and refurbished. The guns were
removed and replaced with ballast, the
Tiger Ils were adorned in new striking paint
jobs, they received new contemporary
radios, and some jets had an ALQ-167
jammer installed in their noses with dual
antennas protruding where the guns used
to reside. Although not all aircraft possess
the jammer, all F-5Ns are wired for the
rack-mount system so it can be swapped
between jets. The older LN-33 INS systems
were replaced with the LN-260, complete
with a cockpit display (the same system
used in the F-16). With the LN-260, the wait
is only 180 seconds, and the system can
initialize on the roll or even when airborne.
The LN-260 has two internal systems and
one includes GPS.
The FrankenTigers A stunning all-black
VFC-13 “Saints” F-5F
Because the four two-seat F-models
FrankenTiger struts its
retained their front halves but received stuff in the wild blue yon-
Swiss wings and back halves, they were der, looking for foes. This
is one of three surviving
affectionately dubbed “FrankenTigers.” FrankenTigers, each of
The Navy and Marines currently have a which have been melded
together from an original
trio of two-seat F-5Fs on hand (one of the F-5F fuselage and a low-
four crashed). They were upgraded to have hour Swiss Air F-5E.
the same systems as the F-5N for both
compatibility and to reset airframe life.
Not many two-seat F-5s were produced,
which is why donor Swiss F-5Es had been
cannibalized. The front half of the F-5F was
essentially integrated and melded into the
Swiss airframes. The majority of the new
F-model airframes were former Swiss, and
all other prior components were thoroughly
inspected, allowing the airframe life to be
reset to that of the Swiss F-5E flight hours.
The F-5Fs also received GOX systems.
Interestingly, even after the F-5F upgrade,
the designation still remained F-5F for
those four particular aircraft.
Before the modification, F-5F back seats
lacked many of the systems found in the
front, one example being the radar display.
Continued on page 41
November/December 2020 37
THE F5
AUS. nani
STRAPPING IN mans a VFC-111
F-5N for a flight. In
the F-5, you sim-
ply strap in, fire it
aving flown in a variety of tactical up, and you are on
your way—reli-
aircraft, the first thing I realized is
able, simple, and
how complicated the strap-in process cost-effective!
is compared to other more cantemporary
assets. If you do it every day or two, though,
you can quickly master it. Once you get the
ON
hang of that part, the rest is easy. It seems
like after you start up, in just a minute or
two, you are taxiing out of the chocks and on ROLL
your merry way to the furball in the wild blue
yonder; you simply hop in and go. In other,
more-complicated fighters, you may have to
sit there five to 10 minutes from start up until
the chocks are pulled. Interestingly, the F-5
canopy open/close system is manual, yet very
functional, and uses a large hand operated
cam-lock lever.
The takeoff and landing speeds are a bit
alarming at first, because it is notably faster
than most other tactical aircraft due to the
F-5’s small wing area, coupled with the fact
that you are situated lower and closer to the
rushing ground. This is also why F-5 drivers
avoid wet runways, since the prospect of high-
speed hydroplaning is amplified. It flies true,
predictably, is simple, and like a true stick and
rudder dream. And, you can exceed Mach 1.5 in
it. The fast speed, camouflage, and miniscule
F-5 cross-section actually add an element of
danger during the merge and fight. It is very

\\
hard to see, and Tiger drivers must be alert at 4
all times, poised to prevent potential mid-airs.
A shortcoming with the F-5 is its limited range,
creating the saying, “You don’t take an F-5 to
the fight; you let the fight come to the F-b.”
That is the primary reason why the U.S. never
procured the F-5 in robust numbers. Below are
some quotes from American Tiger drivers.
From a VMFT-401 pilot: “The F-5 is a great
training tool: it’s a dissimilar platform, has a
unique look, and different capabilities. Over
the years, the ‘big picture’ role hasn't changed,
but we are always modifying our TTP [Tactics,
Techniques, and Procedures] to keep pace
with the dynamics of real-world threats.
ts
It is two-fold. First, we try to accurately
emulate the latest perceived threats with
the hardware we have, though that can be a
challenge due to airframe limitations such
as the radar. Secondly, we know blue air’s
tactics and we fly profiles to draw them into
what they should be doing via deceptive
tactics, maneuvers, and more as a check to
eee
ensure they are on board with the program—all

38 FlightJournal.com

zs
alog Instrumentation from that era of aircraft and as they are today. The latest and
greatest glass cockpit, complete with a large Garmin display, is soon to be qualified
by the U.S. Navy via a sole test F-5N. If the stars align and budgets are forthcom-
ing, the entire F-5F/N fleet could possibly be on the receiving end. Left: Although
the F-5 is an older generation flying machine, the side and straight-ahead views
PICEA ase CU Re a CER
rear view mirrors. Ideally, your radar warning recelvers will take care of that.
Captain John “Bag” Hefti, USN
of the Tactical Support Wing,
found on the ramp following an
F-5 mission. Here you can see
the typical F-5 pilot flight gear
getup, including the speed jeans,
ed lightweight torso vest, and hel-
met. The F-5F/Ns use contract
maintenance because adversary
units do not deploy.
positive learning opportunities. A lot of those
profiles involve scripting, although some of it
is autonomous decision-making on the fly.”
From a VFC-13 pilot: “We perform an
adversary role, and our mission in life is red
air. VFC-13, NADWC [Naval Air Development
Warfare Center] and TOPGUN, a component of
NADWC, all fall under that role. VFC-13 differs
substantially from TOPGUN. TOPGUN will take
only a few individuals for top-of-the-line red
and blue air-to-air training. Qur squadron, an
the other hand, takes everyone. We train the
masses, and thus the training is less intense
when compared to TOPGUN. I have a lot of
respect for TOPGUN and NADWC-they earn
that respect through hard work and being
some of the finest aviators in the world.
They also provide 4th generation adversary
platforms such as the F-16 and F/A-18 to help
VFC-13 accomplish our goals. Working so
closely with NADWC, we get to glean a lot from
their hard work. When fleet squadrons came
to NAS Fallon during their workup cycles, we
provide primary adversary support for SFARPS
[Strike Fighter Advanced Readiness Program.]”
From a VFC-111 pilot: “The Tiger II is stable
and when flying the jet, you must be very
aware of energy management. You actually
learn good habits by employing energy
preservation, not getting into energy deficit
:
situations—and it makes for exploiting good
air work and maximizing our fighting skills.
The F-5, when placed in good hands, is capable
of beating many of our FRS customers. Thus,
the F-5 is well placed as an FRS adversary.
We can be at 50,000 feet going supersonic
and can simulate about any aircraft profile.
The Achilles heel of the F-5 is the weapon
system, and quite frankly, we don’t need
an advanced weapon system for the FRS
students. However, everything beyond the FRS
could use a foe with a better weapon system.
Although the F-5 is maneuverable, we do lack
a decent thrust-to-weight ratio. That being
said, our pilots are dedicated adversaries and
seasoned. When pitted against fleet pilots,
air combat is a proficiency game, and when
we duke it out in a one vs. one or two vs. one,
about 30 percent of them will have their
hands full. That is a testament to the airframe,
and the Navy has been very wise and fiscally
responsible in keeping the F-5 around.”
November/December 2020 39
THE F5

AMERICAN TIGER OPERATORS

VMFT-401 Snipers
AU.S. Marine Corps 4th Reserve squadron,
the Snipers are based at MCAS Yuma,
Arizona. The installation hosts WTI (Weapons
Tactics Instructors) major exercises
twice a year, plus they are instrumental in
supporting USMC F/A-18 training scenarios,
including the MCAS Miramar, California-based
VMFAT-101 “Sharpshooters.” In addition, they
make numerous adversary presentations to ig
any squadrons looking for dogfight training,
including Yuma’s F-35Bs. The Snipers are the
only dedicated adversary squadron in the
Corps.

VEC-1L3 Saints
AU.S. Navy Reserve squadron, the Saints
Le are based at NAS Fallon, Nevada. Because
NAS Fallon hosts Air Wing workups and
deployments on an ongoing basis, the
Saints are a natural fit to employ adversary
training at the installation and local ranges.
They are instrumental in supporting TOPGUN
training events and adversary support to
FRS units, plus the array of other NADWC
wee: (Naval Air Development Warfare Center)
training scenarios.

VEC-L11 Sundowners
AU.S. Navy Reserve squadron, the Sundowners
are based at sunny NAS Key West, Florida. The
installation hosts a permanent detachment
there, the VFA-106 “Gladiators” that operate the o>.
Super Hornet for advanced aviator training,
which includes adversary training requirements.
In addition, the Sundowners can be found
making a variety of adversary presentations
to any squadrons looking for air-to-air bogey
training.

