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Profile 85 - BEGINNING: "030" as flown by Lt. Chris Morgan, 529th FS.

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"They didn't even get to try..."

Wedding day tragedies, first-time skydiving accidents, straight-off-the-lot car crashes—these are the "worst" of stories, don't you think?  There's nothing so horrible as seeing hope and opportunity ripped from a person; injustice and unfairness inflame anyone with a conscience.

Well, have look at "030" because she represents just such a story.  But right now, a little background is in order.

The China-Burma-India (CBI) Theatre remains the least-remembered major Theatre of WW2.  Of course, the shark-mouthed P-40s of the American Volunteer Group are a permanent part of WW2 lore.  However, the Theatre itself, with its Chinese duplicity, Japanese conquest, British defeat and American frustration, remains a mere paragraph in the "book" of WW2.

This oversight is not for lack of action or drama.  In fact, the typical history nut, upon discovering the Theatre, is inevitably astounded at the depth and breadth of all-things-warfare.  And if it's "personality" you're looking for, the CBI's starring characters rival Hollywood's Patton, Rat Patrol or Colonel Kurtz.  Don't believe me?  Look up the names Wingate, Stillwell and Chennault

"Why don't we learn more about the CBI?"

The fact is, I don't know.  Maybe the CBI's forgotten status is due to the wretched climate. After Guadalcanal, what reporter would want to continue on?  Maybe the awful insects and disease had something to do with it; would you like some dysentery with your malaria?   Maybe the Japanese victories didn't help the war effort back home or maybe Chiang Kai Shek's Chicago-style corruption would have utterly offended a generation coming off the Depression... who knows?




But the fact remains—WW2 was fought in the CBI in typically bloody, icky, gruesome fashion and American aviators were there in force.

Ok.  Getting back to those tales of woe.

Being a Prisoner of War (PoW) has to flat-out suck.  But like everything, there are degrees and on the WW2 PoW Treatment Scale for allied prisoners, the Japanese were the suckiest.  How sucky?  Well, 40x worse than the Germans!

Let's roll the numbers.  According to a U.S. Navy study, 90-some thousand U.S. military prisoners were interred by Germany in WW2.  Just over 1,000 died in captivity, resulting in a 1% death rate.  But.  The Japanese held 27,000-some U.S. prisoners and of those, 11,000 died.  That's over 40%.  This time, read the number with feeling:  FOUR. TEE. PERCENT.

Fast forward a few years and I'm talking to Bill Creech of the 528th FS at a bar in Washington D.C.  He is explaining both times he was shot down—once over Burma, the other over China—and he shuddered when I asked him what he would have done had he been captured.

"Rumor was they would eat us." EAT?!  Really?!  (deep breath, swallow hard) Really.*

So I asked Bill if he knew any ex-POWs of the Japanese that I could talk to.  After a scrunched face and a little hesitation, he gave me a name.  And a number.  And I called.  And the resulting conversation was as if I poked a chained bobcat with a hot wire.  The pilot slammed the phone on me after hissing that he had spent all of his life trying to forget and what right did I have calling him up...

Later, Bill apologized to the effect of  "Sorry John.  I knew he never really got well but was hoping he would talk to you and get it out." Two weeks later, I got an eloquent apology from the pilot with the firm request to never contact him again.

Fast forward a few more years and I, like so many, read Laura Hillenbrand's book, "Unbroken." Of course, my mind went back to that ex-POW I'd talked to and wondered if I could ever find any surviving POWs of the Japanese to interview.  Not for the gory details—after a while, that stuff becomes like pornography and does the soul no good— but to learn how they survived...

Ok.  Take one more look at the sketch above.  "030" was one of 40 A-36's sent to the CBI and soon, I will clothe her with the simple livery she wore on October 16, 1943.  It was a red letter day of sorts, the first combat mission of the 311th Fighter Bomber Group and the first combat mission of her pilot, Lt. Chris Morgan.

Chris didn't come back from that mission.  He was downed due to a regrettably poor decision on the part of his Flight Leader and became a PoW of the worst captors a man could imagine.

Tragic, right?

Stay tuned.

*Empty stomach?  Click here.

Profile 85: UPDATE - "030" as flown by Lt. Chris Morgan, 529th FS, 311th FBG

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"He was a good man. A good officer.  But he should have never been behind the stick of an airplane."*

Well now.  That's a heck of an opening line, don't you think?!

But before we go any further, it's important that we come back to the topic of "Unfair" that was brought up in the first post on this airplane.

Unfairness is a powerful toxin.  Think back to that moment you first experienced it—something was taken from you, a promise unkept or perhaps an outright fallacy grafted upon your reputation—where you three?  Four?  Yeah.  You experienced it early (we all have)  and from then on, things were just a little different, tainted, perhaps.  Right?

However, I want you to decide right now to bear with the fullness of this story as its reconciliation is at once beautiful and startling.  It will not disappoint, and you'll never suspect where it ends.  Never.

Ok?

Good.

Look above.  You'll notice that I've been at work but not quite finished.  The challenge has been to really understand the color, "Olive Drab." Sure, there is/was a formula, but that's just a recipe.  Differences in pigments, sun, oil, rain, storage...it's like buying two Big Macs from two different McDonalds.  They won't ever be the same.

But, I do understand the markings.  In a word, Basic.  Chris' A-36 was one of 40 that had been shipped straight from the Group's home airfield at Waycross, Georgia.  No personal, group or squadron livery were applied - just "star'n bar" and serial number, 42-84030.  "030" was a workin' bird, not a peacock.

Why so bare?  Well, they simply hadn't had the time.  When the 529th arrived at their Dinjan, India base on October 11 (1943), mission planners were already hovering over maps trying to figure out where to hit first.  The Squadron had only four days to get ready; October 16 was showtime.  The push to perform was so intense, the Squadron hadn't even logged any orientation flights!  Remember, they'd just "gotten off the bus" from eight thousand miles away...

Oh man...you know where this is going already, don't you.  (sigh)

Anyway, 12 airplanes (3 Flights of four) made up the attack force with a mission to bomb Japanese placements near the town of Sumprabum, Burma.  Fast at low-level and easy to control, the A-36 was pretty-well suited to provide the kind of close-air-support needed to aid the fevered and splintered jungle-fighting below.

There was "good" reason for the urgency to get into action, however; arriving in-country was a big deal. Not only was it the Inaugural act of the unit, it was part of a bold push to support the beleaguered British ground forces and establish the Americans as the strong players in the Theatre.  Remember, this was back in the days when the British had an Empire and Japan wasn't just expanding their empire, they were taking British (and French and Chinese and Dutch and American...) property.

The CBI was so much more than a battle ground.  It was the entitled land of tremendous ego, power and investment!  That the Japanese—upstarts and newcomers to the Industrialized World—could flip their middle finger at so much of the world establishment was an outrage.

Understand this—the 529th wasn't just off to bomb the enemy.  They were there as an opening round of violence to punish the Japs and return something far more valuable than all-the-tea-in-China:  Pride.

It should be no surprise that the Mission attracted its share of big-shots.  The leader of the first Flight was Brig. General William Old, one of the architects of American air power in the CBI.  The second Flight was lead by Colonel Harry Melton, a West Point grad with a slew of missions under his belt.   The third Flight was lead by—well, his name isn't important right now.

So, the three Flights took off toward the target, setting up a course that shot almost straight east-southeast toward Sumberbohm—some hundred and sixty miles away—where the Japs would soon learn who the real Boss was.



Now, there's something more you should know about the concept of a Flight.  A Flight has four airplanes—two Elements of two, of which one of the pilots is the Flight Leader.  It is the Leader's job to lead the rest to the target.

Ok.  If you've ever flown in a small airplane, you know that the machine, especially at altitudes below 20,000 feet, is subject to the lifts and sinks of air currents.  Like a boat on water.  For a flight of four, flying in formation (about 10 feet apart) is not as easy as driving four cars down the freeway.  It's focused business.  Drift a little this way or that and a collision can happen.  Or you fall away and expend precious fuel and focus to get back into place.  It's complicated, but the pragmatic, hammered-home truth is that being IN Formation was good.  Out was bad.  And follow the leader.

I hope this aspect of Aerial Discipline is fully appreciated because what happened next is a moment of supreme...unfairness.

Taking off into the vast, cloud packed aerial sea,  General Old's and Colonel Melton's Flights found each other.  Chris's Flight, lead by Major Nameless, however, somehow missed the others.  It wasn't for lack of trying; the Major wanted nothing more than to find the rest. Not only for the effectiveness of the mission but getting lost with "The General" up front could not help the Major's career, 'know what I mean?

So, the third Flight weaved, searched, looked, circled...and in that process of never-finding the rest , three terrible things happened.

1. The bomb-laden airplanes burned a prodigious amount of fuel.  So much fuel, they soon reached the point where they could not return to base.

2.  Chris's wingman caught a glimpse of the other Flights and peeled off to join them.  Without letting the rest know.  Ugh.  (This was verified after the war).

3.  The Flight Leader doomed the flight with a single act of arrogant insecurity.

Here's how it went down.

But one last time, hold that thought because you need to now take another look at the map above.  Notice the green hills?  That's not the picturesque stuff of New England.  They're the Kachin Mountains and that green is a canopy of jungle.  Underneath are the rocks that cut their way North to the Himalayas (home of Mt. Everest).  Parachute into there?  You'll die.  Ditch your airplane in there?  You'll die burning (or at least have your bones crushed into shards).  And the enemy is down there.  Somewhere.

And, remember this is before GPS and maps of the area were not the rich photographic imagery that anyone can instantly click-to today.  The map looked more like the map below.  It doesn't tell you much, does it?


Umm...yeah.  Being lost over Northern Burma in 1943 meant you knew only one thing—you were in trouble.

Back to the Flight.

Chris, following a gut feeling, tucked up on the wing of Major Nameless, got his attention, and flying wingtip to wingtip, rising and falling in the mountain-heaved air, pantomimed with his hands that he knew where they should head.

"I can do this.  I can get us home!" Chris shouted through leather-gloved gestures.  "Let me lead!"

The Flight Leader then made a most regrettable decision.  Lost, embarrassed, pressured, he chose to honor his one last vestige of Control; he reached around with his left hand and flicked the Major's insignia on his collar.   In other words, he pulled Rank.

Oh.  No.   Major Nameless let pride prevail over facts...ugh.

He also sealed their fates.  While there remained debate as to exactly where they were on the map, one fact could not be argued—they needed to find a flat place to put their airplanes down.  All things considered (namely the rocky peaks below) the first smooth spot to be found was the only option.  And there it was—a rice paddy at the foot of where the peaks and hills transitioned into a giant, ancient valley.

One by one, the three pilots resigned to their plight.  Chris and another pilot picked a rice paddy while Major Nameless chose a sandbar in the narrow nearby river.   All three bellied-in in a strap-straining grind of metal and dirt...close your eyes and see if you can imagine the chaos of neck-snapping deceleration, the howls of bending metal, the slurp of mud... then the sudden silence of halt while the hot engine sizzles the wet away...

It had to be horrible.  First mission.  Got lost.  Someone wouldn't listen.  Ditched on the enemy's door.

Ok.  Take a deep breath.



The photo above is Chris Morgan, circa 1943.  Have a good look as this will be the last we see of his fullness of face and healthy glow.  In three days, he will be captured by the Japanese and experience the wrath of these cruelest of captors.

And all because Major Nameless...

Stop right there. If you're like me, you're fu'll of vinegar for the Major and every other lump-head "Leader" that's lead you astray.  Bastards; every one of them.  Right?  And this story won't get better.**  But, the very reason I get to complete the tale at all is because I promised Chris that we wouldn't dwell on the pain.  Or the suffering.   Or the stupid things people do.

Like I wrote, you cannot guess where this story is going.

Never.

So please.  Stay with me on this.

I won't lead you astray.

(wink)



*The names of every man mentioned in this story are known.   A good researcher can probably have them in an hour or two, too.  But for this particular telling, it does no good to name them.

**Actually, it does.  It just takes...well, you'll see.

Profile 85: FINAL - "030" as flown by Lt. Chris Morgan, 529th FS, 311th FBG

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Finished!

"The last three years have been harder than any Japanese prison camp."

What?!  What could be harder than the worst POW system of WW2?!

