In Their Own Words - the Final Chapter: True Stories from American Fighter Aces

DEDICATION

Karen, Patrick and Scott Oleson are my family and my strength. Friends who helped with encouragement and their time include Gregg Wagner PHD, Colonel Steve Pisanos and Colonel Clarence E. Bud Anderson. Gregg Wagner is the best friend I have ever had and cares deeply, as I do, about our American fighter aces. Col Steve Pisanos helped me with the FORWARD for my first aviation book and has always been there for me when I needed him. Col Anderson was the first fighter ace I ever met. Upon meeting him many years ago at Eden Prairie, Minnesota, my first thought was: Now this is what a fighter pilot should be like. He seemed to foster all the qualities I imagined to be in the fiber of the American Fighter Aces I grew up idolizing. I want to give a special thanks to Col Barrie Davis for graciously writing the FORWARD section for this book. All the fighter aces, combat and military test pilots that gave me their time and stories are listed in the ACKNOWLEDGEMENTS section of my book. To all of these illustrious and patriotic pilots I give a sincere thank you for your help and friendship. Both mean more to me than you know…

***Book cover artwork was created by my son Patrick and shows George Welch and his P-40B Warhawk in action above Pearl Harbor on December 7, 1941. Welch destroyed three Japanese aircraft that day and was nominated for the Medal of Honor for his skill, tenacity and bravery during the attack that led us into World War II. Major Welch had 16 confirmed victories during three combat tours totaling 348 missions. George Welch died testing the F-100 Super Sabre in 1954. He was 36 years old. Back cover graphics of the North American F-86 Sabre were created by my son Scott.

Contents

DEDICATION

FOREWARD BY COLONEL BARRIE S. DAVIS

INTRODUCTION

PART 1

THE UNITED STATES ARMY AIR FORCE IN WORLD WAR II

PART 2

UNITED STATES NAVY and MARINE CORPS AVIATION in WORLD WAR II

PART 3

FIRST PERSON FIGHTER ACE EXPERIENCES FROM KOREA and VIETNAM

PART 4

THE UNITED STATES MILITARY TEST PILOT

FOREWARD BY COLONEL BARRIE S. DAVIS

"Jim Oleson has accomplished his usual excellent work in convincing often reluctant flyers to record their experiences in combat. Other than actually being there, reading first hand reports of air battles told by those who fought is the best way to know the fears, the sorrows, and joys inherent in battles fought miles up in the sky and just above the tree tops.

For some, putting words on paper to tell of a particular highlight of their lives is good therapy. For others, it is opportunity to warn of the consequence when political disagreement is permitted to escalate into war. For the reader, the prose penned by combat flyers can be not just interesting but also inspirational.

Fighter Aces are ordinary people who possess an extraordinary willingness to serve. They are blessed with luck as well as skill, and they are well endowed with the will power required to overcome fears that could paralyze the average person.

Freedom is not cheap. It is to be cherished and protected from all dangers, even at the cost of life. Those who wrote what is recorded in Jim Oleson’s books are honorable people who were as willing to sacrifice their lives for their country as is today’s terrorist who blows his body to pieces along with innocent victims of his inhumanity. The fighter pilot’s sacrifice, however, is far different from the death of a terrorist, because his goal is a better world rather than chaos.

If one of the quotations in this book increases patriotism and love of freedom for a reader, Jim’s goal will be achieved. I salute Jim for a job well done.

Keep going, brother. Aim for the stars!"

INTRODUCTION

I feel a great deal of pride and satisfaction at being entrusted by our illustrious fighter aces to bring their first-person stories to life in the pages of this book.

My goal is to write the final chapter to this great legacy. It is entirely possible that this may well be the last book of its kind ever written.

There may be further biographies written about America’s elite group of fighter aces, but I doubt if any new text will be entirely written with first-hand accounts from the pilots themselves. I have never given much credence to military historians who write about a famous fighter pilot as if they were close friends, when in fact they had never met each other.

I’m humbled and feel honored that I am able to call so many of America’s Ace pilots, my friend. These friendships have been built over many years and not from a single visit or conversation. It is also gratifying to be welcomed and shown kindness by the spouses and children of our legendary fighter pilots and aces.