40 FlightJournal.com
Continued from page 37
The F-5Fs now have full capability from
both the front and aft cockpit, and rather
than just being used as trainers, F-5Fs are
plugged into standard aggressor schedules
and used as mission aircraft alongside the
F-5Ns. Three out of the four FrankenTigers
were originally F-5Es that had a 42-inch
plug installed to accommodate the second
seat, and the last of the four (an FY 84 jet)
came from the factory as a new-build jet at
the time. There are minor differences and
nuances between the “plugged: and new-
build two-seaters.
F-5 Offspring
The F-5 brought numerous derivatives to
the table, such as the RF-5A/E/F Tigereye
and the F404-powered F-5G/F-20
“Tigershark,” a single-engine beast of an
F-5 targeted for Air National Guard use.
Unfortunately the F-20 never made it big
time, with only three examples having been
made. Iran now flies a copied F-5 ‘V-tail”
derivative called the 'HESA Saeqeh.” The
T-38A resulted in the AT-38B lead-in
trainer and the current modernized T-38C.
Because this feature focuses primarily on
the U.S. F-5s, we will not delve into the array
of foreign F-5 designations, variations, or
the successful T-38 lineage.
Tomorrow's Tiger
So what is the latest in the community in
the past few years, and what is to become
of the F-5N in the near future? Wants and
needs versus approved budgets often dictate
final upgrades. There have been three major
recent upgrades to the U.S. F-5F/N fleet of
43 jets (including the trio of FrankenTigers),
including a new ejection seat that is closer in
design to what the F/A-18 uses. The original
F-5A-N/T-38A seat was cumbersome to
strap in, and it had ejection envelope profile
imitations. The new seat, a Martin Baker Mk
18 (the same seat that can be found on the
T-38C) is a true zero/zero (zero altitude/
zero airspeed) seat with superior ballistics,
is equipped with leg restraints, and comes
with a much easier “strap in” process, The
parachute is now integral within the seat, and
the ejection handle is now aloop between
the legs (instead of on the sides), like that of
the Hornet.
@
QS
A VFA-106 Gladiators
Another recent upgrade is ‘‘Red-Net,” Hornet is flanked by a duo
a situational awareness data-link-based of VFC-111 Sundowner F-
5Ns during a mission near
program that is displayed via a pilot's tablet Key West, Florida. The
(like an iPad), complete with a God’s-eye Sundowners are slated
to train the VFA-106 F-18
view of other assets working in the range.
and F-35C warrior pilots
The interface is achieved through the P5 for decades to come. The
instrumentation pod and not only does unit is an instrumental and
affordable asset for that
it increase the capabilities of the F-5 to process.
emulate a higher-generation adversary
platform, but it is instrumental with ATC
tasking, allowing F-5 pilots to know the
whereabouts and proximity of nearby
aircraft, including all the way to safely
landing. There is a U.S. Navy VFC-13 test
F-5N being outfitted with a Garmin 3000
suite (nearly an all glass cockpit), and
pending funding, the entire fleet will most
likely be on the receiving end. Former
Royal Jordanian Air Force F-5E/Fs, now
on strength with adversary/aggressor
contract support company TacAir as
F-5AgTs, all have this successful cockpit and
upgrade.
Other rumors include talk about a USMC
detachment at MCAS Beaufort, South
Carolina to save hours on the invaluable
F-5 time, plus maybe procuring additional
low-hour Swiss F-5Es. With the military
continuing to upgrade the F-5 fleet, one
thing is for certain: The American Tiger
will not become extinct anytime soon. Not
too shabby for a now 64-year-old design
evolution! +
November/December 2020 41
 ol

Meee ny
ite Carla elm
ie (gece cea
it by the Luftwaffe. One of
Merona ewe Tek
ley
Tae Le)
RU)
Takes dare COR

fighters that the B-17 was

pe eek eae

the fighters got close to the

bomber, it raised its gear and
blasted a fighter out of the
ee
was marked for extinction
by the Luftwaffe. (Photo
mt
Oey

B-17 CREWMEN REMEMBER THEIR GERMAN MISSIONS

 EX COMMUNI PERICULO FRATERNITAS
‘FROM COMMON PERIL, BROTHERHOOD’

Aboard each of the thousands of B-17 Flying Fortresses that left the soil of
England bound for targets in Europe were 10 young men. Outwardly, they were no
different from any late-teen or early-twenties boy you’d meet anywhere in America.
Same faces, same names, same youthful vigor and sense of invincibility.
But on their shoulders rested the hopes of a nation, a world at war.

This article relates missions over Germany through
the personal accounts of men no longer young.
They have little in common but their memories and
that they once flew high in the deadly skies over
Hitler's Germany to deliver destruction to the Nazi
war machine. Bombardiers and navigators, pilots
and copilots, radio operators, flight engineers, ball,
waist and tail gunners. Some were officers, most
were sergeants. They came from factories and farms,
small towns and big cities, and ended up in anarrow
aluminum tube with four roaring Cyclone engines, a
dozen machine guns and four tons of high explosives.
The air temperature was far below freezing even when
it was woven with red-hot shrapnel and exploding
cannon shells. Very few of them knew one another
during the war, but they are forever bonded in blood
and duty. Kids then, old men now, they tell their
stories of life and death inside B-17s over Germany.

[HAS
BOMBER CREW CHRONICLES

An Uneasy Sleep ‘We went to the main hall with all the
Long before dawn reached the cold sky crews,” continued Hammond. “Armed
of East Anglia, alone man entered the sentries stayed at the door so we couldn't
barracks where the aircrews rested in get out. ] thought that was kind of funny.”
uneasy slumber, Then he began waking
them up. Radio operator Don Hammond,
who flew 28 missions with the 100th
Bomb Group, recalls, ‘The Charge of
Quarters came in and said, ‘Hey, you're
flying. Breakfast at five, briefing at six,
takeoff at seven.’ Then they picked us up
in a truck and took us to the Mess Hall. We
had fresh eggs, served to anyone who was “i
Navigator Dick Tyhurst flying.”
in July 1944, (Photo ‘\
courtesy of Dick Tyhurst)
Things weren't the same all over in the
Eighth Air Force. Navigator Dick Tyhurst,
a veteran of 35 missions with the 95th
Group said, “At Horham we always had
al?
powdered eggs, toast and coffee, Each
squadron had 120 guys. Three squadrons,
that’s 360. No way are you going to have
fresh eggs.”
The sleepy crews made their way
over to the main Quonset hut for the
mission briefing, conducted by the group
Access to the nose section of the Fortress for the
Below: The B-17's cockpit commander and intelligence officer. Behind
looked impressive but was navigator and bombardier/gunner was between the
them was a large curtain covering a map of pilots’ raised seats. Emergency egress was available
actually small. (Photo by
Heath Moffatt) through the forward port side entrance hatch. (Photo
Europe. courtesy of Stan Piet)

44 FlightJournal.com
 =>.
Su,

=
VAN WwW HT Wat

oy,

fe
> ane SHON 4
EEH

he

One of the most completely detailed and flying B-17Gs in

the world, the CAF’s Sentimental Journey is based at Falcon
Field in Mesa, Arizona (Phoenix), where it offers the rare /
.

opportunity to crawl inside and explore the world of B-17

crewmen. (Photo by Budd Davisson/airbum.com)
BOMBER CREW CHRONICLES

1.

The bombardier could only
look at oncoming fighters
and hope they missed as
he couldn't get a clean
shot with his single .50.
(Photo by Heath Moffatt)
The Target for Today Is...
Pilot John Gibbons, who survived 49
missions with the 100th, related his
memories of briefing. ‘They pulled the
curtain and told us where we were going.
On the Berlin missions that red tape went
all the way across Germany and over all
these fighter bases. Everybody in the room
would just groan and sigh or mutter, ‘Oh,
goddamn.”
After the main briefing, the navigators
and bombardiers were given instructions
about route and target information.
A bombardier of the 493rd Group, Lynn
Tipton said, “We were told what bomb load
we'd have, the aiming point, and target

Left: Field mod twin-fifties in a B-17F to thwart head-on attacks. Center: The G-model Bendix chin along with the cheek gun addition in the Block-60
model gave the Fortress excellent head-on protection. (Photos by Stan Piet) Right: Norden bombsight, one of WW II's most tightly held secrets.
(Photo by Heath Moffatt)

46 FlightJournal.com
information.”
“T got a sealed bag with my frequencies
and information for the day," remembered
Hammond. “It had an escape kit in there
with a map and stuff. [had about fifty
dollars in gold too, to bribe civilians. hopedI
I'd never need it. After briefing we drew our
equipment, Mae West, pistol and flak vest.”
Saddling Up
The sky slowly turned from deep violet to
dusty pink in the east as the crews stubbed
out final cigarettes and drove out to the
waiting bombers, already loaded with
bombs, fuel and ammunition.
96th Group pilot Ed Davidson commented,
“Each squadron was in its own line in the
hardstands.”
“Our ground crew chief went over all
the damage and repairs from the previous
mission with Lt. Stan Cebuhar and me,” said
copilot Delton ‘Rip’ Reopelle of the 379th.
Stanley Lawruk, a flight engineer with
the 92nd said, “I walked with the ground
crew chief and inspected it to make sure
everything was fine for flight.”
“T went into the tail and checked my
ammunition,” Rich Tangradi, al00th BG tail
gunner explained. ‘Two boxes, each with
600 rounds of one tracer, two armor piercing
and two incendiaries. I put the guns in their
positions and lifted the receiver, put in the
belt, then slammed it down and locked it. No
one touched those guns but me.”
Left: The navigator's table behind the bombardier in the nose. (Photo by Heath Moffatt) Center: Navigators were provided with a cramped area in the
nose along with a small roof astrodome for sighting work. (Photo courtesy of Stan Piet) Right: The radio operator's compartment with a small view to
other 17s, flak bursts and scenery. (Photo by Heath Moffatt)
On Their Way
Once the doors and hatches were closed
and latched, the crews called the pilot and
checked in. Then they settled in for takeoff.
Takeoff was done by section and
squadron, explained Davidson. ‘We took off
Wop
at 30-second intervals and climbed.”
Navigator Tyhurst explained, “We had
three groups in the 13th Combat Wing. The
100th at Thorpe-Abbots, we were in the
middle at Horham, and the 390th was at
Framlingham to the southeast.
“We used vertically aimed radio beacons
called ‘Bunchers.’ The airfields were roughly Above: 96th Bomb Group
five miles apart. When we took off, we had Pilot Ed Davidson in 1943.
(Photo courtesy of Ed
to circle over our beacon because five miles
Davidson)
away were other groups within our wing.
Sometimes we'd come up out of the clouds
and five miles away we'd see another B-17
come out.”
Joe Armanini, a 100th bombardier said,
‘I went back to the bomb bay and pulled
the safety pins on the nose and tail of each
bomb to arm them. The crew tested their
guns when we reached the sea.”
The air temperature at 25,000 feet often
dropped to 40 or 50 degrees below zero.
Tyhurst related how the crews endured
the cold. “Regular clothes, then the blue
electrically heated ‘long johns.’ They had
a six-foot cord to plug into your station.
The cuffs had cords to plug into boots and
gloves. The leather pants were like overalls
with a fleece-lined leather jacket.”
November/December 2020 47
 \
..\|

bs c AS

4)
—

na,

CREWS TALKED ABOUT FLAK SO THICK YOU

COULD WALK ON IT. THE SKY OVER COLOGNE
WAS ALMOST BLACK. I DON’T KNOW HOW ANY
PLANES MADE IT THROUGH. WE CAME BACK
WITH AN AWFUL LOT OF HOLES.