I'll get to that.  But first...

Killing a person with a .45 is easy.  Pull, snap and BANG!  At ten feet away, he wouldn't know what hit him; the big slug would obliterate the Jap's head like a baseball bat on a pumpkin.  He also wouldn't know who hit him; the enemy had his back turned to Chris.

The Burmese jungle is a dense, creature-infested salad.  Bill Creech told me that it took him an hour to hack through a mere 50' of the stuff.  So, while the enemy stood, listening for the little crackles and pops that would reveal a hiding human, it was understandable that he would have no idea just how close his quarry really was.  Hollow heartbeats, drips of sweat, a chirp of an insect...and then, inexplicably, the soldier continued on his way.  Chris exhaled in a restrained purge of nervous breath, lowering his trembling arm as to not make a sound.  

It had been an awful three days since the three pilots had bellied-in.  Major Nameless, the guy who got them into their current mess, was captured right away.  Chris and the other pilot, however, managed to stay one-step-ahead of the search party.  Close-calls, a stolen canoe, quicksand and fresh tiger tracks brought anxious thrills while sweet berries pulled from the jungle thickets provided food.  It'd be a great Reality TV show had it not been so real.

But, the reality was, though a highly trained fighter pilot, Chris was really just a bright kid from New York with less than a single week in-country.  He was no more prepared to survive in the Burmese highlands than one of their own would be had they been picked up and dropped into the concrete jungle of Manhattan.   Capture was inevitable.
Chris Morgan, Primary Flight Training, circa 1942.

As it happened, the two men were betrayed by a chance encounter with Burmese natives.  The locals promised to point them back to India but instead, delivered them to their new Japanese overlords. On October 19, 1943 the lost fighter pilots found their fate before the clenched fists of front-line, war-hardened Japanese Army soldiers.  Ouch.

Then, the hurt began—BANG!  The hard butt of an Arisaka rifle cracked against Chris's head.  A shot rang out*, and the ex-fighter pilot went down.  Repeatedly.  It didn't stop until an English-speaking officer was able to intercede and begin the interrogation "properly." That moment was a scene out of a B-grade war flick—rote questions followed by Chris's courageous proclamation of name, rank and serial...BANG!   What did you...BANG!   Who is your...BANG!  When will you...BANG!

An ex-POW from Vietnam let me know that, once torture begins, "...everyone talks.  Everyone spills the beans.  Everyone confesses.  Of course, anything you say is pure bullish*t, but if you're getting the sh*t beat out of you, you talk!"

Chris finally admitted that his "commanding officer" was none other than General "Hap" Arnold (about the equivalent of admitting you knew who the President of the United States was).  Chris also rattled off whatever other answers his ringing head could conjure...he can't remember and it didn't matter.  Anything he said was as ridiculous as their situation.

However, in the course of "conversation," Chris did describe the soldier that he had almost plugged.  This piqued the interrogating officer to the point that he had to know, "Why didn't you shoot him?  Why didn't you kill the soldier that was looking for you?"

Chris answered, "He had his back to me.  I didn't want to shoot him in the back." Somehow, that struck a sympathetic nerve in the officer's soul and he responded unexpectedly.

One can only imagine the scene—the crisply uniformed Japanese leaning back, steepling his fingers and saying, "So.  You showed...honor." Some how, some way, the anecdote attached itself to Chris (and the whole Lost Flight) and it became a perverse endorsement that followed them on their forced-march to their final prison camp far, far to the South.

"From then on, we seemed to get a little better treatment," Chris explained.  "Not much better.  Maybe they didn't hit as hard.  But looking back, I feel that not shooting that Japanese soldier somehow helped save us, too.  At least on our trip to (our prison in) Rangoon."
A drawing of Rangoon Prison. The artist's last name is Ratcliffe.

It was an 800 mile journey that would last almost three months.  The trek was made on the bed of a transport truck, on train, on elephant, but mostly on foot.  And that "aura" of protection?  It was academic.  At each waypoint, the trio was still welcomed by a gauntlet of angry, war-curdled militants.  CRACK!  BANG!  SPIT!

If there was any mercy in the moment, it was when Major Nameless stepped to the front of the line at each of these vicious receptions. "I got you guys into this mess,' he'd remind them. 'I should go first." Of course, there was no way this act of honor could deliver them out of their misery but it did reassure the other two that their former Flight Leader understood the ethic of Responsibility.   Though the facts were impossible to forget, Major Nameless's willingness to pay-extra for his sin triggered a spirit of forgiveness in Chris.

I asked if how he thereafter got along with Major Nameless and the other pilot, (Lt. Mel Bowman) and Chris made a point to tell me of the time he was crippled with Beriberi.  They were still 200 or so miles from Rangoon when the disease hit.  Mel and the Major fashioned a stretcher from bamboo and some old burlap and carried Chris the rest of the way 'home.'  Major Nameless didn't complain.   Mel, on the other hand, did.

"Mel would sit by me and say, 'Chris, 'you just going to lay there and whine?!  Chris, 'you just going to lay there and die?!  Chris, 'you just going to moan all day?!'" Mel's taunts lit a fire in Chris that overruled his physiological decay.  "Mel did it deliberately.  To make me mad!  And it worked; I got so mad that I pulled through those days until I actually got healthy again.  Mel did that for me."

Chris had entered a particularly challenging School of Hard Knocks. Major Nameless taught Chris how to forgive, Lt. Bowman taught Chris the power of determination; it may have been a tragic education, but it was persistent.

"After I got healthy, the Japanese put me and another guy in charge of the camp's Cholera ward.  It was a terrible place with all the mess and death.  But I remember (when the other guy) announced, 'Chris, if we don't get rescued by Christmas (1944) we're going to die! We're going to die!' That was in June of '44.  Sure enough, we weren't rescued on Christmas and sure enough, he died.  On Christmas day."

I need to fast-forward; after the time when Chris listened as a 13-time bayoneted British infantryman blessed his wife with dying breaths.  After Chris learned to survive by eating things he won't mention. After Chris learned how to harden his soul to anything pleasant and dwell only on the moment by moment dichotomy of life or death...we're going to fast-forward to after the war.

Ok.  Try this—wrap your pinky and thumb around the thick part of your forearm.   Can they touch?  If they did, you understand what Chris looked like the day he was repatriated in May of 1945.  He was a shell of a man.  Yet,  the human body is amazingly resilient; 30 days later, he was cleaned up, half-way back to his pre-capture weight and standing on the porch of his parent's home.  He needed every bit of that strength he'd gained as both his mother and father collapsed onto him at his unexpected arrival.  The moment became an indelible scene as for so much of his captivity, his parents had written their son off for dead.

The letter Chris wrote to his folks shortly after being repatriated. 
He said he lied a little to keep them from worrying.
("Jupes" was Chris's nickname)

"So what next?" I asked.  "Did you have trouble adjusting to civilian life?"

Chris sighed.  "I learned to drink.  A lot."

"Did you get a job? Or did you just sit in a bar somewhere?"

"I was given the choice to stay in the Service or get out; the popular convention was to get out and so I did.  I regret that as it turned out the Service had more regard for POWs than the civilians.  And I just drank more."

"Really?!  You mean people didn't accept that you were a POW?!"

"Let me tell you something.  I was speaking at a War Bond Rally just after I got home and I told the audience what I had went through and I could read their faces—they didn't believe me.  But how could they?  They had no idea!  And when people found out that I was a captured because someone had gotten lost?  I heard laughter.  Laughter!  I couldn't—(pause)—I couldn't deal with that.  No more Bond Rallies."

"So then what?"

"Like I said, I drank.  I drank my way through five years of college.  I didn't graduate."

"And what about the rest of your life?  Did you still have any effects?"

"Aside from (the life that came from) drinking?  I'd wake up screaming.  Even today,  I can't get introduced without someone saying, 'This is Chris Morgan, he was a POW of the Japanese.  That was 70 years ago and it's still my life."

"So have you forgotten the memories?"

"Years ago, I would wake up screaming.  Which brings up that the last three years have been the hardest in my life."

One more pause, I promise.  Right about now, it's easy to see how you can be completely laid-low by this story.  Reconciling the injustice of it all is like trying to slake thirst by drinking vinegar.  But.  You should know that Chris Morgan is no victim.  As it turned out, Chris built a successful career in the insurance industry, raised a family and devoted years lobbying for veteran and POW rights.  Year by year, Chris gained altitude and the lost life was gradually redeemed as any man would want.  But it wasn't easy.  As it took Major Nameless to get Chris lost, it took another to get him found.

"Why's that?  What's been so hard about the past three years?"

"My wife, Connie.  She died three years ago.  Hardest thing I've ever been through.  (pause) Harder than any Japanese prison camp."

If you're one of the thousands who have been reading this story from the onset, Connie is new to the equation.  See, the challenge of these war stories is that, they are not confined to defined spans of time.   Granted, between October, 1943 and June of 1945 Chris Morgan learned, in dramatic fashion that grudges didn't pay and still, fury can be a life-line to extend one day to another.  Good lessons in survival for a POW, but what of "normal" life?

How long can a guy treat his wounds with beer?  How long can a guy be darkened by the shadow of someone else's failure?  How can a guy cope with challenges by any other means than to get angry?

Ha!  And here is the surprise ending that I warned you about in the previous posts.  Have a look at "030" again.   It's not an airplane lost. It's an airplane restored.

It was Connie that got Chris to temper the drinking.  It was Connie that got Chris the job that ended up bringing back self-respect (and later lead to financial success).  It was Connie that reminded Chris that the same Will that kept him alive in a POW camp was needed in the ease of post-War America.  It was Connie that got up with Chris during the nightmares...


"It all made sense later.   Life is about Will and the reason to persist. Connie helped me put the pieces together."

This isn't a war story.  It's a love story...of one man's amazing strength and a woman's amazing patience.

This about right, Chris?





_____________________

* The Japanese apparently fired the shot into the air in an act of terror.  It's possible the gunshot was somehow an accidental discharge of the weapon but it's doubtful.  The IJA were highly disciplined and most likely had exceptional control over their weapons.

Postscript:  Two readers asked the questions, "Did Chris forgive his captors?" and "Where there any Guards that tried to help you?"

To the first question, the answer is unequivocally, "Yes." Chris answered that plainly to me.  He holds no grudge against the cruelty of war, recognizing that war is its own ethos.   He reminded me that the 6 .50 caliber machine guns and 2x 500lb bombs mounted on his A-36 were truly terrific weapons.  "Would I have been able to do horrible damage to them?  Of course.  It's just a part of war."

To the second question, Chris replied by retelling the story of how the IJA officer was impressed that Chris hadn't shot the Japanese grunt.  Chris worked to understand Japanese culture and realized later that, to them, an inglorious death would somehow taint the afterlife.    In sparing the life, he brought honor to the soldier's family.

However, Chris also described a moment when a lower ranking Japanese officer approached him and stated, "Though our nations are at war, we can be friends." The officer then silently stood by Chris for a few wordless minutes as a display of kinship.  What prompted this act of personal revelation lies buried in the passing of time but it remains to Chris as a bright moment in a dark time.

____________________________________________

To the family of Chris Morgan, he is one of those giants we stand upon to see the future.  Thank you for letting me into your story.

Profile 86: "523" as flown by Leo Istas, VMF-313

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Think about this—can you "bounce" a 1,000 pound iron bomb along the water?

Most of us have skipped rocks across a pond; that's easy enough to imagine.  But ginormous poundage of explosives kissing itself off the waves onto a target takes the physics-of-the-moment to a new level!  But, the process worked well enough to be prescribed as a bona fide tactic.

See, skip-bombing was used on targets that were best-hit down-low.  If you can imagine dive-bombing a ship from straight-overhead, you can see in your minds-eye that the target is slim.  And if it's turning, all kinds of motions come into play that will throw off a well-aimed bomb; never mind the fact that the anti-aircraft fire would be like pointing the lit-end of a roman candle at one's face!

Of course dive-bombing ships worked (just do a little research on the Battle of Midway).   But if you really wanted to take out a ship, you'd plant a bomb right smack in the side.  Right on the waterline.   And, that's what Torpedo Bombers like the TBM Avenger were designed to do.  But torpedo planes were slow, big and could get shredded by a whole bunch of roman candle's in the face! Plus, those torpedoes were not cheap.