When I started gathering material and doing interviews for my first book "IN THEIR OWN WORDS-TRUE STORIES and ADVENTURES OF THE AMERICAN FIGHTER ACE", there were approximately 600 of the original 1,473 American Fighter Aces still with us. When my book was published in late 2007, there were only 350 Ace pilots remaining. In the past four years, more than 60 of the 129 ace pilots that helped with my first book have passed away.

It is now 2011 and there are barely 10% of our remarkable American fighter aces still living. I and all other military aviation enthusiasts are indeed fortunate that this second book will again honor and tell the first-person accounts of nearly 50% of these remarkable, remaining ace fighter pilots.

A great deal of our nation’s rich military heritage is about to become extinct. In a very few years all of our Ace fighter pilots will be gone. It is my sincere hope that America never forgets the sacrifice and patriotism these special aerial warriors have given us. The fact that our country is still free and speaking English instead of Japanese or German bears witness to their remarkable deeds and courage.

To all the brave men and women of the armed forces that continue to serve and protect our country, I say THANK YOU!

PART 1

THE UNITED STATES ARMY AIR FORCE IN WORLD WAR II

The story of America’s involvement with military aviation took place at the end of World War I and developed slowly through the 1920s and 30s.

Most countries involved in the Great War wanted to put the horrifying loss of life and the heavy financial burden the war created behind them and try to look toward a better, brighter future. Is it any wonder that new military aviation technology would advance slowly, especially with the mindset that developed following the end of the war? America was not an exception and our early military aviation program got off to a painfully slow start. Our novice fighter pilots were forced to fly British and French aircraft as there were none of our own ready to fly or fight with. During World War I America’s Military Air Forces were given the dubious moniker, Aviation Section of the Signal Corps. After the war we had only 740 outdated and inferior aircraft and 800 pilots trained to fly them. If matters weren’t bleak enough already, the decade following World War I saw a drastic reduction of all our military personal, our fledging aviation branch included.

In 1926 with a fierce rivalry brewing between the Army and Navy for what few dollars and resources were available, our armed forces were once again reduced and the Air Corps became the Branch for Army Aviation. Ten years after the end of World War I America was still without a viable or adequate air defense.

It is indeed fortunate for our country that at least we had a growing and expanding industrial capability and work force to draw from. Germany, France and Great Britain had suffered greatly with a heavy loss of life along with the destruction of their infrastructure and economies when the Great War ended in 1918.

Though caught off guard and napping as Pearl Harbor was attacked and World War II was thrust upon us, once mobilized, "The Sleeping Giant" that Admiral Isoroku Yamamoto predicted, had been awakened with a vengeance.

During World War II Japan struggled for resources to keep on fighting. Once again, Great Britain, Germany and France traded blows and their countries suffered accordingly. America, never having its mainland invaded or attacked, was able to go on the offensive and build the largest arsenal of advanced military weapons the world had ever seen.

The different belligerent nations involved in the Second World War designed and produced many noteworthy aircraft and brave, skilled aviators to fly them. However, no one could match our "will to win" or the quality and quantity of aircraft that commitment created. From humble beginnings with the Buffalo, Airacobra and Warhawk, the USAAF eventually fielded tens of thousands of the world’s finest escort fighters and interceptors. The P-38 Lightning, P-47 Thunderbolt and P-51 Mustang carried the war to the enemy’s heart and were principal reasons we were so successful and able to win the war. Once our fighter and escort planes were able to accompany allied heavy bombers deep within Germany and Japan, their fate was sealed and the outcome of the war inevitable. Only the length of time needed to bring the Axis powers to their knees was open for debate.