Seu
 Ball gunner Bob Mathiasen, a veteran of
35 missions with the 100th said, “I had my
suit temperature turned up all the way to
keep from freezing to death. Inever touched
anything with my bare fingers. My skin
would freeze onto the metal.”
“In the older B-17Fs, the waist windows
were open,” commented Tangradi. ‘It got
colder than hell in there.”
Flak Alley, Here We Come
As the bombers crossed the North Sea,
they entered the domain of German flak
batteries, They were often positioned on
bomber routes. Fliegerabwehrkanone, for
aircraft defense cannon, was one of the
most feared and despised defenses the
bomber crews faced. The Krupp-built 88mm.
gun could effectively reach up to 25,000
feet, waiting for the bombers to fly into the
deadly umbrella of hot shrapnel.
379th pilot Stephen King recalled, “We
were briefed that there were over 900 flak
guns at Hamburg. I believe it.”
Bruce Richardson, a 35-mission tail
gunner with the 100th, commented
“Merseburg had about 1,100 guns, nearly all
88s."
“The Germans put 88s on railroad cars so
they could move them to where they were
most needed,” said 384th pilot Bill O'Leary.
“Crews talked about flak so thick you could
walk on it. The sky over Cologne was almost
black. I don’t know how any planes made it
through. We came back with an awful lot of
holes.”
Rip Reopelle said laconically, “If anybody
who went through flak said they weren't
scared, they're a liar.”
Tyhurst recalled, “When I saw the flak
over Munich, I thought ‘Wow, unless we're
lucky as hell, we're gonna get killed.’ Life got
pretty serious all of a sudden. The 88 hada
range of over 20,000 feet. Fortunately, we
flew above that. The gunners were so good
that if you flew below 20,000 feet you were
duck soup.”
Joe Armanini related an encounter with
flak. ‘Over Berlin the flak was fierce. If you
saw the red ball in the center of the flak,
that was really close. One exploded, couldn't
have been more than 10 feet away, and it
just shook the whole plane like hell. I said,
‘God, that was really close!”
What flak could do to a plane was made
clear to Don Hammond. ‘On one mission I
was bent over getting a chaff roll to eject
through the window chute. When
Icame back up and saw the
fuselage there was a huge hole
right where my head had been.”
‘Tlost my radio operator over
Germany," John Gibbons said. An
88 exploded in his compartment
and blew him out, leaving only a
six-by-eight foot hole.”
Gunner Buschmeier said, ‘‘The
Germans fired volleys hoping we'd
/'
fly into it. It preyed on our mind
more than fighters because there
wasn't anything we could do about
it.”
Waist gunner
Here Come the Fighters Buschmeier.
Photo courtesy of
Frank
The Me 109 and Fw 190 were the deadly 100th Bomb Group
sharks in the aerial seas of Europe. Bomber Foundation/100thbg.com)
crews almost preferred dealing with fighters
because at least gunners could shoot back.
“German fighters would almost never attack
in their own flak,” said King, “but over Berlin
they came right into the flak and hit the
bombers. Most of the time we had either
flak or fighters, but this time it was both at
once.
“A fighter was approaching from 12
o'clock level and I didn’t hear anything
from my top turret gunner, Ray Weehler. I
got on the interphone and yelled ‘Ray, why
aren't you shooting?’ He said, ‘I'm waiting
until can get a good bead on him.’] yelled,
I
‘Goddamnit, scare him away, scare him
away!’ Ray was credited with five enemy
aircraft. He joked that if he'd been a fighter
pilot he’d be an ace.”
Hammond recalled, On the first Berlin
raid there were 20 planes in our group. We
were hit head-on by a lot of fighters in their
own flak. They got 15 of us on that mission.
Four others were hit and later got back but
my plane was the only one to land on our
base that night.”
“Qver Berlin the fighters came into their
own flak,” said ball gunner Bob Mathiasen. “I
looked forward and saw at least 200 fighters
coming at us. We lost lots of planes on that
mission. I got a confirmed Fw 190. He was
November/December 2020 49
BOMBER CREW CHRONICLES
ULM
Rel:
coming up and I zeroed in and got
him in the cockpit.”
91st ball gunner Dan McGuire
told the author, “I got two Me
109s at once. I put about 200
rounds into one and finally he lost
control. He plowed into another
fighter and they both went down.
91st BG ball turret Dan Ilearned this after the mission
McGuire after completing
when a waist gunner said, ‘Hey, you got
his 34th mission. (Photo
courtesy of Dan McGuire) two of them,’ I wasn’t credited with either,
though.”
Gunners’ claims were often exaggerated
but with good reason. Scores of gunners
fired at each fighter and when one went
down, several claimed it.
“Later, we read in the papers that we'd
shot down 400 German fighters. Crap,”
scoffed Armanini. “If we'd been that good,
there'd be no Luftwaffe left.”
Tangradi recalled, ‘On February 4, 1944,
over Germany, I spotted an Fw 190 coming
up out of the overcast inching in towards us,
I thought, ‘You sonofabitch, when you get
to about 600 yards, I'm gonna get you!’ He
came in and [hit my triggers and my guns
50 FlightJournal.com
didn't work. He got to about 200 yards and
started shooting. The Focke-Wulf has guns
in both wings and the shells were going by
on each side of me. I got hit in both arms. It’s
a good thing it wasn’t an Me 109 because
they have a big 20mm in the nose. If he’d
had that he’d have blown me away.”
A Welcome Sight
During the early raids into Germany, the
bombers often had no fighter escort. Until
the long-range drop tanks were available for
the P-51 Mustangs and P-47 Thunderbolts,
American fighters had to return to base
Top: The ball turret as viewed through the access panel.
A claustrophobic area with twin .50s firing inches beside
your ears. (Photo by Heath Moffatt) Right: The Sperry ball
turret was common to all Fortresses from the E-model on
to production end in 1945. (Photo courtesy of Stan Piet)
\s
long before the bombers reached their
targets. Bomber crews were both envious
and grateful for the presence of the ‘little
friends.”
Bombardier Armanini related one
encounter with a Thunderbolt. ‘We were
supposed to bomb the Ruhr, but it was
overcast, sol saw this factory with a tall
smokestack, and I made arun at the target
and we creamed it. Isaw this Focke-Wulf
coming at us and then this Thunderbolt was
hammering at him and shot him down.
Later on, I was at the officers’ club having
a drink and this guy comes in and asked
‘Hey, who was the guy who bombed that
factory?’ I said ‘That was me.’ The guy turns
out to be Francis ‘Gabby’ Gabreski, a top
 gg

ono ee

ace. He said ‘Joe, I gotta tell you that was the the German defenses, the bombardiers
best bombing I've ever seen.’ Real nice guy. prepared to earn their pay.
He saved our butts and he’s congratulating The role of the flight crew and ground
me.” crew was to get the bomber to where Sperry top turret gunner
Ball gunner Bob Mathiasen also praised the bombardier leaned over his Norden Jack Levine and his faithful
pet show off his two aerial
the fighter escort. ‘Those guys were bombsight. kills by June 1943. (Photo
absolutely great. If we were jumped by 493rd bombardier Lynn Tipton described courtesy of Stan Piet)
fighters and the ‘little friends’ came up, it
only took one look and the Germans were
gone.”
In the fall of 1944, the new cannon-armed
Me 262 jet fighter began tearing through the
bombers, attacking with near-impunity.
But the Mustangs were still there.
“T happened to look out and saw three

contrails,” said Bill O'Leary. “One was

horizontal and the other two were almost
vertical. It was two P-5ls diving to get a 262.
They were never going to catch him. But I
was glad they were there. He never came
back.”

The Norden Helped Make It Happen

The B-17s job was to carry four tons of
high-explosive bombs to a target in Europe.
While the gunners and pilots sweated out

November/December 2020 51
 BOMBER CREW CHRONICLES

his duties as the B-17 approached the target
run. “At the IP (Initial Point) had the Norden
bombsight all warmed up. The pilot gave
me control of the plane, and the Norden did
Tail gunner Rich Tangradi
(Photo courtesy of 100th
the flying. If you got it all dialed in correctly,
Bomb Group Foundation/ you were on the straight line of your course
100thbg.com)
track. Then there’s a line crossing that line.
When the target passed under the second
line, that's when you hit the bomb release.”
No Road Home Was Easy
The route back to England was often
different from the approach to the target,
but no less hazardous, especially after a
successful bombing. That was when the
fighters came up for blood.
100th waist gunner Frank Buschmeier
remembered, “All of a sudden our tail
gunner was firing. looked and there was
I

Tipton continued. ‘We flew in 12-plane this Messerschmitt and he was right behind
echelons. When the lead bombardier the stabilizer. I couldn't get a shot. He hit