That's where skip-bombing came in - use a smaller fighter*, wound up with a nose full of steam from a 12,000 foot dive and deliver the iron bomb at wave-top height.  It makes sense.  If you had a pilot who could do it.

To hear Leo Istas describe it, the sheer thrill, madness and mindset of a skip-bombing attack must have been out-of-this-world.  Though his body had aged 90 years, his mind snapped-too as if the moment were yesterday.
Corsair cockpit - source unknown

"We went over the bay (somewhere in the Phillipines) to hit a convoy.  We knew (the Japanese convoy) was there and our job was to hit the ships.  I can remember we got a little ways away, then (and he starts using his hands in an effort to describe what happened next) I pulled the wing over and began my dive.  From 12,000 feet.  The ship (I picked) was up ahead and (my airspeed) started to climb!"

Now, a loaded Corsair would weigh about six tons.  Already a fast airplane (400+ in level flight), the bent-winged machine could also bend the airspeed needle at 550 miles per hour (or more) in a dive.  If you were on the deck of that ship watching this affair, there wouldn't be much time to ponder what would happen next.

Of course, I'd been listening with an active imagination.  I could feel the temporary suspension of gravity and the pull of horsepower against my seat harness as the airplane plummeted towards the gray-blue water below.  The coal and moss colored hills surrounding the harbor were on the horizon; in between them and my indigo machine floated the gray-brown ships of the enemy, just far apart to offer each other covering fire but not too close in case one of them blew to high heaven.

Leo leaned forward, his wheelchair wiggling against a faulty set-brake,  "I pulled out just above the water.  Just above the water!  Do you know what I mean by that?"

"I think so.  But tell me."

"I was level and low!  So low that when I fired (my machine guns) I could see the sparks hitting just above the waterline.  My prop couldn't have been more than a foot or so above the water!" Leo laughed, but it was a nervous, incredulous-sounding chuckle, as if he couldn't believe his memories.

Brilliant balls of explosive arced toward Leo.  A few big ones and a blizzard of small ones...chat-chat-chat-chat-BOOM-chat-chat-BOOM-chat-chat...

"What were you thinking when...!?"

"Nothing!  Too fast!" Leo interrupted. "Too low...just too much going on to think.  You just had to get let that bomb go at the right time to bounce it's way into the ship."

Leo, inbound - source, me.

I could imagine a metallic 'cunk' sound as the latches holding the bomb opened and the giant iron device fell from the screaming blue fighter.  At that speed, the water would become like a trampoline and the bullet-shaped casing would glance off the surface and spring it forward.  It's kind of a cool thing to visualize but at the time, my head was locked onto the Corsair.  I imagined blue beast howling across the freighter at mast-height, too fast for the Japanese to do anything but inhale. One final time.

"So did the ship explode?!" Though the movie-camera in my mind had "filmed" the entire event, I still needed to know what special effects to add to the final scene.  I had a few options; one, a sliver of bright orange flame erupts from the cowl as Leo takes a fatal hit.  Two, the bomb wavers so slightly and catches a wave, exploding harmlessly in a gigantic column of water.  Three...

Leo looked away, out the window of the VA hospital.  "I didn't see.  I just got out of there.  When you do something like that, you don't look back." He paused, lost himself for a second, then, as he picked up his fork to pick at his lunch, added, "Another guy saw it though.  Boom. The ship split in two and sunk."  He took a few more bites and then finished, "And that's what got me my DFC.  I blew up a ship."

He took a few more chews, mocked up a quick smile and continued his lunch.  It was clear that for Leo, the memory remained fresh.  I looked around the cafeteria and wondered if anyone there had the slightest clue that here, in their murmuring, clanking midst, was a warrior who, in the old Native American vernacular, "counted coup."

Anyway, have a look at Leo's logbook below.  Find the column on the left with the "11"—that'd be December 11 and that was the day Leo nailed the freighter. Sixty nine years ago.  Man.  Was it that long ago?!

Istas logbook - source, Leo Istas

And, though getting a DFC is a pretty big deal, and sinking a ship single-handedly is definitely another pretty big deal, surely stuff like this happened a hundred, thousand...maybe a hundred thousand times in WW2.  What's so special about this one?

Well, this is probably the last WW2 airplane I get to do.  At least one that's the product of talking with the pilot, flipping through old log books together...you know; Leo is of a vanishing breed.

Yeah, yeah. I knew that, but only in the sense it would happen some day.   However, while doing this Corsair, Leo woke me up to a startling fact when he nodded to his Squadron Annual and said, "Most of'em are all in there.  But I think I'm the only one left.".

Istas Annual - source, Leo Istas

"The only one left."

Flipping through the Annual, the faces, the collegiate-style commentary, the brittle paper and hardened photographs, the only thought I could think was wondering what these guys would have thought if they knew that, a generation later, Leo would be the standard bearer and I'd be wondering what "Monk" meant and why "Ugly" felt he had to write his "wifey."

Here.  YOU can wonder too!

Pages from the VMF-313 Annual, source:  Leo Istas

It seems that many History teachers do a pretty lousy job of teaching the names, dates and places of our past.  The reason I know is because that's all they seem to teach and I can't remember them.  But there's hope if they can begin teaching the real reason to learn our History—that our circumstances are handed off to us, generation by generation and we have an absolute duty to continually improve.

Tom Brokaw called them "The Greatest Generation." But I hope not.  If they are, we haven't done them the justice they deserve.

And Leo may truly end up, "The only one left."

Leo and I, source, Leo's daughter.

Salute, Leo.



*Bombers like the B-25, A-20 and even B-17 were used in skip-bombing attacks, too.

Profile 83/84: "The History Lesson."

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For a brief—really brief—moment in time, I wanted to name this print, "Starfish."

Uh.  Yeah.   Starfish.

It would have been a dumb title, I know.  But give my logic it's due.

Ok.  There's an oft-told story about a kid running along a beach at low tide, picking up stranded starfish and tossing them into the surf before the hot sun would bake them to death.  The beach was long and there were thousands of the little creatures drying in heat as the life-giving water receded.

Off in the distance, a man stood watching the futile attempts of the little boy and finally decided to set the kid straight.  Approaching the frantic rescuer, he interrupted, "You do realize that you can't possibly rescue all these poor creatures.  There's too many and it won't make a difference in the grand scheme anyway as they'll just die another day."

The boy paused, thought for a minute, then picked up yet another starfish and threw it far into the respite of the foaming waves.  Turning to the man he replied, "But it made a difference to that one."

Ok.  Hold that thought.

Warfare shouldn't happen.  But it does.  In spite of all it's horror, it's inevitable that another will come along.  And to this point, I think it's good to face facts—though peace is always the first choice, the only thing worse than war is war done badly.  In other words, if we're going to have war, lets do it right.  And do it "right" like any management process—become faster, better, cheaper.  Yeah, it's warped...but wouldn't the world have been a better place if the Reichstag could have been obliterated by a Cruise Missile in 1939?  Specifically July 19?  (click the pic below if you'd like to learn more).

 Click me

War is hell, but what do ya' do?!

And yet, as inevitable as the next war is, there's something in (most) of us that holds out hope that something, somehow, someway can be done to, well, make a difference.   Even if it's apparently futile.

That's why I considered—briefly—naming the print of North Vietnamese fighter pilot Nguyen Hong My's MiG-21 and Bob Mock/John Stiles' RF-4C, "Starfish." See, Hong My and John Stiles, former enemies in a particularly nasty war, are now genuinely friends.   Somehow, someway, time and tide worked against the cynical, the inevitable and unfortunate to pluck these two guys off the hot beach and throw them back into the sea of humanity.

Look at the picture below.  That's John and My and My's two grandkids.

Wow.  Just wow...


And downstairs, our camera-man is on his umpteenth hoot'n holler toast with a bunch of people he just met, in spite of the fact that they couldn't understand a word each other was saying...

Good times.  Good, good times.

And so I named it The History Lesson.

Because somehow, someway, I believe someone, somewhere can learn something from this.


I know I have.

And if you click the graphic below, you can see the result of the whole trip.   No Starfish though.  Just a good "History Lesson."

www. OldGuysandTheirAirplanes.com


www.oldguysandtheirairplanes.com

No starfish.  Just a good History Lesson.

Profile 87: The RB-57H as flown by Freeman "Bruce" Olmstead

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"That is such an old story...

"It's news to me!"I thought.

...and if you use Google, it's all over the internet...

"Yeah, if you’re looking for it but again, ‘News to me!’.”

...and it was all told in the book."

"Book?!  What book!?"

And thus began my conversation with the pilot.  Ok, hold that thought for a moment...

Knowledge isn’t passed via placenta.  All those things your grandpa knew about business?  About playing poker?  Or grandma's cure for a cold?   If it wasn’t written down or passed on through familial legacy, they’re *POOF!*  dissolved into the ether of time; like food that's never eaten, money never invested or time wasted.

But, to actually use said knowledge, another thing is necessary:  Faith.  Not necessarily faith in a religious sense, but more about the faith that using knowledge will some how, some way, pay off in a profitable fashion.  And THAT, is we call "Wisdom."

Ok, have a look above.  It’s the pencil sketch of my latest work, the RB-47H flown by “Bruce” Olmstead.    On one hand, it’s a gorgeous example of the Aeronautical Engineer’s art; if she looks familiar it’s because Boeing nailed jet-design back in 1947 when she first flew.  Squint and you can see 75% of any commercial airliner flying today.  The B-47 was more than a mere pioneer, she mothered a generation!

However, you’re also looking at a warplane that does not exist.  On one hand, the B-47 was handily replaced by the legendary B-52.  It stands to reason that, once improved, why keep the rest?  But on the other hand, the specific airplane I’m drawing was obliterated by a fiery impact into the Barents Sea on July 1, 1960.  6 men went down, 2 came back.

“Went down?”  you ask.

"Sorry," I reply.  "I meant Shot down."

“By whom?” you wonder.  “In 1960, we weren’t at war with anyone and the Cold War was just that, Cold."”

"The Russians,", I answer.  "And the Cold War had some definite hot spots!"






I’d like you to meet Freeman “Bruce” Olmstead.  He was the co-pilot of this particular RB-47 that, back in 1960, was a big deal.  Such a big deal that even today, the man himself seemed tired to tell the story one more time.   Funny though, considering that the majority of readers hear are under 50, I bet this is the first time you'll have heard about it.

Bruce is right.  It's an old story.  And he's also right that a bit of Google'ing will give you the facts & figures of the moment.  As for the book, it's out there, too.  But for me, this story is more than dredging up the past.  It's about realizing that the study of History is not just about "names, places & dates." It's about having the faith that keeping said History alive will give us the wisdom to handle whatever comes at us in the future.

So what are we going to learn from this story that's new?   Well, I guess you're going to have to have a little faith in that and follow this story.

Oh.  Bruce has weighed in a detail or two that have caused me to re-think his RB-47 from the pencil-sketch.  See below.



Profile 88: JUST STARTED—The A-4C as flown by Paul Galanti

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Here's the scene:   A door-to-door peddler entices a gullible couple to buy a "24-piece set" of plastic storage containers by dangling a ridiculous boat (of all things) as an enticement.

Here.  Watch.

The clip is from Napoleon Dynamite; it's one of those "Love it or hate it" movies.  But, there's no mistaking the scene's slash at the vacuous values that manifest themselves in our culture.   Especially when the needy bride points at the kitschy thing and breathes to her timid husband, "Ah'wantthat!"

Hold that thought for a moment.

Have a look at the pencil-sketch at the very top of this post.  It's an A-4C Skyhawk that was shot down during a mission over North Vietnam on June 17, 1966.  Her pilot, Paul Galanti, would become a POW for just shy of seven years.  

Over the next few posts, we'll go back to that moment and the years of abuse that followed.  We'll find out how Paul made it through the torture, the pain, the longing...and re-enter Civilization and continue to prosper.

But.

This story is more than just another POW story.  It's a story of what every man wants

Hold that thought for just one more moment.

True story:  a buddy of mine was telling me about "the conversation" he had with his son regarding girls.  Not about girls as objects but girls as companions.  Friends.  Spouses.  His son was being tempted to choose unwisely based on base-desires and the self-inflicted humiliation that comes from being "lonely." Or horny.  It doesn't matter.  His son was aiming low and the dad knew the horror that could come of it.