Above: The tail gunner’s

dropped, we all did.”
position stayed
unchanged from the E-
Armanini also gave the Norden high
through late F-models marks. “Tf all the settings were done right
when the Cheyenne Mod
Center improvement came and the course was correct, there was
into the production line. almost no way you could miss. The only
(Photo courtesy of Stan
Piet) thing that might happen is a nearby flak
Right: The tail gunner's burst just as] was releasing the bombs.
yoke controlled the Once they were gone, they were out of my us without anybody being able to shoot at
remote guns. Ammo was
delivered in chutes from control. I closed the doors and the pilot took him.”
forward in the fuselage. over.” He continued. ‘The radio operator was
(Photo by Heath Moffatt)
With the distant shriek of the falling right next to me, not 18 inches away. One
bombs, the crew had done its job for Uncle shell hit me in the right leg, and one hit him
Sam, as they said. “Then we were flying for in the jugular vein and he dropped dead
us,” said Tipton with a chuckle, right there. A big pool of blood spilled and

WHEN THE LEAD BOMBARDIER DROPPED, WE

ALL DID. ... IF ALL THE SETTINGS WERE DONE
RIGHT AND THE COURSE WAS CORRECT, THERE
WAS ALMOST NO WAY YOU COULD MISS.
52 FlightJournal.com
froze on the deck.”
Tail gunner Tangradi told about his last
mission. The fighter that hit my arms tore
us up pretty good and the engines were
smoking. I crawled forward and called waist
gunner Willy Kemp and asked him to help
me with my chute. The blood was running
down my wrists and hands. I told the other
waist gunner to go forward and find out
what the hell was going on. He came back
and said, ‘The guys up front are all gone.'I
figured the plane was so shot up that the
bailout bell didn't work. The radio gunner
was hit, his face was all bloody, his fingers
were frozen, like 10 white candles. The ball
turret gunner's elbow was blown away.”
Tangradi related the last moments in
his doomed B-17. “We kicked the door out
and jumped. And Willy Kemp, the kid who
helped me put the chute on, went down
with the plane. It went into a spin and he got
caught inside in the centrifugal force.”
Bail Out! Bail Out!
Bombers already damaged from flak and
earlier attacks were enticing targets,
and many fell from the skies to turn into
flaming smears of debris. In some cases,
as bombardier Lynn Tipton recalled, they
exploded.
“The plane was shot to pieces, all four
engines were out. The copilot said, ‘Bail out.’
The pilot was dead. We just dove head-first
through the nose hatch. The ball gunner was
still in the plane and it suddenly exploded
and he fell with all that debris, but he lived."
Pilot Stephen King had a similar
experience. ‘On my last mission, over
Hamburg, we were at about 29,000 feet
when we were hit by an 88 in the nose.”
Suddenly, we took another big hit on the
right wing. The engineer said, ‘Hey, the right
wing's on fire! looked out past my copilot
1
and the whole right wing was burning like
mad. There was no way to stop it. Irang the
bail-out bell and the navigator, bombardier,
copilot and flight engineer went out the
nose hatch. I checked to see if the rest of
the guys in the back were out. I put my
chute on and looked back through the
bomb bay. The radio operator was staring
out the open bomb doors with a panicked
look on his face. The gunners in the back
were still in the plane. Just then, the plane
blew up around us. As far as I know, the only
survivors of the explosion were me and the
ball turret gunner. The others were killed.”
Falling from over 20,000 feet, airmen
were told not to pull the ripcord until they
were at around 3,000 feet. German fighters
sometimes shot at men hanging helplessly
under the parachutes.
In Sight of Home
For the bombers able to elude the
maddened German fighters and coastal flak,
the blue waters of the North Sea and English
Channel were a beacon of hope.
“One thing we never did was to secure the
guns until we were over the base,” said Ed
Davidson. ‘Some planes were hit by German
fighters even when they were over the
Channel.
“If a plane had wounded aboard they fired
ared flare and got priority for landing.”
When It’s Over, It’s Not Really Over
When the battle-scarred Fortresses
reached their revetments and the propellers
stopped, it was eerily silent. For the first
time in nearly a dozen hours, the noise
of the engines and hammering guns was
stilled.
The tired, heartsick crews picked up their
gear and gratefully stepped onto Allied soil.
The grassy loam of the surrounding fields
turned golden in the setting sun. Many men
watched as more planes landed, mentally
counting, hoping all would return. But for
many crews, the image of burning planes
and drifting parachutes told the grisly tale.
Cigarettes were lit by shaking fingers.
“We went to debriefing,” Tipton explained.
“Every man was taken aside to speak to an
intelligence officer and tell what we saw.
Every one was given a shot of whiskey to
loosen his tongue.”
Rip Reopelle went one better. “We got
brandy for our debriefing."
When the sun had set, and the crews
bedded down for the night, often with
empty cots beside them, they knew it
wasn't over. The next day or the day after
that, they would once again be awoken, to
do it allagain. >
November/December 2020 53
 Per)
PT
BOOKSHELF
Your Source for the Latest & Best Aviation Books
ORDER BY PHONE: 1-800-895-4585|
7 a
ee
OLN
Aviatign
U 3
ine
aes!
ao

i
1001 AVIATION FACTS
Machat This book provides
li
5313 an insightful and in-depth
rwuk di avidisunt iaatory by
AIRLINERS: Airframes and. Story oy eo fee Sees highlighting many little-
TESTBEDS, MOTHERSHIPS.AND THE COMPLETE HISTORY OF U.S. Powerplants in the Golden. Age the Ultimate US Navy known, yet very important
Ae ieee CRUISE MISSILES: Kettering’s 1920s’ Reconnaissance Aircraft aviation facts. Stories are

I CLE
Johnsen Thoroughly
eX)
eee Bug, 1950s Snark, 21st Century
eSree Yeune-A compelling work
The advancement and success
PN meena
Be cas Marty
enthusiasts will be fascinated
organized by category, such
as military, commercial,

ani
and sport aviation. Other
ERY
ene toed McKie ye acy with this complete study
svc popular topics include
Pee
a
the concurrent growth of long- Poe
photographs a
pilots and personalities,
titre
plus

reference material, including perl brat tie

BOA nm a
aviation movies, TV
is simply unavailablein any other their revolutionary powerplants, historical facts and technical
atu shows, and model
ROME This book tells the compelling information is interspersed
product.on the market today:9x9,
a

with personal stories from the building. Approximately

and systenis-test aircraft; and-all 208 pgs, 300.photos. SG story of aviation progress and 100 excellent photographs
development for the very first time. pilot’s point of view. 10 x 10,
of U.S.
ara Item # SP256S..
10 x 10, 228 pgs, 500 photos. HC 192 pgs, 263 photos. HC
serve as visual highlights
complementing the text. 6
PCE De WAL SOL pee Item # SP257 wen Se) Item # SP261 $42.95 x 9, 384 pgs, 100 photos.
Item # SP241S... SIA] SC Item # SP244.... $24.95
WORLD S FASTEST SINGLE- BUILDING THE P-51 MUSTANG:
ENGINE JET AIRCRAFT: The The Story of Manufacturing North
Story of Convair's F-106 Delta Dart
M
American's Legendary World War II WAVE-OFF!: A History of LSOs and
Interceptor Barbier A thorough Fighter in Original Photos O'Leary Ship-Board Landings Powei; This
and meticulous reference source The author uses more than 300
"

book explains the exc'ting world of the

on the Convair F-106 Delta
Dart Interceptor using excellent
photographs and technical
ilustrations to tell the story of
this history-making supersonic fighter aircraft, whi.e also
providing valuable detailed information for modelers and
historians. Every facet of the F-106’s career is examined. 10
x 10, 228 pgs, 373 photos. HC Item # SP237
AMERICAN SECRET PROJECTS 2:
$44.95
original photos culled from his 8
Landing Signal Officer (LSO) aboard
personal archive of official North American and USAAF aircraft carriers from 1922 through
images, many of which have never before been seen. 11
x 8-1/2, 240 pgs, 350 photos. SC Item # $P190 .... $34.95 today’s modern ‘et and rotary-wing
carrier operations. It also covers naval
VOUGHT F-8 CRUSADER: aircraft and equipment development
tt
taal
over the years. 10 x 10, 192 pgs, 270
Vought mr) Development & Operational Use
Bees of the Navy's First Supersonic Jet
Fichter Spidie The 12 detailed
photos, TIC Item # SP235

MIKOYAN MiG-29 & MiG-35: Famous Russian

$39.95

Airlifters 1945-1961 Cox & Kaston This
previously untold story describes more
than 200 unknown, or little known,
and contains more
designs, than
de Test
niusi wicicduule auiciali ever
atid:
8-1/2 x 11, 208 pgs, 400 photos. HC Item #
MC916 $44.95
AMERICAN SECRET PROJECTS 3:
US. Airlifters Since 1962 Kaston & Cox
chapters in this book thoroughly
cover every aspect of the F-8’s
design and development, from
earliest Navy BuAir specs through
400
mack-in prototue flicht tect and carrier
qualificatinne
BEL The
DRONE STRIKE!: UCAVs
DRON and Aerial Warfare in the 21st
Century Yenne Takes you from
the end of the 20th Century
Aircraf Gordon This revised and expanded
edition charts, in detail, the MiG-29’s
evolution from the earliest design studies to
the latest multi-role versions. It includes new
Ist eat
production usts aid a colecuion ol previously
unpublished photos. 8-1/2 x 11, 688 pgs, 1,500
photos. HC Item # MC922 $64.95
GUNSHIPS: The Story of Spooky, Shadow,
GUNSHIPS Stinger and Spectre Mutza Details the

a
The book, and its companion volume,
through today’s latest technical evolution of one of the most feared weapons
American Secret Projects 2, covers airlifter
wonders, covering such amazing in the U.S. arsenal—the aerial gunship. This
designs from WWII to the start of the
1960s and has been made possible by
unmanned aircraft capabilities book covers them all: AC-47s, AC-119s, AC-
the authors heing given unprecedented as aerial refueling and landing 123s, and multiple mini-gun and cannon-
iW acrustace Cumivany aboard aircraft carriers with even more accuracy than AC-130. 9 x 9, 204 pgs, 345 b/w
my . equipped 595
.
1 poe
hm

HC Item # MC933 Available in August... $44.95

PRINT-ON- CE A RCo BIL TN

au
black and white (most books were originally black and white due to the historic nature of the photos) with the cover being full color.
POD books will ship separately from in-stock books in your order. Our complete satisfaction guarantee also applies to POD books.