"But da-ad.  I want a girlfriend!" the young punk complained.

"No son.  You don't want a girlfriend.  You want..." and the father struggled to find the words that would describe the complicated, hard-fought and deep-seated wisdom that comes from a guy like...

...Paul Galanti.

Take one more look at the pencil sketch, ok?   That A-4C Skyhawk will soon transform herself from graphite scratches to full-color perfection.  We're going into North Vietnam with all the guns and gore but we're going to come out with something truly worth the declaration, "I want that."

It won't be easy, it won't be cheap.

But it will be worth it.

Profile 87: UPDATE—The RB-47H as flown by Freeman "Bruce" Olmstead

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BREAKING NEWS 8-2-14 - CLICK HERE*

“We’d rather have the Russians come up after us.  At least they were half-way responsible because they would have to check (with their military authority) before firing.”

Oh the irony of THAT statement, eh?!

Ok, hold that thought for a moment.

When I started Olmstead’s RB-47—the one he was flying on July 1, 1960 when shot down by the Russians—the story was all about Bruce.  After all, he alone remained from the crew and played such a huge role; trading cannon fire with the MiG, riding the freezing swells of the Barents Sea with a broken back(!), and resisting the brainwashing of the professionals at the infamous Lubyanka prison in Moscow.

Yeah.  There oughta be a movie...

But, Bruce was quick to point out that his part was only a sixth of the whole; aside from the traditional B-47 crew of three, there were three more in the Reconaissance versions.  Bruce also explained that these additional crewmen were the true fulcrum of the aircraft's mission.  Suddenly, a fascinating new dimension was added to the tragic story and my curiosity grew as to what exactly happened to the other three guys.

Of course, we'll never know.  They're dead.

Packed inside the jet's windowless belly, I could only imagine the muffled staccato of cannon fire, the bangs of explosions and windup of g-forces as the burning Stratofortress spun into the sea below.  It had to be a horror.

So, Bruce's story is being set-aside for a bit while some very deserved attention is given to the crew in the middle, "The Ravens." 

Here.  Have a look at my pen-drawing below.


See that capsule-like area that has the arrows pointing toward the fuselage?  That’s where the Raven’s worked.   Originally intended as the bomb bay, the R versions of the B-47 had the space repurposed by sealing it up, adding aft-facing ejection seats (they were to blow out the bottom) and whatever technological gadgetry was useful at the time.  It was cramped space, too.  But not airliner-cramped where you rub shoulders with a stranger.  Instead, think of cramped more like being in an international shipping container full of tractor parts. 

In a sense, the Ravens were the computer hackers of the day.  They probed the signal networks of the world's hotspots—Russia, China, North Korea for example—from their airborne perches, just outside of international boundaries.  Yeah, I am sure there were a few unauthorized overflights, but after the Gary Powers incident in 1960, President Eisenhower officially cancelled the practice.  From then on, monitoring had to be done via the Ravens and their tech.

So, the RB-47s prowled the perimeters, snooping for whatever agency (Strategic Air Command, NATO, even the CIA) wanted to find.
The Raven's Office.  Claustrophics and Interior Designers need not apply
Source:  Raven Bruce Bailey

Ok.  Have another look at my pen-drawing.  This time, notice the MiGs.  Specifically, those are MiG-17s and if you look really, really close, squint your eyes and take a shot of bourbon, you can see the insignias are North Korean...

...in other words, I found a Raven who could tell me what it was like to get shot at by MiGs.  This time, the date is April 28, 1965, nearly five years AFTER Bruce's incident.  

Ok - stop there for a second.

We so need a revamp of our educational system and it needs to start with History teachers.  Stories like these provide valuable insight into the human experience.  Though I haven't been alive for very long, it's mystifying when people (leaders and followers alike) react to normal events as if they just discovered Bigfoot.

Human nature isn't going to be changing any time soon, but when it does, it will be because we trust that the lessons of our past can be learned to affect a better future.

Rant switched to: OFF.  Back to the story.

Have a look at the artwork below.  It's a painting by a guy named George Back, depicting the April '65 event.  The location was over the international waters off Wonsan Harbor, North Korea.  George is also responsible for the quote at the beginning of this story—he's an authority on being a Raven and also what it is like to take enemy fire because he was "Raven 2" on said mission.



It was George's first—repeat, first—operational sortie.  Taking off from Yokota AFB (by Tokyo), the mission was routine.  Head west, sniff around, come home.  Nestled into his windowless, gadget-covered cocoon, George did just that.  Until 6 hours into the flight, the airplane violently pitched nose-down and the inter-phone came alive..."The son of a bitches are shooting at us!"

BANG!  BANG!  BANG!

The experience was completely discombobulating; the chaotic maneuver and the pilot's call, "We're hit and going down!" triggered trained response; though thoroughly stunned, George reflexed the depressurization process and armed his seat for ejection.

"MAY DAY! MAY DAY!—REQUEST PERMISSION TO FIRE—SHOOT THE BASTARD DOWN! MAY DAY!  GET ME A HEADING THE HELL OUT OF HERE!—TAKE A ONE EIGHTY!  WILL REFINE IN A SECOND! —MAY DAY!"

The RB was hit—badly—and plummeting like a silver dart.   Her pilot, Lt. Col. Hobart "Matt" Mattison struggled to maintain controlled flight and, as he had exclaimed, 'Get the hell out of (there)!'  Co-pilot, Lt. Henry (Hank) Dubuy worked the 20mm tail stingers, chattering off tracer-less streams at the buzzing MiGs and Navigator Capt. Bob Rogers worked the new course—'the hell out of here!'

Meanwhile, the three Ravens could do little more than wait for the order to eject.

Pass after pass, the MiG's made their runs.  The physics of 3D motion, slow-firing cannon and unpredictable flight paths bent the enemy's aim, but when they're shooting 30mm, it doesn't take many to destroy a plane even as big as a Stratojet.  Amidst the muffled chatter of Dubuy's defensive fire, loud bangs and metallic screams signaled definite hits.


Hydraulics failed.  The tail caught fire.  #3 engine was down.  Then #2.   Then #4.   #5 still made thrust but shook like a washer loaded with bricks...and this on a six-engine airplane.

"Hank!  Get out the Dash-1* and get to the Emergency page!  "Which one?!?" "Any one!"

Trailing fire and smoke, the psychotic bullies left.  Arcing toward's the ocean, they must have thought the RB was dead to rights.   But "Matt" wasn't dead.  Neither were anyone else.  In fact, they weren't even wounded.  Additionally, in all this chaos, no one "left their post" to the temptation of panic.  Instead, training and self-control resulted in a complete reversal of direction, 15,000 foot decent and resurrection of the bleeding, burning jet.  Leveling off around 12,000 feet, they had one more pressing decision—where to next?

 The crew had three options:  1. Bail out.  2. Head to an emergency field in South Korea.  Or 3. attempt to return to Yokota.

Bailing out was out of the question.  The ocean was no place for airmen, especially when the enemy was closer than than the sharks.  The South Korean emergency field required turning back and the six men knew what awaited them along the way.  The only real choice was to head East.

The flight ticked off in interminably long seconds.  Shuddering and trailing her precious fluids, the airplane reenacted a scene from nearly 30 years prior when damaged B-17s would ache and pray their way home to England.  The crew's fates rested solely in Boeing's craft, a pilot's judgement and God-only-knows-what.

"Matt briefed us all on how bad the landing could be and asked if we wanted to bail out.  The answer was unanimous.  'No sir!"

Matt's leadership had accomplished that peculiar thing that happens when things go wrong, it gave the rest confidence.  Confidence to stick together, confidence to trust, confidence to accept what would come next.

Of course, Yokota was waiting.  Imagine the scene:  fire trucks, ambulances and a helicopter with a belly full of fire retardant...and the elegant shape of the wounded bird skews her way in a smokey, cockeyed approach... there could be no go-around.

BANG!  The RB-47H slammed onto the runway with such power, the Newtonian response launched her carcass back into the air.  That would not do!  Running out of runway and covering care of the ground crews, Matt pushed her back onto the concrete, ordering Hank to pop the chute and stand—stand—on the brakes...

Photo courtesy Bruce Bailey
Safe.

Man, I wanted a picture of what that must have looked like.  But none exist.  The broken '47 in the photo above is from another story but add a little smoke, a few more holes and you get the picture.

Ok.  It's time to check back in with Bruce, finish his RB and put a bow on the story.

In the meantime, the next time you read a story like this one, think about the Ravens and RB-47 crews of the Cold War.   It's a tough world out there...stay alert.

*Amazing coincidence...

Profile 89: JUST STARTED—The P-40N flown by Cliff Long, 51st FG

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P-40s are awesome.

P-40s with sharks-mouths painted on the nose are even awesomer!

But you know what's even MORE AWESOMER?!    Finding a P-40 "Warhawk" pilot who is willing to talk about the 104 missions he flew over China!

Hold that thought.

I am a member of the "professional" social networking service called LinkedIn.  One of the features of LinkedIn is a regular feed of business-related articles written or reposted by members for other members to read.  One of the most popular topics of these articles is "Success" and they look something like this:  10 Things A Great Leader Always Does Before Breakfast or 6 Incredible Success Stories that Started Out As Failures or Do This One Thing to Make a Million Dollars next Week.

I like these articles.  Most of the time, they give me a positive boost or a quick idea.   But in reality, they are essentially all-the-same and their promises far out-reach reality.  After all, if becoming Steve Jobs really took only 6 essential "things," we'd all be Steve Jobs by day-end.

Steve Jobs.  No idea who took the photo but it's perfect so I'm taking the risk.

Right?  Yeah, you laugh.  And I laugh too because I know the ONE thing you have to do to be successful.  It's been told to me by virtually every "Old Guy" that I've interviewed and frankly, it remains curiously overlooked and even when acknowledged, derided as simplistic and naive.

Want to know what it is?

Hang on.

Typically, I don't draw an airplane unless I can talk to someone who was attached via combat.   With WWII vets evaporating, my pool of willing, able and documented pilots is all-but-gone.  However, a persistent patron and an especially keen P-47 pilot convinced me otherwise, hence this opening sketch.

Have a good look as there are some things you might find interesting.

1.  Notice the outline of the "sharks mouth"?   Typically, sharks-mouthed P-40s are associated with the American Volunteer Group (A.V.G.) and their mercenary service to keep the Japanese from over-running China.  But really, it was the Brits who first put the teeth on P-40s and even then, they stole the idea from the Germans.

But this one won't have a sharks-mouth.  It will have a DRAGON mouth.  What's the difference?  Have a look!


2.  Notice the square-ended canopy.  Typically, P-40s had an elongated, round-ended panel that allowed pilots an extra sliver of over-the-shoulder visibility.  The "N" model, however, cut that part of the fuselage out altogether and replaced it with an acrylic greenhouse.  It's ugly.  But functional.

3.  Notice the elevator position.  Through the P-40 E-model, the axis of movement for the elevators intersected the joint where the rudder met the tail.  But on the L, M and N models, the fin and rudder were moved back.**

(Mention this fact at your next wine-tasting party for extra conversational joy!)

and...

4. Notice that on my in-flight sketch there are what look to be tiny bombs. Actually, they're not bombs.  They're rockets.  This may be the only P-40 drawing of a rocket-carrying Warhawk*.   In short, this bird got low, slow and personal with the Japanese.

So what does this have to do with LinkedIn and all those stories on Success?

Well, in comparison to "Success" fighters of WWII (like the P-51, Spitfire, FW-190, Yak-3 and Ki-84), the P-40 is kind of an also-ran.   It wasn't terribly fast, it wasn't terribly maneuverable, it wasn't terribly awesome at anything (other than diving and absorbing damage).  In fact, its main claim to fame is simply that it was available.

Ok.  Fast-forward to 2009 and I'm having lunch with an Old Guy.  He's a retired $$$ionaire who also happened to have flown a bit of combat in WWII.  He asked me about a mutual acquaintance who was losing his business because, in this other dude's explanation, "(He) didn't have the right tools to compete." So, the poor guy sat in his office because he didn't want to risk embarrassing himself.

The Old Guy howled in laughter, slapped the table and exclaimed, "Oh yeah!  Another success derailed by perfection!"  He took another bite of salad, then wagged his finger at me in caution, "John, a little imperfection is better than hiding behind the wait for perfection."

He stabbed the last of his greens and muttered, half to himself, "You only learn by practice and the best practice is simply showing up.  Some guys are just chicken."

And that's it.  "Showing up"—perhaps the most important key to Success.  It's not glamorous or even all-that-inspiring.  But it's true.  And, in the context of all-things-P-40, it was, by 1944, a second-string fighter that persisted in the combat arena because it was simply available.  In fact, it flew its last combat mission in 1945, well after its comparative obsolescence.

I'd like introduce Cliff Long.  P-40 pilot from the 51st Fighter Group, China-Burma-India theater.  104 missions, all in P-40s and 103 of those missions were before he turned twenty years old.  Talk about "showing up!"—today, Cliff wouldn't be old enough to drink let alone fly a modern fighter!

And it's a Success Story alright.  So show up for the next installment in about two weeks.
Cliff Long circa 1944.  Courtesy Jean Barbaud

*And, I got the rockets wrong in the pencil sketch.  You'll just how wrong they are when the art gets updated, too.

**Originally, I had written that the elevator was moved forward but esteemed aviation historian Carl Molesworth caught my error.  Thank you, Carl!

Profile 90 - The F-4D Phantom "flown" by Angelica Pilato.

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Have a look at the F-4 Phantom above.  It didn't fly combat and I haven't met any of the airplane's crew.  Just a chick who talked her way into the backseat.

*wink wink*...I'll explain.

A regular reader of this blog, (and Vietnam War combat pilot and MiG killer), insisted I read the book, "Angel's Truck Stop*," by Lt. Col Angelica Pilato (Ret.).  Here.  Have a look at the cover.


Cute isn't it?  And get that name, "Angel."  Sitting on a Jeep...ahhh.  Nice legs!  And I betcha she had a crush on one of those pilots, too!  (snicker).  Maybe made him cupcakes.  Gosh.

Hold that thought.

Imagine American history as a long wall.  It goes along nicely until that period between (about) 1963 through 1975.  Then, perfect storm of the Civil Rights Movement, the Sexual Revolution, Peace & Love and of course the Vietnam War, combined into a cultural tornado, scattering the times into pieces; each a separate voice onto the world-at-large.  However, the world-at-large soon becomes congested with soap boxes and megaphones.  Cacophony reigns.   Of course, I'm here to learn about "The War" and that cuts down on the clamor.  But even so, the diversity of voices is no easier to sort:  McNamara, Ellsberg, Westmoreland, Nixon, LBJ, Olds, Mason, Thorsness, Coppola, Kubrick, Moore, Cherry...hell, virtually every person alive at the time has got something to say!

In short, what I hope to be a classroom becomes an open debate with no moderator.

And that conflict persists.  Just the other night, I had dinner with a man who's son was preparing to write his Doctoral Thesis on American History.  The son's advisor gave some telling advice:  "Don't do Vietnam.  No one wants to hear what you have to say."  I've experienced this taint myself. When I decided to go to Vietnam** to see things for myself, the responses of others ranged from being called a Commie-lover (sorry Angry-Dude but I'm a devout Goldwater-ite) to hugs of "support" (why do I need support?!)  to wide-eyed gasps. 

Funny; I never experienced that at Normandy...

ANYWAY.  Back to Angel's book.  And that cute cover.  It's the only thing cute about the book.   


I'll be blunt:  Angel's Truck Stop is the memoir of a bull-headed, tenacious woman who maneuvered her way into flying the Officer's Club at Udorn Air Base, Thailand in 1971.  Instead of sugar and spice, I was sucker-punched by a chick who is unafraid to tell it like it was.  "It was the 60s and 70s and It was the time of sex, drugs and rock 'n roll. I had two out of three of those covered," she said cooly.  "It's my story and I can't sugar coat it. I had to be authentic."


It isn't (sugar coated).  Angel's candor kept me flipping pages in rapt attention. Her honesty and willingness to bare herself was unsettling.  As a guy,  I cringed a few times and even asked her, "Sheesh!  Did you really have to say that?!?"  But my wife had a different perspective.  She said, "Wow!  She's a strong person!  It tells me how far things have come along!"

Regardless, Angel held her own in a "3-F"*** culture.  Yet, there's nothing prurient or gratuitous about her story and no more/less uncomfortable than reading about Slick pilots hosing blood and guts out of their Hueys.  

So.  What does this have to do with the F-4 above?

It’s a D-model from the 22nd TFS based in Bitburg Air Base, Germany, circa 1971.  It’s also the only combat aircraft Angel got to experience during her career in the Air Force.****  Yeah, I know—Bitburg is a long way from Vietnam.  But in the context of the interviewing, this was the only airplane that really made any sense to draw.  As a symbol of her ambition and quest for control, it's "her" airplane.

Anyway, I asked Angel the same question that I ask any "Old Guy" who ends up being part of this blog—"If you were to have lunch with my (daughter) and had to impart your life's wisdom, what would you say?"  Angel's reply was not only applicable to her own life but also gave me a fresh perspective on how to process what I've learned (so far) about the Vietnam War:  

"Your life is filled with choices and you’re going to make a lot of them, some wonderful and some that you’ll say, “What was I thinking?!”  When you think you have failed or made the wrong turn, don’t be so hard on yourself.  Pick yourself up, learn from it and move on. If you don’t make a few mistakes, you’re not taking any risks; you’re playing it too safe.  Life is an adventure, experience all it has to offer."

I hope we—Americans and Vietnamese alike—can adopt such an attitude and settle into a more unified voice.  Or, as I learned from a Vietnamese college student, "Remember the past but move forward to something new."


Though I can't say Angel has finally brought the Vietnam War into any cohesive understanding, her story has taken its place among the ones I trust.  

Read the book.  (click here)*****


* Full title:  Angel's Truck Stop: A Woman’s Love, Laughter a, and Loss during the Vietnam War" by Angelica “Angel” Pilato. Lt. Col USAF (Ret.)
**In case you didn't know what's been happening since Clinton normalized relations between the U.S. and Vietnam, our two countries have been growing into pretty good friends.
***Flying, Fighting and...
****Amusing story.  You'll have to read it yourself.
*****Available direct, via amazon.com and tablets. 

Profile 92: JUST STARTED— F-102 as flown by a guy from the 509th FIS

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I've wanted to do a Southeast Asian F-102 for some time but until now, didn't have the opportunity until earlier this year.  In my opinion, the airplane in Vietnam camo looks totally awesome!

So, have a look above.  It's the start of an F-102 of the 509th FIS circa 1968.  "444" to be precise.

The only other '102 that I've done was one flown by the South Dakota Air National Guard.  Done up in her early-1960's "ADC Light Gray" paint typical of Tactical Air Command, I thought it looked more like a NASA space craft than fighter plane.  However, in my research for that particular commission, I discovered the 102 also wore SEA warpaint and filed the info in my 'that'd-be-cool-to-draw-someday' mental hard drive.

My art of the SDANG F-102

This past February, a strange chain of events (they usually are, which ironically makes them normal) put me across the table with a 509th "Deuce" pilot who had a few stories to tell.  Not many though.  Just a few.  (more later).

Hold that thought.

The F-102 was a bit-player in the aerial arena of Vietnam.  Only one Squadron was deployed.  Why?  Well, the F-102 was designed as an "interceptor." In other words, an airplane sent to intercept attacking airplanes.  In other words, a defender.  More specifically, a defender against enemy bombers.  

The demands upon an Intercepter are dramatic but straightforward—it needs to be able to get the attacker before it can attack.  Qualities like speed, rate-of-climb and heavy aerial firepower are crucial.  Back in the '50s and against a stream of Russian bombers, the F-102 Delta Dagger (normally called "the Deuce") would have crushed whatever the Reds sent.   But in Vietnam, the bombers never came.  And good thing, too because the packed American airfields would have made a hell of a target had the North Vietnamese been able to buy enough* Il-28s to become a real threat.

Here.  Have a look.

C-123s, C-130, A-37s, RB-47s, F-4s and 509th F-102s at Tan Son Nhut Air Base, circa 1968
Source unknown  

As it turned out, the only attacks on American bases were from Viet Cong-thrown satchel charges and mortar rounds.   Dồng for đồng**, the VC were far more effective than any bombing raid could have ever been; over the 509th's history, they bagged 4!

So, the Deuce's interceptor mission never even got off the ground.  "Nothing to see here, move along..." right?  No.

A 509th Deuce heads north.
Source: private collection.

In the next few weeks, I will be finishing the airplane of a pilot (no names, he prefers anonymity) who flew 52 combat missions in this wicked-looking warbird.  Yeah, it flew combat.  How, what and why are a different story altogether and will be an interesting look at how deploying weapons systems are a balance of preparedness, practicality and pure guesswork.


*It turns out they had about eight.
**Vietnamese currency is the đồng.  

Profile 87: FINISHED—The RB-47H as flown by Freeman "Bruce" Olmstead

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Conspiracy Theories are the sugary breakfast cereal of the History Geek crowd; everyone knows they’re bad for you but everyone also has a favorite.  And if your favorite Conspiracy Theory contains a toy at the bottom of the box, all the better!

I remember in 2003 when the Iraq war started.  I was readying to tour Europe with a group of WWII fighter pilots and, the September 11 attack loomed especially large over people's psyche.  A family friend took me aside and cautioned, “You know what they are going to do, don’t you?!  You’re over there with American heroes!  They’re going to take you hostage!”****

And who were “They”?   She wasn’t quite sure.  After all, they could have been...anyone!

Ok.  Hold that thought.

Have a look at the RB-47H above - it’s the one the Russians blew apart on July 1, 1960.  Six men went down, four died, two returned and one remains.  That remaining soul is Bruce Olmstead.  A few weeks ago, he blessed the artwork and now I can call it “Finished!”

No piece has evoked the whistles and admiration that this one has.  The owner of the printing company that replicates my art—typically quiet about my airplanes—summed it up by saying, “I had no idea we had such a pretty airplane!”   Everyone who’s seen it remarks similar.  And I agree.

Boeing nailed it.  But so did the Russians.  

According to my tally, about 50 American aircraft were lost to murky reasons between 1947 and 1973.  4 of them were ‘47s.   At least that’s what they say.  Of course, “281” was one of them.  And in this case, we know exactly who the “they” are that shot it down.  Down to the chromosome, too.  His name was Vasily Polyakov.


Vasily Polyakov
Credit: Sovfoto (is this still even in business?!?)

According to Polyakov’s nervous after-the-fact testimony, he was responding to intense psychological pressure. Bear in mind that, back then, the arms-race was really gathering steam and the world had fairly divided into a USA vs. USSR dichotomy. Though there was no formal declaration of war, the two empires were indeed enemies and treated each other with corresponding suspicion.  And violence.

To Polyakov’s ‘defense,’ a U-2 flown by Gary Powers had been shot down near Sverdlovsk just two months prior.  Immediately denied, implacably excused then begrudgingly admitted, the U-2’s flight came as a rude slap to everyone.  For one, the Americans were caught spying.  For two, the trailing Russians advanced to the point where they could do something about it.  Immediately President Eisenhower suspended any more overflights.  Yet, if anything, the shoot-down only ramified the importance of gathering intelligence on each other!

Anyway, while Powers sat in Stalin’s ex-torture chamber— Moscow’s Lubyanka Prison—it's easy to see how Polyakov got trigger happy when he scrambled to intercept 281 over the Barents Sea.  And he got close, too.  Bruce remembers Polyakov’s MiG-19 tightened right up, no more than 40’ off the starboard wing.  I bet that rarified, frigid air held so much tension, it could have been cut with a knife!  As it turned out, a knife would have been welcome.

Bruce remembers what happened next with a sigh,  “John, it was a traumatic moment.  I have grown tired of thinking about it.”


Credit: Inside spine of book.  E.P. Dutton & Company

I’ll spare you the temptation to poke Bruce one more time:  281 was at 30,000 feet and approximately fifty miles from Soviet airspace.   While the “Ravens” (see prior post) worked the dials in their dark bomb-bay closet, Navigator Capt. John McKone called for a turn to the northeast.  Pilot Major Willard Palm responded with a gentle left bank.  Polyakov banked right.