SPO97P R-4360: PRATT & WHITNEY’S MAJOR MIRACLE White 608 pgs,SC_-—-- $79.95 SPO91P SUKHOI SU-27 FLANKER-WBT Vol. 42 Gordon, SC $21.95
SP123P GUNSHIPS: The Story of Spooky, Shadow, Stinger and Spectre Muiza SC.. $29.95 SP478P DOUGLAS A1 SKYRAIDER-WBT VOL. 13 Davis & Menard 104 pgs,SC $21.95
SP003P B-24 NOSE ART NAME DIRECTORY Forman 192 pgs, 32 photos. SC........ $29.95 SP093P CORKY MEYER’S FLIGHT JOURNAL Meyer 256 pgs, SC $39.95
SP151P LOCKHEED BLACKBIRD FAMILY Landis 128 pgs, SC $26.95 $P133P DESIGNS Bradley 184 pgs, SC $29.95
waone DIRECTORY CONVAIR ADVANCED
MlSP403P B-17 NOSE ART NAME DIRECTORY SP121P X-PLANES CRASHES Moore 160 pgs, 289 photos, SC. $2
Forman, SC $19.95
$P047P BOEING 377 STRATOCRUISER-ALT Vol. 9 Veronico.
-
SP016P DOUGLAS A-26 INVADER WBT Vol. 22 Johnsen 100 pgs, 150 photos. SC.... $21.95
$21.95
SP029P MARTIN B-26 MARAUDER-WBT Vol. 29 Johns -
$21.95
SP017P DOUGLAS DC-6 & DC-7-AIT Vol. 4 Gann 102 pgs, 150 photos. SC $21.95 SP467P VOUGHT F4U CORSAIR-WBT Vol. 4 Tillman 104 pg $21.95
SP080P LOCKHEED C-141 STARLIFTER-WBT Vol. 39 Johnsen, SC $21.95

Mail orders to: Specialty Press, 838 Lake St S. Forest Lake, MN 55025 Add $6.95 shipping on 1-3 books

Flight Journal Bookshelf www. flightjournalstore.com

 BOOKSHE
Your Source for the Latest & Best Aviation:Boo
ee ORDER BY PHONE: 1-800-895-4585

20” OFF any hook

EeOFF THUNDERCHIEF:
our i
Teneo
offer ends 11/15/20

3D PRINTING & LASER CUTTING A

ae

, DORNIER Do 17: The ‘Flying The Complete History Railway Modeling Companion Geary
‘y Pencil’ in Luftwaffe Serice & Renshaw ‘This book provides an
1936-1945 Goss Luftwatte
Gr. of Republic F-105 30 PRINTING &
LASER CUTTING introduction to the subject with spec‘al
historian Chris Goss recounts the Jenkins Continues the
emphasis on model railways. The authors
operational history of the Do 17, story of Republic’s take readers through the principles of 3D
Mach-2 F-105
perhaps the least understood and often drawing and a review of some of the 3D
‘Thunderchief where
1] forgotten of the Luftwaffe’s medium
bombers. 9 x 12, 304 pgs, 700+ photos. previous books on
software packages available free of charge
on the internet. 8 x 10.5, 192 pgs, 325 photos & diagrams.
HC Item # CP755 this aircraft left off.
79,959, HC Item # AD841 $24.95
Uses rare archival Air
Force documentation STRATEGIC AIR COMMAND IN THE
and original Republic UK Hopkins HT The author is a former
factory material and photos never before seen by the SAC pilot and this new book offers un‘ que
public to tell the complete story of this legendary jet historical insights into SAC operations in
MIKOYAN MiG23 & MiG27:
fighter-bomber. 10 x 10, 300 pgs, 700 photos. HC Item # the UK in this fascinating new account of
Famous Russian Aircraft Gordon &
SP259 $60.00 its activities and the aircraft it operated.
Komissavov This new, comprehensive .

8-1/2. x 11-1/2, 224 pgs, 400 photos. HC

bock describes the deveiopment
A COMPLETE HISTORY OF U.S. COMBAT Item # HK956 ... $44.95
and service history of all variants
of these aircraft, featuring fleet lists AIRCRAFT FLY-OFF COMPETITIONS:
R-4360: Pratt & Whitney's Major Miracle
and numerous rare photos and color Winners, Losers, and What Might Have White Provides a detailed account of
Been Simonsen This book not only expiains Lane A a
profiles. 8-1/2 x 11, 500 pgs, 1,200 rae the inner workings of the R-4360. Also
how fly-off competitions are conducted, it
id
B

photos, HC Item #MC931......$64.95 covered is the engine’s development

shows what both competing aircraft designs
history, variations, aid its military,
SCOOTER!: The Douglas A4
looked like during their trials, and then what
the losing aircraft would have looked like.10 7s commercial, and racing applications.

Se
| 7-3/4 x 10-3/4, 608 pgs, 624 b/w photos.
Skyhawk Story Thomason This isa x 10, 228 pgs, 550 photos. HC Item # $P227 $44.95
Cait SC Item # SP097P $79.95
‘ee Congas 4-4
Staats
Stary fully revised and updated edition of BUILDING CONCORDE Buttier This new
the definitive history of the legendary AVIATION RECORDS IN THE JET
book provides an informative perspective on
Doug.as A-4 Skvhawk written by one the Concorde program and explores ‘n detail AGE: The Planes and Technologies
of the Jeading authorities on U.S. how this supersonic jet came into being. The Behind the Breakthroughs Flanagan
naval aviation. 8-1/2 x 11, 288 pgs, 350
q

book aiso covers the Anglo-French political Go through the annals of aviation
HC
photos. and technical co.laboration seeded to get the history with spellbinding stories
|

Ttern # AD926.... $44.95 of world-record flights and

Concorde built. 8-1/2 x .1, 240 pgs, 350 photos.
HC Ttem # 91
AL $35.95 explanations of how advanced
technology played a pivotal rolein
@Ginkar o0lke This series provides extensive detail; i.e., panel lines, wing folds, bomb loads, cockpit detail,
and much more information via line drawings and photographs.
sett! ng
these records. 10 x 10, 192 pgs, 275 b/w
& color photos. HC Item # $P230...... $39.95

ELECTRONIC AGGRESSORS: US Navy Electronic Threat SOVIET AND RUSSIAN

Environment Squadrons Romano A Pictorial History of Fleet Soviet OR

EKRANOPLANS: New
Electronic Warfare Support Group (FEWSG), Fleet Tactical Readiness Ekranoplans Edition Gordon
‘
Group (FTRG), Tactical Electronic Warfare Squadron THIRTY- Expanded P45
THREE (3 23), lacucal Dlecuoue Wartare squadion i- NEW
VALE
WME Lata Pb eon Mere Sena ome PPS nos

J
PMITION “Cet and
Kussian tkranoptans has been
(VAQ-35), and Fleet Air Reconnaissance Squadron ELEVEN (VQ-11).
Part One 1949-1977 8-1/2 x 11, 218 pgs, 648 photos. SC fully updated and highlights
WORLD WATCHERS: A Pictorial History J

Item # GB580.... $54.95 projects that are under

of Electronic Countermeasures Squadron ONE (ECMRON-1)
Part Two 1978-2000 8-1/2 x Ps ph development. Packed with
and Fleet Air Reconnaissance Squadron ONE (VQ-1) Romano
Item # GB588 $5495 photos, artworks and drawings, the book includes
Fleet Air Reconnaissance Squadron (VQ-1) was established as
1
examples of similar technology being developed
an aviation unit of the U.S. Navy on 1 June 1955. Its role is aerial “ABEL MABLE” Martin AM-1/1Q Mauler Kowalski Nicknamed in countries outside of Russia, including the USA,
reconnaissance and
signals intelligence.
The iis nicknamed the “Awful Monster” because of its less-than-perfect aircraft Germany and China. 8-1/2 x 11, 500 pgs, 500
squadron
the “Worl Tt Ls an rel Malate pe ta Nia
Ttem # GB2702, SOPLCOVED $89.95 Mauler wasn’t operational for long. It's design, development,
Item # GB2719, hardback $99.9 and operational history is highlighted in this book. 8-1/2 x 11,
152 pgs, 393 photos. SC Item # GBb46 $37.95 Pa ee
LOCKHEED XE-90 PENETRATION FIGHTER Simone This
GB589 FROM BATS TO RANGERS Romano & Herndon 240 pgs,
TUR RADICAL THINGS:
Northrop’s Secret
new book covers the design criteria of the 1945 penetration $6 & Radical Things
™
==:
fighter request-for-proposal and the 8 companies that submitted
GB836 DOUGLAS AD/A-1 SKYRAIDER: PT.2 Ginter 272 pgs, SC $5 Aerospace Projects &
proposals, 8-1/2 x 11, 168 pgs, 370 photos. SC GB286 LOCKHEED VEGA Ginter 192 pgs, 340 photos, SC... $44.95 Concepts 1939-1994
Item # GB847 $39 95 GB140 VOUGHT F8U-3 CRUSADER III Thomason 92 pg, SC. $2 (oTae
unveils Northrop’s
GB833 CURTISS ASCENDER XP-55 Balzer 72 pgs, GB223P CONVAIR XF2Y-1 AND YF2Y-1 SEA DART Long.. $2
$2
Cite cosa
GB241P GRUMMAN NAVY F-111B SWING WING Thomason SC... $1
Sl
meter
GB832 MARTIN PBM MARINER Ginter 256 pgs, SC $5
GB835 DOUGLAS AD/A-1 SKYRAIDER Ginter 256 pgs, SC.... bodied
|

designs, many for

GB146 CONVAIR PB4Y-2/P4Y-2 PRIVATEER SC
GB295 DOUGLAS C-124 GLOBEMASTER II Berlin SC
$4
$2
GB229P MARTIN MARS XPB2M-1R & JRM FLYING BOATS, SC. $2
$5
Cee
Coates TELL
GB147 CHANCE VOUGHT F7U-1 CUTLASS Thomason SC GB280 GRUMMAN FSF BEARCAT Ginter 217 pgs, SC $3
em
$2 never-before-seen photographs. 10 x 10, 276
SC... GB208P LOCKHEED C-121 CONSTELLATION Ginter SC $2
GB246 FLEET WHALES SKYWARRIOR PT.2 $2 pgs, 439 photos. HC Item # SP229 Re Ro}
GB830 U.S. AIR FORCE IN VIETNAM Ginter SC GB145 GRUMMAN F6F HELLCAT Meyer & Ginter 224 pgs, SC. $4
$3
GB589 FROM BATS TO RANGERS Romano SC $6 CONVAIR DELTAS:
GB205 NORTH AMERICAN T-28 TROJAN Ginter SC
BUI
__.....