It would appear that the two enemies parted ways.

But then... 

Polyakov reversed his turn, carved in, fangs out: Poom!  Poom!  Poom!  Poom!   The MiG's three 30mm cannon spat shells, punching the beautiful Boeing with explosive jabs.  Olmstead reacted quickly to man the RB’s 20mm defensive cannon but somehow the Russian had jammed the gun’s targeting system and Olmstead’s fire ran wild.


Credit:  Me.

Right now, I can see it in my minds-eye; the devilish MiG, hot sparks of magnesium tracers, the shudders of impact, glints of aluminum shards and the wind up into a death dive...

“BAIL OUT!”

Four Americans died*.  Two survived.  One remains.

54 years later, Bruce Olmstead was polite but clear.  “It’s all in the book, John.  It’s all old news.”  

Normally, I’d be happy to place a link but the book, “Little Toy Dog,” is way out-of-print and almost impossible to find.  In fact, I got my copy as a surprise from a reader who in-turn got it from an antique dealer!

Antique or not, it’s an important work.  William Lindsy White does a fascinating job of telling the story.  His Cold War paranoia and contrasting intellectualism are almost as interesting as the what happened; on every level, it’s worth the hunt.  But in case you’re a Gen-X’er like me with latent ADD, I'll summarize.

McKone and Olmstead were rescued from the cold ocean by a Russian fishing boat and chugged to Russia.  Palm died in the water while the three Ravens were never found.  Russian chief Nikita Khrushchev was trying to distance the USSR from Stalin’s legacy and didn’t allow the two survivors to be physically tortured.  But he did have an axe to grind.  So, though McKone and Olmstead were safe from thuggery, they were subjected to daily interrogations.

Meanwhile, the USA was on the cusp of culture-shift of its own.  The golden hue of the 50’s was setting on one horizon while the storms of the 60’s flashed on the other.  There’s no doubt that  that the 1960 presidential election played into the politics of negotiating for McKone and Olmstead’s release.  Sure enough, the two men were officially welcomed back to the U.S. on January 24, 1961 by John F. Kennedy.  It was his first official act as President.   


Olmstead and McKone come home, JFK stands by
Credit:  Unknown.  Please let me know; I'm assuming Associated Press.

McKone and Olmstead had been imprisoned nearly seven months.**

Ok.  Back to Conspiracy Theories.

Like I wrote, Bruce Olmstead is tired of telling the same old story.  To him, it’s reliving the blast of ejection, loss of friends, humiliation, deprivation and also, nursing a broken back under an enemy’s care.  He's done his duty and owes nothing more than taxes and the laws of the land.

For the most part, I respect Old Men who feel their finished talking.  But when their tales are lost in some bohemian book nook or don’t-know-what-you’re-looking-for-until-you-find-it internet-search, I get concerned that the wisdom will stay shelved.

Ok.  Have one last look at the RB-47.  It was, by role, a “Reconnaissance airplane”  Formally, “Electronic Intelligence.”  Militarily “ELINT.”   But for us regular folk?  It was a Spy Plane flown (by definition) Spies.  And the currency in which Spys trade are Secrets.

Today, in the Snowden-Nude Celebrity-Lost Email world, Secrets are like fish pellets at a Koi pond.  Toss them out and water erupts in rainbow of fury.  Personally, I really do want to know if Lois Lerner had an axe to grind.  I also want to know if there are any kind of prejudices of Congress or the President that cause them to make this decision or that.  

So, I’ve learned to look beyond the obvious and dig around.  You know.  Snoop for something else.  Bruce “got” that.  And was happy to throw me a few bits.

“Several weeks before our shoot-down, two men from the NSA defected to the Soviet Union. Through Cuba.  They had with them a copy of the SIOP.”

What?!  They had the SIOP?!



Cuba's Fidel Castro (Center) and USSR's Nikita Khrushchev

Credit:  A now defunct Latin news agency.  That's all I know.


SIOP stands for “Single Integrated Operational Plan”.  Boring title, shocking info:  it was the general plan for nuclear war that the United States operated from 1961 to 2003.  In it contained everything an enemy needed to know about US.   And when I mean everything, it's everything.   Kind of like if hackers not only got your bank account info, medical records and emails, they also got your nude photos, too.

No wonder we were snooping!  And no wonder the reds were trigger happy!  And to top it off,  this was a time when a nuclear war was still not only conceivable, but winnable.  At least for the United States. The Soviets didn’t have the tech, the defenses or the manpower to win a war with the United States.  In fact, Curtis LeMay, chief of Strategic Air Command stated, “It would have cost us essentially the accident rate of flying time…”   In other words, we could have really won.

Think about it.  No arms race.  No Mao.  No Vietnam War.  No Pol Pot.  No (fill in with whatever your imagination is conjuring).

Holy Smokes (pun intended)!   And now, "Dr. Strangelove" doesn't seem all that strange does it?!  It makes you wonder just how connected everything really is—don't forget that two years later, the Russians got caught smuggling missiles into Cuba and that standoff made whatever happened over the Barents Sea seem trivial.

Thank gawd Khrushchev and Kennedy kept their cool.

“Most of the Air Force thought we flew weather recon at night and golfed during the day,” Olmstead stated wryly.  “(But) I have (one) comment.  I very strongly believe that keeping secrets about our government’s strategic planning, military or otherwise, is an absolute necessity.  I do not believe at-all that the public has a right to know everything that our government, who’s job it is to insure our peace and safety, might be planning to get that job done.”

Hmmm.  I think about that "serenity prayer" that I see stuck on refrigerators:


                     God grant me the serenity to accept the things I cannot change,  The courage to change the          
                     things I can And the wisdom to know the difference.

Thus, "281" dedicated to the Intelligence community.  Not all (of course), just the ones that are looking out for, in Bruce's words, 'our peace and safety.' That, to me, is the only toy surprise I want out of my box of Conspiracies.

The "Little Toy Dog" that McKone carried with him for luck.  It went down down with the plane.
Credit:  E.P. Dutton & Company

You know who you are... ;)



Credit:  Wide World Photo

*Americans killed in the shoot-down: Pilot Major Willard Palm (front left), and Ravens (back row): Major Eugene Posa, Captain Oscar Goforth and Captain Dean Phillips.  Bruce Olmsted is center, John McKone is front right.

**Gary Powers ended up spending 22 months in prison, released February 2, 1962.  In comparison, Lt. Cmdr Everette Alvarez spent over 8 years as a prisoner of the North Vietnamese, from 1964 to 1973.

***Actually, there's more to the story and this will come at a later date.  For now, it's need-to-know only.

****Obviously not.  Had a great time, too.   Carry on you Bastards of Bodney!

Profile 93: JUST STARTED—LGM-30B Minuteman I missile as flown by The Missileers of the USAF

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It's MISSILE TIME AGAIN!

Have a look at the pencil sketch above—sharp eyes will know immediately that it's actually a Minuteman II, or, to the unenlightened, the LGM-30F.   But it represents the LGM-30A/B, the "almost" indistinguishable godfather to the incredible Minuteman Missile program.  Please trust me, the MM I will be a brand-new drawing and as accurate as can be considering the things were never supposed to be seen in the first place!

This past month, two patrons have made their case that I need to do the Minuteman I to round out my Minuteman II and III drawings.  They made their point and the MM I has temporarily bumped a B-29, an F-111 and a strange Polish airplane (more later) off my desk.

So many people are ignorant of the Missileer's service.  Until I was commissioned to do the LGM-30G of a certain Minot AFB Captain, I was too. The more I've learned about Missiles, the more impressed and grateful I've become of the devices and the men and women who make sure they're ready for the unthinkable.  But suffice it to state, it can be argued that the American ICBM system is the most successful weapon system ever created.  

Don't believe me?  Watch this space.

And have a look at my drawings of the MMII and MMIII below.   The MM I may not end up looking much different than the MM II but to the thousands of Missileers out there, II and III don't add up unless you start with I.

In the meantime, tonight's a great time to go outside, take a breath of clean, fresh, non-radioactive air.  And when you do, snap a salute towards the men and women in concrete vaults buried far below who have helped make it happen.


Profile 92: UPDATE—"444" the F-102A Delta Dagger as flown by Jim Eisenmenger, 509th FIS

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Oh it LOOKS like I'm more than half-done.  But I'm not.  I'd say a third-the-way-there.

It's a quirky bugger to draw—the simple shapes are almost always so because in aircraft design, very little is left to chance.  The days of aircraft drawn purely for aesthetics crashed with the Great Depression.  By 1952, when the designers at Convair were nerding-out over their slide rules, flight was a definite science, especially due to the increased speeds afforded by jet power and expanded missions demanded by the growing Red Threat.

When I was a little kid, I remember checking a book out from the library and reading about how the "Duece" prototype was not able to go supersonic (in spite of its looks).  However, when the fuselage was "pinched," the drag created by the flow of air around the fuselage was sufficiently reduced to the point where the extra "oomph" to break Mach was within reach of the throttle.  Funny how things like that go, but that little factoid helped me understand drag and aerodynamics a lot more.

Have a look and imagine the airflow and resultant pressure gradients yourself... (if you're bored).


Though you can't really "see" the pinched fuselage in my profile drawing, it will need to be there in subtle shading and contour.  I haven't quite figured how to do it yet.  But I will.  I have to.  "444"'s pilot is definitely one of those slide-rule pilots who can do density-altitude, weight-balance and speed calculations while he's shaking hands and introducing himself.  If I've learned anything about pilots from the 1960s it's that they're especially preoccupied with the technicalities.

Anyway, it's rather amusing to do this F-102 because it ended up so out-of-place in Vietnam.  As an interceptor, it was designed to be a true fighting "system" in that it was purpose-built to climb fast, use radar and launch missiles at attacking bombers.  In Vietnam, the 102s were (mostly*) armed with AIM-4 "Falcon" missiles.

Like the Duece itself, the AIM-4 wasn't suited for the type of aerial combat that was commonly encountered in Vietnam.  For one, it had a contact-fuse.  That meant it had to physically 'hit' the target; others with proximity fuses blew up once they got within a specified radius of the target.  Against an invading Tupolev flying heavy, slow and level, the AIM-4 would work just fine.  But against the small and bee-like MiGs?  The AIM-4 was like the chubby kid in the middle of a game of keep-away.

According to one source, during a three month period between 1967 and 1968, 54 AIM-4's were launched against North Vietnamese fighters.  Four hit.  That's a 7% hit rate.  With six Falcons on board, it'd take more than two F-102 launching their entire missile bay to get one victory.   Ouch.

Photo: an AIM-4 being man-handled by a bunch of North Dakota ANG airwomen.
Source unknown but I'd sure like to know what Mr. Cameraman was thinking...

If you've been following this particular project—and judging by the statistics, more than a couple of you are—I'm guessing you're not here to read F-102 bashing.  That's not my aim anyway.  Instead, I hope to show how the airplane, in fact, kicked butt!  Only it's going to take Jim's slide-rule brain to help me.

Love this airplane.  :)

*The F-102 flew a comparatively small number of air-to-ground missions in Vietnam.  During these missions, rockets were also used. 

Profile 89: FINISHED—"Shirley" - Curtiss P-40N as flown by Cliff Long, 51st FG

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“Old men have no more dreams.  Instead we have memories.”
Hold that thought.

Finished—“Shirley,” the P-40N flown by Lt. Clifford Long, 51st FG, Baoshon, China, circa late 1944.

King Solomon, the wisest man ever to have lived, is alleged to have written, “The end of a thing is better than its beginning.” Perhaps it’s my own foolishness but I can’t agree here.  This particular commission has been so rewarding, it’s a shame to mark it “finished.”

The art really turned out well.  “Shirley” was one of the last P-40s to see combat in WWII and therefore had to look the part—tired, used, but still vital and deadly. The standard olive-drab paint was notorious for “chalking” under the pressure of nature’s elements and in the process, became a better surface for collecting dirt and oil stains, too.  “Shirley” was no hangar queen, that’s for sure.

Have a look at the photo below to get an idea of her natural surroundings.  It’s one of, if not the only, known color photos of 51st FG P-40s.   And the circled airplane is “Shirley” herself.  But if you squint just a little and let your mind go, you can hear the blare of the idling ’40 in the foreground and feel the warmth and dryness of the sun-warmed Chinese air.