$1
GB586 BREWSTER F2A BUFFALO AND EXPORT VARIANT Dann SC. From SeaDart to
GB274 MARTIN P5M MARLIN PATROL SC $3 $3 |
Ane
GB840 VOUGHT SB2U VINDICATOR Ginter & Weathers SC $5 | Hustler Yenne This
GB271 DOUGLAS TBD DEVASTATOR Ginter SC... $1 book tells the story of
GB245P DOUGLAS A3D SKYWARRIOR PT.1 Cunningham SC..
GB587 PB4Y-1/ LIBERATOR Ginter SC....... $4 hme

$2 CONSOLIDATED 1P America’s aerospace

y
/CH-37B MOJA w_|
GB275 GRUMMAN F7F TIGERCAT Steve Ginter SC....... $3 -|

industry in its heyday,

GB263P GRUMMAN GOOSE Ginter 74 pgs, 150 photos, SC $2
HEAVY-LIFT HELICOPTER... $44 ai

when manufacturers
~
GB149P ROFING R-50 Have 949 nos SC GB845 McDONNELL F4H- | II Thomason 158 pgs, SC...$49,95 tonk the initiative to
$49 05
PHANTOM Priya it Za
Oe
GBS81 oe
de S1495
GBM4o 4
sR
Vr

SER
enn
th S39 95
x; > ce
wand
signs

GB839L bt ep $3995 GBMMY

as BO s

SE SINYS vest
GB582 GRUMMAN S2F/S-2 TRACKER PT.1 Thomason & Kowalski. $46.95 Find these and 75 more books published by ily uy ari pianics iv divici LUW wen, ti ai all,

GB583 GRUMMAN S2F/S-2 TRACKER & WF-2/E-1B TRACER PT. 2. they would work. 9 x 9, 216 pgs, 344 photos. SC
$5 Steve Ginter on our website! Tterm # SP231. $32.95,

Mail orders to: Specialty Press, 838 Lake St S. Forest Lake, MN 55025 Add $6.95 shipping on 1-3 books

Flight Journal Bookshelf www.flightjournalstore.com

 THE
MARINES’ }
AST
DOGFIGHT
THE CORSAIR WAS
ONE TOUGH BIRD
BY ERIC HAMMEL

y/ In June of 1941, at age 20, Joseph

Paul Lynch entered the Naval Avia-
tion Cadet program. He earned his
wings and a Marine Corps com-
mission in May of 1942. His first
combat tour was in the Solomon
Islands with VMF-11e, flying F4F
Wildcats and F4U Corsairs. Lieu-
tenant Lynch was shot down once
in the Solomons, but he ended
his tour credited with three and
a one-half Japanese aircraft. Af-
ter spending over a year in the
States instructing at Jacksonville,
Florida, Captain Lynch returned to
the Pacific with VMF-155, which
defended the Marshall Islands.
He was subsequently transferred
to VMF-224 as a Corsair division
leader at Okinawa.

ae
 0)

F4U-1As from VMF-224 warm up on Majuro island prior

to takeoff for a mission. Originally designed as a fighter,
many Corsairs were used later in the war as fighter
bombers, equipped with the Brewster bomb rack seen
here on September 19, 1944, loaded with 500 Ib. bombs.
(Photo courtesy of National Archives via Jim Sullivan)

ane Wiss
THE MARINES’ LAST DOGFIGHT
A brace of VMF-224 F4U- “|had never seen so many
1As loaded with 1,000 Ib.
bombs and heading out on Japanese fighters in one group.”
a strike on Japanese-held Chimu fighter strip was on the portion of
airfields in the Marshall
Okinawa closest to Japan. My squadron,
Islands. (Photo courtesy
of USMC via Jim Sullivan) VMF-224, had been sent to Chimu from
Yontan Airfield for the purpose of early
interception of aircraft in the event of
enemy attack and for mounting fighter
sweeps over Japan itself. On July 2, 1945, we
flew our Corsairs equipped with auxiliary
belly fuel tanks from Chimu on a sweep to
Kyushu. Our goal was to draw the Japanese
fighters into the air and engage them ina
dogfight. Iled one division of four planes
from 224 and Major Mike Yunck of VMF-
311 led a division of four from his squadron.
The other three pilots in my division were
Second Lieutenants Lowell Truex, Denver
Smiddy, and Schleicher.
It was a beautiful, bright-blue-sky kind
of a day, and our flight up was uneventful.
When we were well over the landmass of
Kyushu, we began flying back and forth,
generally on anorth-south axis at 20,000 to
21,000 feet altitude. On one of our southern
legs, shortly after we arrived on station
and with Mike's flight off to my right, I
58 FlightJournal.com
was searching the sky in all directions.
Suddenly, Isaw a tremendous group of
Japanese fighters about 3,000 feet below.
They were streaming from dead ahead
and back toward my seven or eight o’clock
position. I had never seen so many Japanese
fighters in one group since my days on
Guadalcanal, and it was the first time that
I ever had altitude advantage in the entire
war. lidentified those planes as Zeros as
soon as I spotted them.
I “tallyhoed” and told everyone to drop
their belly tanks. Just as made my release,
I
someone radioed: “You dropped your tanks,
Joe.” lrocked my wings—the attack signal—
and rolled left almost into a split-S. Then, all
four of us made a nearly vertical dive right
down into the formation.
Mike Yunck’'s division attacked this large
fighter formation when we did, so our attack
amounted to eight Corsairs engaging what
we estimated later to be about 80 Japanese
fighters. Maybe it was forty under my
formation and forty under Yunck'’s, but in
any event there was certainly a big group of
them.
The Japanese fighters seemed to be
very shiny, as if they were
unpainted with the original
aluminum showing. They
were flying in just about
perfect formation. As we dove
on them, I couldn't perceive
whether they spotted us yet.
\*
Most of the formation had MARINE
passed beneath us before I
attacked with my division, and
FIGHTING
they had not made any move SQUADEOR
that would indicate they had ri
seen us.
Itried to get my sights on
the leader, but doing so would
have caused me to pull flat
in the midst of their whole
group, so I settled on another
plane. The pilot may have
been an element leader. I
managed to hit that plane in
the engine from above as we dove through caught fire. It showed cherry-red flames Pilots of VMF-224 stand-
ing in front of aF4U-1A
the formation. under the belly, and I think the pilot might Corsair with their sign
Immediately after going through the have left his cockpit and bailed out over the board during late 1944.
(Photo courtesy of Jack
group, I pulled up through it again, trying to right wing. That plane had taken many hits Cook)
maintain my speed advantage. AsI came in the fuselage before I saw flames. These
up through what was now a breaking-up fighters did not catch fire and explode as
formation, I picked out another plane and quickly as those we had encountered in the
fired. [hit it in the right wing and belly area. Guadalcanal area.
I flew almost straight up past that plane The dogfight raged on—and I mean raged.
and saw another one slightly off to my right. The sky seemed to be full of fighters flying
It was in a slight right turn. Finally, after I and arcing up and down in all directions.
scored a great number of hits, this fighter Tracers were streaming—it was spectacular.