Yet, again, “Shirley” is not about the art.  She’s about the story.  And if the art is good, the story is better (it always is).

Beginning a project has many parallels to building a model airplane.  The initial phone call, letter or handshake is like piercing the cellophane that surrounds the box, crinkling it up into a ball and  sliding the lid up off the bottom.  With a gentle “pphhumph” of vacuum, the contents are revealed and the plastic ‘trees’ of pieces are inspected.

In this case, the first “piece” I got to experience was not with Cliff, but his wife.  In the small-talk, I made a quick mental calculation and figured that they’d been married nearly seventy years.  It’s a fairly startling number and I couldn’t help but blurt, “What has been your secret to success?!”  She hesitated for a moment, obviously in thought, and then stated with a matter-of-factness that made it all seem so simple, “We help each other.”

One of my buddies has a phrase for ideas that pop in your head and wiggle around as they're being cogitated—he calls them “brain worms.”   Pop!  Though we chatted idly about weather and family, Shirley’s brain worm didn’t just wiggle, it struck camp…but I’ll get to that later.

Anyways, my interview with Cliff began shortly thereafter and the “model” begun.

Armchair historians like to poo-poo the P-40 as an also-ran piece of Allied aerial kit.  Citing lackluster performance stats and the superiority of contemporary equipment, these critics only show their ignorance.  Instead, the P-40 possessed the greatest qualities of any weapon of war:  availability and ease of use.  With nearly 14,000 produced, the P-40 series was built in numbers greater than the technically superior Corsair and the iconic B-17.   Durable and powerfully armed (no differently than the P-51 Mustang, F6F Hellcat and Corsair), the P-40 was also easy to fly.  Pilots qualified on the P-40 with regular ease.

How regular?  And how easy?  This is were Cliff weighs in.  At age 18, the Army Air Force felt confident enough in his abilities to give him wings and throw him the keys to the thing…and at age 19, they sent him to China where he would then take the '40 into mortal combat.

Though the P-40 was used in every theatre of WWII, “China” is where it’s most often identified. First-used in the famous American “Flying Tigers” mercenary group, the P-40, its branded “shark mouth” paint scheme and leaping tiger emblem have become permanently identified as symbols of the CBI (China-Burma-India theatre of operations).


By 1944, when Cliff arrived, the P-40 was being phased out of front-line combat in favor of the faster, more powerful and longer-ranged P-51.  But such a transition took time and the 51st FG was somehow low on priority list and all the while, Cliff racked up missions in the P-40.

Of course, there are marked distinctions between types of missions:  recon, escort, ground attack…each one requires a certain set of skills and faces a certain number of dangers.   By summer of 1944, Allied air superiority was well established.  The same could not be said for the war beneath the clouds, however.  In the jungles, hills, crags and steppe of southwest China, northern Burma and eastern India, the Japanese prevailed, arguably up until the last minutes of the war.

“Close air support” (not unlike the future war in Vietnam) was relied upon to destroy Japanese positions.  Armed with bombs (and sometimes rockets) the 51st used their P-40s as dive bombers.  The risk was, of course, huge.  Anti-aircraft fire could be withering and the liquid-cooled engine stopped cold with a single slice of shrapnel to the coolant line. It’s tough, impersonal work to run such a gauntlet.  It’s much more satisfying to pit skill against another man in an aerial dogfight.  At least the ‘luck’ factor is mitigated by the controllable quality of ‘skill.’  Right?

Cliff didn’t necessarily think so.  “John, the best tool for the job is the one you know best.  Our work, any work, demands focus and attention.  That I had so much experience in the P-40 was a factor in my success.  I knew the dynamics of that airplane and it was that knowledge that kept me alive.”

Recalling the moment where his Commanding Officer asked for volunteers to transition to P-51s, Cliff said all-hands shot up but not his.  Training and practice were times to learn.  Combat, on the other hand, was a time to fight.  As a bomb-delivery device, the P-40 was excellent and as long as that was the mission at-hand, the P-40 would be the mount.  He described how two highly experienced pilots but fresh with P-51s met their deaths in combat situations that may have been different had they stayed in more familiar aircraft.

“The P-40 brought me through 104 combat missions.  Of course it's my favorite airplane.  Why wouldn’t it be?!” he chuckled.   “But I’ll tell you something else about those missions,” he stated cooly, “103 of them were before I turned twenty.  I was just nineteen.”  Cliff emphasizes his age, still amazed that such youth could have been entrusted with such circumstances.  “I flew my 104th and last combat mission on my birthday.” (March 3, 1945).




Cliff left the combat arena with 2 Distinguished Flying Crosses, 4 Air Medals and the confidence that comes from survival and peer respect (he was regularly selected as a Flight Leader). “I never liked combat,” he said.  “To me, it was a time where I just gritted and prayed.  But I was proud that I’d passed the tests and made the grade.”  Transferred to Karachi, India in April of 1945, Cliff trained newbie pilots two and three years older than he in the ways of the wild and this further reinforced that the days to come would only be great.   But it wasn’t to be so.

“I am afraid that my main memory of WWII is a bitter one,” he said softly.  “When I came back, I had an offer to lead a Training Command and another to join the first operational P-80 squadron (the first operational American jet fighter).  But all this time, what I wanted to do most was get my girlfriend back-home out of circulation and go to college.  To me, the GI Bill offered the greater opportunity than the military.  So I left the service, got married and signed up for college at Penn State for Fall Semester, 1945.”   It was here that Cliff met a roadblock that is at once fascinating for its novelty and tragic in its commonality.

A little backtracking is in order.  

Cliff grew up as the second youngest in a family of eleven.   The Great Depression was in full-force and caring for the large family was Earl Long’s daily mission.  He held two jobs, the main one being a Tinsmith for one of the railroads.  “One of my father’s jobs was to make and repair cutlery for the trains.  Cutlery!” Cliff exclaims in emphasis.   It was a good job in that it was stable but the railroad still couldn’t bridge the gap between income and expenses.  “But dad need still needed to work two jobs.  So, he had an old truck that he used to haul coal off-hours.”

“One day, my father’s supervisor approached him and explained that the railroad was trying to keep as many people employed as it could and dad’s second job wasn’t fair to those who hadn’t any.  He was given the choice to quit the railroad or quit hauling coal.” Earl Long jumped the rails.

“I learned then that life was about discipline.  Not the switch kind (i.e. branch or stick used for beatings) but the discipline of your own life.  No one is going to look out for you.  You have to do it yourself.  And to do it yourself, it took discipline.”  The Long family’s pocketbook shrunk tight and Cliff remembers pitching in on deliveries of the black stuff.  But in time, one truck grew to two and coal delivery more than filled in any deficit caused by the loss of rail service.   His father’s example of risk and responsibility went to Cliff’s core; it is therefore no surprise that during his last year of High School, Cliff decided his time was better spent learning to fly airplanes than wood shop.  He left.

Fast forward back to Penn State.

Newly married, highly decorated, flush with confidence and backed by the G.I. Bill, Cliff was not prepared to hear that his admission to college was denied on account of his lack of a High School diploma.  “A High School diploma!” Cliff exclaimed.  “The service had taught me aeronautics, navigation, leadership and I’d passed the toughest tests a man can have only to have some 4-Fs in an office say I needed to finish…High School?!  I was twenty years old!”


The Altoona High School annual circa 1943.  Cliff was supposed to graduate in '43.  He didn't.

Cliff lost his place in college; the swell of returning vets filled the spot in a blink.  With a new bride, a life to start and of course, bills to pay, Cliff resigned to finding a job.  “After the war, there were no jobs.  There were so many people returning, there was nothing to do.”  Though he eventually found a spot working in a coal-crusted foundry (ironically for the railroad), his depression and bewilderment was so strong, it took decades for him to process it.

“At the time, I just buckled down and moved forward*. But as I got older, all of my life’s dreams have turned into memories.  And when I (finally had the chance in life to see) how my dream of college was blunted,”—Cliff’s voice trails for a moment—“I saw where that young man (himself) was let down and I understood the disappointment.”  He sighed.

Hold that thought.

If I’ve learned anything about interviewing “old guys,” its this:  Life is a trajectory that arcs from a definite beginning and ending. Along the way, highly personal circumstances are continually shaping, bumping and altering that trajectory.  At the beginning, life is about the goal.  But towards the end, the question, “How did I get here?” inevitably comes to mind and those one-time mercurial circumstances are now analyzed.  At once the “Old Guy” becomes satisfied—if not energized—by the clarity of understanding and frustrated at realizing exactly how much (or how little) a moment ended up shaping their life.

All us whippersnappers, are hereby put on notice, too.

Don’t get the impression that Cliff Long is angry.   I prompted his response when I asked him what the over-riding memory of WWII was.  He answered truthfully—he could accept the rules of war but somehow, the injustice of being held back for lack of a pedigree knocked his path in ways that it took decades to fully understand.  I took note to use care myself in how I might impact someone else’s trajectory, too.

“You asked,” he laughed. “But you know that P-40 represents the best (thing that had happened to me) don’t you?  It’s how I can also say I have so many good memories.” 

Of course, I did.  “Shirley” was named after the girlfriend that later became his wife.  

Off in the background, I heard her say something, Cliff acknowledged and then announced, “Well, that’s enough for today.  I have to go give my girlfriend a kiss goodnight.”

In my journal, I have written two sentences that, read apart, are thought provoking.  But together is the kind of advice that can lead a man through war, disappointment, success and a marriage that lasts seven decades:  

                      Remember that your dreams become memories…
                                          …and help each other.

By the way, during the print-signing, Shirley signed her name on top of the cowl.  Rightfully.



*Cliff eventually worked his way into a Sr. executive position for a large oil company with the predictable success that came from a man who learned discipline and leadership at an early age.

Profile 92: FINISHED— "444" the F-102A Delta Dagger as flown by Jim Eisenmenger, 509th FIS

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Done!

Ya'know, the Deuce illustrates the old adage that, "Wars aren't finished with the same weapons that started them."

As stated before, the F-102 was a purely Cold War creation—designed to fire Falcon missiles into the butt-end of a Soviet bomber stream.  Period.   How it got to Vietnam is purely an exercise in Preparedness.  And that's a good thing.

WWII ace Don Bryan explained to me the differences between Planning vs. Preparedness.   In Planning, the process addresses a defined set of expectations and desired outcomes.  In Preparedness, the process addresses a variety of expectations and diverse outcomes.  One process honors focus, the other the ability to adapt.  Don was a bigger fan of the later but that's a different post altogether...

Anyway...

That an Interceptor designed to fire missiles at a bombers ended up in the highly tactical and mobile environment of Vietnam was definitely not part of the overall plan.  But it did show excellent preparedness.  After all, what if the Ruskies had given the North Vietnamese a squadron of Tu-95s*?!

It doesn't matter. The NVAF never mounted a strategic bombing campaign.  So, Deuce drivers like Lt. Jim Eisenmenger flew almost all of their missions escorting B-52s during the "ARC LIGHT" close-air-support strikes on targets below the DMZ.


B-52 angles away, probably back to Guam.
Courtesy: Jim Eisenmenger

Jim explained to me what a typical mission was like; two 102's would take off from their base in Udorn, Thailand and join a three-ship B-52 strike inbound from Anderson AFB in Guam.  Once they met-up, the scene was straight out of WWII in that the escort would curve above the bombers in order to slow down their ground-track to meet the B-52s.

"They were about .78 Mach and though the 102 had really great slow speed handling, we had to be ready to act so we S-turned over them so we could keep our speed up."

Operations over SEA required a higher level of navigational awareness than the preceding conflicts of WWII and Korea.  The faster speeds, narrow boundaries and complicated "rules of engagement," only added to the complexity of using the big Deuce in-country.

Here.  Have a look at the map below. It's a general map of Vietnam that Jim had tucked away in his G-suit.  It may be vintage 1969,  but it provides a unique glimpse into what it was like to fly ops over there.  The markings are courtesy of some unknown, unsung intelligence officer.
GCI Map of Vietnam
Courtesy: Jim Eisenmenger

First, notice the red dotted arcs radiating south of "Bullseye," otherwise known as Ha Noi.  They're 50 miles apart.  To give you an idea of how fast things could change, an F-102 flying at with a ground speed of 500mph would cover the distance between the DMZ and Ha Noi in about 15 minutes.  And, at it's narrowest point, Vietnam is only about 30 miles wide.  Just a blink.

The black radii and peculiar names like "Point Crab" and "Waterboy" are actually Ground Control Intercept (GCI) stations that helped interceptors like the 102 locate, track and intercept targets.  The 509th was based at Udorn, about 100 miles west of the Thai/Laos border.  If you locate the center of the map, move up to find the GCI station, "Invert," Udorn is where the number 70 is written.  Jim & Co. were indeed, well-prepared for the attacks that would never come.

However, look at the crudely colored black solid and hashed areas.  Those are areas judged to be 'more desirable' in the event of having to ditch or bail out.  I asked Jim what the significance of each area meant and he laughed.  "I have no idea.  And I don't think (the Intel guys) had any idea either!" He did note that they looked nice on the map, however. "It's nice to know where and where not to bail out," he said with a wry smile.

Jim flew 52 combat missions and only one of those crossed the DMZ.  When I asked if any particular ones were notable, he was quick to say that none really were.  Of course, he could recall the tiny flashes of AAA against the black jungle during night missions but he was also quick to state the flashes were more interesting than dangerous; I got the impression that for Jim, flying the F-102 was rather routine.   In 1969, the routine ended.  SEA '102s were ordered home; their intended mission simply wasn't going to happen.

"When the 102s were being pulled out, I was happy to go home.  But later—now—I wish I would have stayed."

"Why?"

Sometimes you need to bring your own table decor to coffee.
If you want one, click here.

"I don't know..." he thought for a moment, then offered, "Maybe I wanted to get my 100 missions?" He took another drink of iced tea, then self-consciously adjusted the plastic stand that held the die-cast model of 444 that he'd bought as a memento.   "But I was qualified for the 102 and that's what I flew." I wondered if there wasn't a hint of regret that he couldn't tell me something spectacular...

But "spectacular" isn't the point.  After so many years of listening to "c-stories," I've come to appreciate people's whole story as more important than just the exclamation points.  Perhaps that's more of a function of talking to old warriors in their 60s, 70s, 80s and 90s—they not only remember the wars but the "peaces" in between.

Months later, over another cup, Jim was more interested in talking about the changes that have taken place since his Deuce days.

"Back then, we were graduating (thousands) of pilots a year.  We were probably killing more pilots in accidents and such than there are actually flying fighters today!" he quipped.   Indeed, there are less than 200 of the tech-bursting F-22 Raptors in service right now compared to the 1,000 F-102s that were built.   And the Raptor not only does the job of the Deuce, it also replaces the rest of the Vietnam-era suite like the F-4 (5,000+ made), the F-105 (800+ made) and, if pin-point efficiency is worth anything, maybe even the B-52.** (700+ made). It's an imprecise statement, but in many ways, one airplane today is doing what thirty used to do.

Progress, eh?  But the progress of efficiency hasn't come cheaply.  In adjusted dollars, the $1 million dollar price tag of the 1963 F-102 would be more like $10 million dollars today.  A lot of money, sure, but not nearly as much as the F-22's current price of $150 million.  We're doing more with fewer folks but paying over ten times the price to do so.

Is it worth it?  Who knows?!  The next war will reveal that when it happens.  In the meantime, I hope you see the irony in the pictures below.  It looks like we should have kept a few '102 around.



F-102 vs Tu-95    F-22 vs Tu-95
The more things change, the more they stay the same, eh?  ;)


*Actually, the NVAF had a handful of Russian Il-28 "Beagle" medium bombers.  But all things considered, they wouldn't have gotten much past that first dotted red line on Jim's map...

**Just checkin' if you're awake.  Nothing replaces the B-52.  Ever.



PROFILE 94: JUST STARTED—the U-2R as flown by Stan Rauch, 5th RS

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Whoa... (repeat) whoa!

                  "The Dragon Lady" is here...
                                                ...and I'm drawing her!

From Jonny Quest (1965):  quite possibly the best cartoon ever made.

The U-2 is right-up-there (pun intended) with the SR-71 in terms of cloak and dagger mystery.  Granted, it doesn't fly Mach 3+ and doesn't look like an alien spaceship but when it comes to drama, intrigue and triple-dog-dare secrecy, she is the slinky siren of aircraft.

And to top it off, the only airplane currently flying that demands more from her pilot is the...maybe...well..there is none.   A U-2 rating is the kind of pedigree that silences a bar full of rowdies like the sudden slapping of swinging doors and the jangle of spurs.  Don't believe me?  Watch this space and I'll illustrate why over the coming weeks.

Drawing all-black aircraft is a terrific challenge, so I am going to be taking my time.  We'll be done before year-end though.

In the meantime, I recognize that this is a rarified opportunity for all of us to find out what it's really like to fly this amazing aircraft on missions that are even more so.  So.  If you have a good question, send it to me and if I use it, it'll be answered here and you'll get a pilot-signed print of my artwork as a memento.

In the meantime, in case the U-2's peculiar lines aren't unique enough, have a look at the picture below.  That's our man, suited up and ready to go...somewhere.

Shhhh.

PS - my email:  john@johnmollison.com


Profile 93: FINISHED— "The greatest weapon never fired." - the Minuteman I missile

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Behold, the Greatest Weapon Never Fired.

Hold that thought.

By the time I reached school, 99.9% of American schools were no longer practicing Civil Defense nuke drills.  But mine did.

See, growing up in North Dakota, we all suffered under the bumpkin anxiety that came from having one of the smallest populations, worst climates and most sheltered cultures in the nation.  Never mind that we were sitting on a bajillion dollars in oil or that you could leave the front door open while on vacation.  North Dakota basically sucked.  Except for one detail in which we were all extraordinarily and diabolically proud:  if North Dakota seceded from the rest of the Union, we'd be the THIRD.  MOST.  POWERFUL.  NATION.  ON.  EARTH.

Why?

Missiles.  Specifically, the nuke missiles that were poked into silos all across the state.  And the clinched nuke missile is the venerable LGM-30 Minuteman family.

Have a look up top—it's the LGM-30B Minuteman* I (MM I) missile, the first in a 3-version lineage that not only made North Dakota (almost) almighty but also proved out the bizarre reality that you can win a war by not firing a shot.

Minuteman missile sites.
Courtesy: National Park Service

First deployed near Malmstrom Air Force Base in Montana in 1962, 800 of the MM I's were eventually planted in South Dakota, Missouri, Wyoming and of course, North Dakota.  And though they were capable of reaching their targets (presumably in Russia) in about 30 minutes, their real job was to scare the hell out of everyone.  Which they did.

Remember "The Cuban Missile Crisis"?**   It was the Minuteman I that gave President Kennedy the extra confidence to draw a red line through Cuba and tell the Russians to go home.  Can you imagine Russian nukes pointed at us from 90 miles away?  I can't and am glad Kennedy couldn't either.

I remember as a kid listening to an adult scoff at the idea of 'Mutually Assured Destruction' (or MAD).  "Mad?!  More like Madness!  We need to get rid of these (nukes) right now!" he exclaimed.


Movie still from War of the Worlds (1953) where the pastor doesn't use
the sense God gave him
and tries reasoning with the aliens by singing hymns.  He got fried.

The reality is that nukes won't be going away any time soon.  The machinery of diplomacy, national pride and human nature is so complicated, it's going to take decades—maybe more—to truly dismantle the world's nuclear weapons systems***.  Whereas this is a fantastic goal, it's just not realistic right now.  So, in the words of Stanley Kubric's Dr. Strangelove poster, we need to "stop worrying and love the bomb."

"Love? The bomb?!"

Sure!  And it's easy, too.  Follow along.  :)

First, every once in a while, look north and salute the men and women who are making sure that the all-important deterrent factor is real, ready and sharp.  They're called Missileers and though you'll never see their work at an air show (that'd be cool though), they have to serve-out the ironic existence of being able to do what they don't want to do in order that it never happens.
I asked Missileer Col Charlie Simpson (ret) how he processed this peculiar, last-act mission and he stated, "My real mission was ensuring that this (last act) never happened!  Throughout my service, and still today, those of us involved in strategic deterrence know that the real key is to have a force so strong, so flexible and so dedicated to the mission that an enemy would never consider starting a nuclear war."

Second, forget the idea that nukes have only been used twice—once each on the Japanese cities of Hiroshima and Nagasaki.  Instead, know that nuclear weapons have been used every day since and flawlessly, too.  This is where the word "deterrence" comes in.  We don't need a mushroom cloud to know nukes are doing their job.

Thirdly, whenever your talking-head of choice utters the words "Foreign Policy," listen carefully and ask questions until you have an opinion.  The world is a dangerous place and one of a nation's supreme duties is to protect its future from unwanted outside influence.  There's no saying when the next Cuban Missile Crisis is going to pop up but if/when it does, our leaders will be carrying a mega-ton burden.  On our backs.

Next up:  The mighty Atlas missile!

Blast doors of the Minuteman Missile National Historic Site

*Why the name Minuteman?  The LGM-30's predecessors used liquid fuel propellants that took time to prepare for launch.  In the case of the Atlas and Titan I missiles, about 15 minutes for each one.  The Minuteman used solid fuel propellant that could be ignited right away.  As a Missileer about "Guaranteed delivery in 30 minutes or less."

**Kennedy vs. Khrushchev/Castro.  Click here.

***And this is why it's so important that no new nations get nuke tech, too.

Profile 95: JUST STARTED—"176" the B-24M as flown by the RAAF

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It all begins here—a quick pencil sketch.

It's pretty crude, but if you think about it, this scrawl is crucial because it marks the all-important first step.  It means I'm committed and there's no moving back...and when it comes to drawing B-24s, I have cowardly tendencies to toss what I've done and go back to simpler things like P-40s and U-2 spy planes.

See, B-24s are complicated airplanes. With nearly 18,500 made, the B-24 is the most produced multi-engine bomber, ever.  But within that number are a bewildering assortment of variations, sub-variations and field modifications that make doing a specific airplane with any kind of accuracy, difficult.

But, there's good news in that "176" doesn't just exist on paper, it also exists in metal, too!  Right now, she's being restored by The B-24 Liberator Memorial Fund of Australia Incorporated as a testimony to their country's WWII history and the people behind it.

Don't get me wrong, I'm not complaining about my task.  Mine is easy.  the LMFA's is...not so much. Founded in 1988, they've been cutting, scouting, riveting, polishing, begging, borrowing and whatever else you do to bring their bonafide RAAF B-24 into public view.   That's nearly 30 years!  Yet, when she's complete, "176" will be the only B-24 in the southern hemisphere and one of only about 16 in existence (that's a .0009% survival rate)!

Over the next 5-6 weeks, I'll be sharing my progress and also my conversation with RAAF B-24 crew.   I can guarantee my rendering of 176 will be ready for public viewing before the real thing is ready.  But, judging by the smiling faces and glimmering aluminum in the picture below, Australia won't have that much long to wait.




You can find a TON more photos of the restoration project by clicking on 176's Facebook page.

In the meantime, I've got a little catch-up to do with folks Down Under...I'm only about 10% done.




Profile 97: JUST STARTED— the "Pave Knife" pod of the 433rd TFS

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From what I know, there are three things taxpayers don't want from their military:  too much power, too many losses and waste.

And there are three things the military doesn't want from the people it serves:  weak leadership, weak support and weak kit.

Have a look at the sketch above.  It's a partial drawing of an F-4 Phantom with a pod hanging from one of the hardpoint rails. It's called "Pave Knife." And it's also a warm-fuzzy moment between taxpayer and military—one of those weapons that really did everything it was supposed to do at little cost, high efficiency and amazing effectiveness.  In fact, Pave Knife paved much of the way for today's 'smart weapons.'

Over the next post or two, I'm going to explain Pave Knife's operation and success via Air Force personnel who used the thing in SEA*, one of whom is Weapons Systems Officer (WSO) Dean Failor, 433rd TFS to give first-hand account.

"You're acquired and locked, Dean.  Pickle away!"

This is Dean in front of an F-4 from the 334th during a later TDY in 1972.

*SEA = South East Asia.
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