Now equipped with the

newer version of the
Corsair, the F4U-1D, VMF-
224 could deliver more
ordnance per plane in the
form of rockets, bombs
and napalm at Yonton air-
field on Okinawa. (Photo
courtesy of USMC via Jim
Sullivan)
THE MARINES’ LAST DOGFIGHT
Ee
a .
By
The definitive wartime That’s the only word! can use to describe
version of the Corsair,
the F4U-4 introduced the action. Ihad many more shots at
the four-bladed prop to many more planes and received credit for
accommodate the water/
alcohol-injection, dual-
destroying two. Lieutenants Smiddy and
supercharged, 18-cylinder Truex got one each. Mike Yunck got two
engine that could push also, and two of his VMF-31]1 pilots scored
it to 450mph. Naval and
Marine units were being one each, Mike andI both made ace in that
re-equipped with the fight.
F4U-4 for the final push
against Japan during the
summer of 1945. (Photo “| Never Saw Who Got Me.”
courtesy of Stan Piet)
The sky was full of planes. Then, as often
happens in a dogfight, almost as if by magic,
the sky was clear. Suddenly, the whole
melee was over. I had just started to look
for another Corsair to join when my right
wing exploded before my eyes and a shell
slammed into the armor plate behind my
back. Inever really saw who got me. AllI
saw was a glimpse of a plane in my rearview
mirror, and I don’t know if it was one plane
or a flight of them.
The three .50-caliber machine guns in
my right wing were blown right out of their
mounts, the right aileron appeared to be
shattered, and what ammunition I had left
caught fire and began exploding. The wing
became totally engulfed with flames, andI
was choking from the fumes that filled the
cockpit and seeped through my oxygen
mask. The plane went into a 45-degree
dive. I slipped the canopy back in order to
bail out if [had to. [think the canopy had
been partially shot off its tracks whenI first
got hit, so it was not difficult to get it open.
Thad very little control in the dive, which
6O FlightJournal.com
cs
ow 939-44
Sal
|
started at about 18,000 feet. As the plane
fell, the flames subsided and the fire went
out. [had a sense that I was dropping so fast
that the flames sort of blew out. kept doing
I
everything I could to regain full control,
and I finally hit on the right combination.
Imanaged to level off at about 1,500 feet,
luckily heading in the direction of Okinawa.
Isay “combination” because, when I finally
got the plane flying straight and level, Ihad
full right rudder on and had my left knee
locked around the control stick. The plane
wanted to roll over to the left, but, by being
very careful on the controls and flying at
full throttle, I was able to keep it in the air at
about 110 knots.
After leveled off, Inoticed that the
twisted metal in the right wing began to
glow red. I thought, “How can the fire be
starting up again?” Then it dawned on me
that the metal had been white hot and that,
as it was cooling, it went to red. The color
eventually faded. It did give me a scare,
though.
I was over water at this point and headed
for Okinawa, which was over 300 miles
away. I don't know why the Japanese
fighters didn't follow me down and finish me
off, but imagine they saw me so engulfed in
flames that they wrote me off.
“My Guardian Angel Was Working
Overtime.”
The trip back was slow, uncomfortable, and
uneventful, until a Corsair joined with me
 as Ineared Okinawa. He looked me over and out toward the trailing edge of the right
OF T
radioed news that the plane was riddled wing and, as] fell clear of the plane, Isaw
STOR
with shell holes and he didn't know what how badly it had been shot up. Vought
was keeping it in the air. I didn't know either Aircraft came up with a good one when it
because as Ilooked through the hole in my designed the F4U. The Corsair brought me Renae
right wing, I could see the ocean below me. home. turned up evidence
I figured that the hole was so large that a Ilanded hard in my chute a few hundred identifying the
six-footer could have dropped through it yards from the fighter strip at Chimu. By the eight Japanese
lengthwise, without touching head or toes time the flight surgeon got through treating fighters destroyed
on the jagged metal. The Corsair pilot told my injuries, the story of our dogfight had
me that my belly tank was still attached already been told. I think it was at that point are

the idea that we had engaged Tonys crept being Kawanishi

to my plane. Evidently it had not released;
the transmission I had heard at the start of into the story. A combat correspondent had
interceptors flown
the fight—"’You dropped your tanks, Joe"— already gathered the salient facts and was
must have been directed at Lieutenant Joe writing them up for publication. Six of us Navy's crack 343d
Driscoll, who was flying in Mike Yunck’s were Officially credited with shooting down Air Group. It is not
division. Talk about sitting on a time bomb! four Zekes and four Tonys. eMail heels
That tank was probably full of fumes. The In the official report, was quoted as
I

ete Relea
way my Corsair had been blazing should saying: “The enemy pilots were aggressive and his fellow pilots
have exploded that tank. My guardian angel and used very good tactics.” don't know
I misidentified the
was working overtime. what unit they belonged to, but I'll say Georges as Zeros—
or even Tonys-for
By the time I reached Okinawa, I had this—they were among the very best fighter
the Georges, which
managed to climb to only 4,500 feet. I pilots that Iran into during the war in my
had self-sealing
had the plane headed directly at a small two combat tours overseas, I never ran into
edie
mountain just beyond Chimu. I had been any “easy” Japanese fighter pilots. The Zero oe
very rare birds
nicked by small particles of shrapnel on my pilots at were skilled, tough,
Guadalcanal
and aggressive—at least, the ones I faced
RT
right side, and my right leg was trembling
from the sustained effort of pushing full were. The pilots over Kyushu on July 2, 1945,
MAC
right rudder for hours. Attempting a landing were every bit as good. They were tough the Marine Corps
was impossible. I happily bailed out. dove I
customers. > until 1956. In that
year, following a
helicopter crash,
he was medically
As aresult of a plane crash on Yonton airfield, Okinawa, this rocket-loaded F4U-1D from
VMF-224 suffered damage to its port wing on April 10, 1945. The Corsair in the background =e LM
was totally destroyed. (Photo courtesy of USMC via Jim Sullivan) rank of Lieutenant
Colonel.

RT

a 4
 CLASSICS

The Army's L-19

Combat aircraft assigned to ground fighting battalions, brigades and
divisions of the Army belong to pure Army aviation—not the Air Force—
and trace their origins to June 6, 1942, when the first fabric-covered
light planes joined artillery units. The Cessna L-19 Bird Dog, probably
the Army’s most famous airplane, resulted from a 1949 decision to
replace the aging L-4 Piper Cub and L-5 Stinson Sentinel spotter
planes that had served valiantly in WW II.

x
a”

wa
\"

ware
 The Pentagon wanted a
plane that would support
soldiers at the front by
landing and taking off in GOO
feet over a 50-foot obstacle.
Although somewhat
heavy at 1,200 pounds when
empty, Cessna’s L-19 won
aproduction contract just
before the Korean War began
on June 25, 1950.
General Mark Clark chose
the L-19’s name from a
list submitted by Cessna
employees. The winning
employee reaped a one-week
vacation, $500 spending
money, and the free use
of a plane and pilot for a
round trip anywhere within
500 miles of the Wichita,
Kansas, factory. Clark’s first
choice was “Skyhawk,” but
that name had already been
copyrighted, so he settled
for “Bird Dog.”
v In Korea, the L-19 artillery
spotters proved to be nimble
and versatile. Their pilots
lived with infantry soldiers
and flew from unpaved fields.
At the war’s end in 1953,
Cessna was completing five
Bird Dogs each day fora
total of 3,400: most of them
went to National Guard Units.
When U.S. Aircraft
designations were changed
in 1962, this aircraft became
the Cessna 0-1 “Bird Dog.”
Ahead of it lay a new era
of combat duty, with both
the Army and (later), the Air
Force in Vietnam.
In 195e, Navy AD-4
Skyraider pilot Bill Barron
(right) visited an L-19 unit in
Korea and posed with a Bird
Dog anc its pilot.
-Robert F. Dorr

KOREAN WAR ORIGINAL COLOR PHOTO BY BILL BARRON

>
 Aikens Airplanes
LFG Roland C.II Walfisch
$308.95 aikensairplanes.com
|
The LFG Roland C.ll, Known as the Walfisch (Whale),
was an advanced German reconnaissance aircraft of
World War I. It was manufactured by Luft-Fahrzeug-
Gesellschaft G.m.b.H. LFG, that later changed their name
to Roland. They were responsible for some of the most
aerodynamic and innovative aircraft designs of the Great
War. The Walfisch was designed to be as aerodynamically
Ww
ABOUT THE AUTHOR
A world-renowned
aviation artist, Lou
Drendel has authored 60
plus books on military
aviation for Squadron/
Signal Publications and
for ARCO Publishers. His
paintings have appeared
in numerous publications
and he has also authored
The Lima Lima Flight Team:
The Life and Times of the
World's First Civilian Six-
Ship Formation Aerobatic
Team. Louis a founding
member of the famous
Lima Lima Flight Team,
and as Team Lead, he has
logged over 3,900 hours in
the T-34 Mentor. Lou and
wife Carol live in Venice,
Florida.
64 FlightJournal.com
clean as possible, which resulted in a smooth fuselage
with many compound curves and mounting the top wings
to the fuselage to avoid drag from the cabane struts. It
featured a monocoque fuselage built with an outer skin
of two layers of thin plywood strips applied at an angle to
each other (known as a Wickelrumpf, or “wrapped body”
design). This both lowered drag and increased strength,
but it was relatively slow and expensive to build. The
deep fuselage completely filled the vertical gap between
the wing panel center sections, eliminating any need for
cabane struts commonly used in biplanes, leading to the
aircraft's nickname, ‘‘whale.” Powered by a single 160
hp Mercedes DIIl, the C.llhad a top speed of 103 mph, a
ceiling of 13,000 feet, and a range of about 400 miles. The
Cll entered service in the spring of 1916.
Distributed by Aikens Airplanes, the resin-cast LFG
Roland C.lla Walfisch (part no, ACE-51) is 1/30 scale
andis part of the highly detailed John Jenkins Designs’
Knights of the Skies collection. Specifically, it represents
the aircraft flown at the Western Front in the autumn of
1916 by Lt. Seibert Hptm. Pfleger. Ten inches long, it has a
73.5-inch wingspan and comes in three pieces. Ideal for
the collector who appreciates quality and unusual subject
matter, the LFG Roland C.lla Walfisch is a real standout.
Squadron Signal -
F-16 Worldwide Markings
by Lou Drendel
specialtypress.com $19.95
|
P
Morlduide
er
NEyicies yy
~~
_
The F-16 Fighting Falcon, aka “the Viper,” evolved
froma U.S. Air Force 1972 fighter prototype OO
program tasked with creating a small, lightweight
low-cost, single engine, air superiority daytime
fighter aircraft. A supersonic, multi-role fighter
aircraft, the F-16 was equipped with an internal M61
Vulcan cannon and several external hard points for
additional weapons. Originally developed by General
Dynamics, the Fighting Falcon first flew in August
1978 and became fully operational in October 1980. 30
i
Twenty-one foreign nations, including Belgium,
Denmark, Turkey, Egypt, Israel, and South Korea, have included various versions of the
compact, hard-hitting jet fighter in their air forces. The F-16 is recognized by many as one
of the most successful jet fighters in the world.
Written by Lou Drendel, F-16 Worldwide Markingsis an excellent reference source and
features color artwork by Lou Drendel, Don Greer, and Dave Gebhardt. With over 200 color
photos, this 64-page publication highlights in crisp detail many of the national insignia,
squadron markings, and camouflage schemes of USAF and international F-16s.
Filled with inspiring photography showing flight shots, aircraft details, weapons, and
beautiful tail art, the book shows many F-16s from across the world. Eighteen color profiles
with aircraft information are also included. If you love the F-16 Fighting Falcon, this book is
a must-have. Both front and back covers are paintings by the author, *
TAILVIEW
Continued from page 66
Burrows snapped his famous Life cover
photo exactly then—Farley kneeling over
the dying Magel, one hand on his machine
gun in the copter’s perilous open door.
Farley is gesturing and shouting to his
crewmates, in this desperate moment of
battle, his eyes and mouth wide openina
state that we can only guess is composed of
shock, mayhem, catastrophe, reflex,
courage and fear.
Burrows kept taking pictures: five or six
more shots of Yankee Papa 13 flying home.
Then, while Farley and his crewmate, Pfc.
Wayne L. Hoilien, furiously attempt to give
first aid, Lt. Magel dies before them. In 1965,
Life magazine slightly altered the images of
Lt. Magel, extending a bit of his flak jacket
to cover his eyes. In the photoanthology,
Larry Burrows Vietnam, the original frames
record all these last terrible moments in a
young Marine's life.
I was 14 years old in the spring of 1965
whenI first saw Burrows's photographs in
Life. The young men in Vietnam were 18,
19, 20, only a few years older than I was.
Needless to say, knew nothing of war or
I
combat, or any kind of violence, for that
matter. In the World War I movies Ihad
grown up watching, death was quick and
bloodless, accompanied by stirring music
and patriotic cheers. Lt. Magel had died on
the metal floor of a chaotic transport
helicopter, his shirt soaked in blood, his
staring eyes looking nowhere.
Burrows continued photographing
James Farley at squadron headquarters
after the helicopter made it home. The
strain and grief on Farley's face are almost
too painful for us to look at. In the last
photo of the Life story, Farley slips off
alone to an empty supply room and sits
down on a footlocker, his hand covering his
eyes as he gives way to tears.
The 21-year-old boy we had seen smiling
and laughing only 14 pages before has aged
30 years during this one day. This brief set of
photos is human record of war—immediate
a unlimited bragging rights. Contributors may be published
and terrifying. Photographer Larry
Burrows died in Laos in 1971, with four other
photojournalists, shot down in a helicopter.
In his book on Vietnam, The Living and
the Dead, author Paul Hendrickson devoted
a chapter to Yankee Papa 13 and was able
to track down the names of some of the
men aboard the Marine helicopters who
flew into the ambush outside Da Nang that
last day of March 1965, Among them were
Larry Burrows; Lt. Col. Norman Ewers;
Capt. Peter Vogel; Sgt. Billie Owens; Sgt.
Cecil Garner; Lt. John Hax; Lt. Dale Eddy;
Maj. Bennie Mann; Capt. Buck Crowdis;
Pfc. Wayne L. Hoilien; and Lance Cpl.
James C. Farley. Also on board were Lt.
Wendell T. Eliason and Lt. James E. Magel,
both of whom were killed.
Fifty-five years have passed since
Burrows tripped his shutter aboard that
Sikorsky, but the images of war's human
cost still come through hard and clear. The
photographs are a record of blood, death,
and horror but they are also a record of
truth—and a memorial to all those young
men down the ages who have fallen for
their country. +
Flight Journal
JOIN OUR TEAM!
Do you have aviation in your blood? Crazy about
aircraft and flying? Add your unique perspective to
our content mix! We're looking for flightline reporters
and contributors to share their expertise and advice in
videos and posts. (Original and unpublished content only,
please.) If you're the kind of pilot or aviation enthusiast
who likes taking videos and photos while in the hangar
or at an airshows, getting the inside scoop on civilian
planes, jets, warbirds, and the pilots who fly them, we
hope you'll consider joining us. leaam members will
get featured posts on our premium site and, of course,
in Flight Journal magazine.
Check out more here: flightjournal.com/contributors
November/December 2020 65
 TAILVIEW
A Human Record of War:
Life magazine, 1965
BY WILLIAM CAVERLEE
1965...The April 16 cover story in Life was a photoessay
by Larry Burrows, a British journalist best known for his
war photography in Vietnam.
Burrows's 21 black-and-white shots of a
Marine helicopter crew on a mission near
Da Nang are, by now, among the most
recognizable images of the Vietnam War—14
brief pages of photographs in a popular
news magazine, the record of a single day
in the lives of four or five young Marines.
One needs to recall that in the spring of
1965, the American escalation in Vietnam
By LARRY BURROWS in VIETNAM
Vietcong zero in on
vulnerable U.S. copters
af.
aa!
PY ee
66 FlightJournal.com
was inits early days—not far removed from
the Kennedy and Eisenhower era of so-
called “advisers.” For that reason, Burrows's
photographs of a firefight were all the more
shocking to an unaware American public.
Long before the term “embedded
journalist" was coined, Burrows had
attached himself to the 163rd Marine
Squadron, and on March 31, 1965, he flew on
one of the 17 UH-34D Sikorsky helicopters
shuttling South Vietnamese infantry toa
landing zone outside Da Nang.
For his principal subject, Burrows chose
21-year-old Lance Cpl. James C. Farley,
crew chief and gunner for the helicopter
designated Yankee Papa 13. We watch
skinny, youthful Farley conducting preflight
inspections, carrying a pair of M-60
machine guns to the helicopter's open-door
cabin, grinning, smiling, at ease. Soon
enough, in helmet, gloves and flak jacket,
Farley is all business, leaning out of the UH-
34D copter, firing his M-60 into the treeline
where the Vietcong were waiting. Yankee
Papa 13 receives round after round of
machine gun fire, and, once on the ground,
Farley sees another helicopter, Yankee Papa
3,disabled and taking ferocious hits.
Incredibly, he leaps from his own ship, runs
50 or so yards over to the stricken
helicopter (with Burrows himself following),
where he finds Pilot Dale Eddy slumped
over, shot in the face, apparently dead
(miraculously, Eddy would go on to survive).
Two others of the downed helicopter’s
crew manage to make their way to Yankee
Papa 13-to safety and a flight back to base.
Both of them, Sgt. Billie Owens and copilot
James E. Magel, are wounded; however,
Magel, 25 years old, is bleeding froma
chest wound and now lies motionless in the
helicopter amid shell casings and debris,
only a foot or two away from James Farley
GETTY IMAGES
and his shipmates.
Continued on page 65
 TOP GUNS! F-14 vs. F-18 eens
lt Wl

TOP GUNS! F-14 vs. F-1B

~
WWI ACE CONQUERS Fully loaded chronograph
with precision accuracy
TIME TRAVEL ONLY $99!
Recalling military timepieces ofthe early 20th century, the
Flyboy° Blue is your secret advantage. e

n World War I, Lieutenant Costes fought head-to-head against @

lead-spitting enemy planes over the Balkans. Ten years later, the
daring French pilot navigated the pitch black skies over the South
Atlantic. He soared across three time zones from Senegal to
Brazil, setting the record for the world’s first non-stop flight
345
across the South Atlantic. 330
For WWI pilots like Costes, victory was decided
50
in a fraction of a second. The first multi-function po
50 95
wristwatches forever changed air combat, allowing

2”,
pilots to time complicated maneuvers and
coordinate attacks. Every decent Ace had one.
Now, it’s your turn.
As a fully-loaded precision timepiece with i
fighting good looks that’s also priced to take

"ge
|
out the competition, the Flyboy® Blue is Q'7

5
without a doubt, your secret advantage.

4: 0Soa
We studied classic aviator timepieces 40

6
94

S6
to match the vintage design. Then, our
watchmakers updated the movement ;
hi

OL
for the 21st century, making it even

OL
ig

:
more accurate than the originals. Three
‘
tachymeters and.a movable bezel measure

o>
15.
speed and ascent and chronograph
functions measure elapsed time.
Complications mark minutes and
os
hours and include a 24-hour display.
Satisfaction is 100% Guaranteed. Take Bt Lv
Miypl
the Flyboy® Blue for a test flight. If it fails to
impress, send it back within 30 days for a
3767
6 7 ov
®
refund of the item price. But, we’re confident
this ace will accomplish its mission.

Limited Reserves. A watch of this caliber takes over

six months to create. Don’t miss this opportunity to
4
gain your secret advantage. Call today! 4
wkKKK
4 “Love the watch
TAKE 75% OFF INSTANTLY! ‘
When you use your OFFER CODE and looks great.
great.”
\ 4
¢ Douss
Blue Watch
auer r Fl Flyboy® Blue non-offer code price $399
$399t __ KY
price

Stauer Flyboy® Watch non-offer code

Petersburg,
Offer Code Price $99 + S&P Save $300
You must use the offer code to get our special price.

1-800-333-2045 Qex- CONSUMER

AFFAIRS
ACCREDITED

Your Offer Code: FYW179-01 Rating of A+ “Tam totally impressed with the accuracy and good
Please use this code when you order to receive your discount. looks of the Stauer Flyboy Blue Watch.”

Stauer... Afford the Extraordinary.° —George Thomas, renowned watch historian

¢ Precision crystal movement ¢ Stainless steel case, caseback & crown with gold finish
*
Chronograph mode ° 12/24 hour format * Date window between 4 o’clock & 5 o’clock * Luminous hands
¢ Water resistant to ATM ¢ Genuine leather band in dark brown with white stitching fits wrists 6 %4" to 9"
3

14101 Southcross Drive W., Ste 155, Dept. FYW179-01, Burnsville, Minnesota 55337 Www.stauer.com
Stauer® f Special price only for customers using the offer code versus the price on Stauer.com without your offer code.