In 1939 America had 24,724 personal in the Air Corps and 114 airfields to utilize our 4,477 outdated combat aircraft. By the war’s end in 1945, these figures had risen to 2.3 million officers and enlisted men along with 1,506 bases and airfields containing over 86,000 of our most advanced combat aircraft. Not only were our planes of better quality and our pilots better trained than our enemies, but we possessed a near endless supply of both to throw into the war effort to help ensure our victory. During World War II America produced nearly 280,000 military aircraft including 96,000 fighters. Many of these combat aircraft found their way into the depleted inventories of Great Britain, Russia, France and China. As the war drug on for Germany and Japan, their once proud and capable Air Forces were rapidly depleted as well as their cadre of skilled pilots.

TRAINING

The Civil Aeronautics Act of 1938 authorized the funding for what would eventually become the Civilian Pilot Training Program. Thankfully, this was to spur America’s aviation industry and helped to create a core of instantly ready pilots should the need arise or war become a reality.

After Pearl Harbor President Roosevelt signed the order that transformed this civilian program into one guided and nurtured by the military. This in turn created trained military pilots as its ultimate goal. From 1939 to the end of World War II more than 435,000 young men had been trained and qualified as aviators.

At the beginning of the Second World War military flight training lasted nine months, divided equally between primary, basic and advanced schools. At the end of these nine months a military pilot would have accumulated at least 215 hours of in flight training. Still more training was necessary and given to those picked to become future fighter pilots.

A novice pilot advanced rapidly through courses in formation, night, instrument and cross-country flying techniques. It was during Basic or Secondary Training that a young cadet would either head toward becoming a single or multi-engine qualified pilot.

Though we always had thousands of patriotic, brave young men who dreamed of becoming military pilots, it was not an easy or safe task to accomplish. Nearly 150,000 or 40% were washed out of the training program or killed outright while attempting to master their aircraft. Before earning his wings, a young cadet had to endure and pass an additional two months of training to become combat qualified.

Besides the normal hazards associated with military flight training, the novice cadet had to exhibit the ability to coolly handle stress and his aircraft, learn the theories of flight, Meteorology, and Aeronautical Engineering, exhibit superb coordination and reflexes, have excellent day and night vision and be physically able to withstand the rigors of combat flying and the high G loads associated with it.

  FIRST PERSON COMBAT EXPERIENCES OF USAAF ACES IN WORLD WAR II

Col BARRIE S. DAVIS

(Born on December, 22, 1923 in Lenoir County, North Carolina)

317 FS / 325 FG Checkertails 6 Victories

Barrie Davis flew his P-51 Mustang Honey Bee in missions over Bucharest and Budapest and had 6 victories over German fighters including 4 Me-109s and 2 FW-190s. His Awards include the Silver Star for valor in combat.

(TOTAL SELF CONTROL)

"Colonel Chester Sluder was an unassuming officer who was an accomplished civilian pilot prior to enlisting in the U.S. Army Air Corps as it began its rapid growth in preparation for World War II. At 31 years of age, he was not distinguished in appearance, but he was a respected 325th Fighter Group commander.

Chet Sluder finished the war with three victories, but it was not his fault his total was not many more. Whenever the famed ‘Checkertails’ were in a fight, Col. Sluder was in another part of the sky. Aggravated and frustrated, he gave orders that he was to be informed whenever a ‘bogie’ was spotted.

Then came a glorious donnybrook. We encountered scores of Me-109s and FW-190s, and the colonel was right in the middle of the battle. He lined up directly behind a Me-109 and prepared to blast it from the sky, when something caused him to check his rear. There, instead of his wingman, was a second Me-109 laying its sights on the colonel, who broke off his attack to avoid being victim rather than victor.

During debriefing, Colonel Sluder asked his wingman where he was during all the action. ‘Colonel’, said the young Lieutenant, ‘I saw there were so many enemy planes that we were terribly outnumbered and didn’t have a chance, so I came home!’

The good colonel was so flabbergasted by his wingman’s response that he turned without a word and left the debriefing."

(WORLD’S FINEST WINGMAN)

"When a fighter pilot gains experience and proves his mettle, he may be promoted to element leader, flying third in a flight of four. With more experience, proven leadership, and an aggressive nature, the lucky pilot may become a flight leader. Both the element leader and the flight leader have a wingman whose sole responsibility is to protect his leader so the leader is not hindered by concern over whether a bandit is lining up to throw slugs up his rear end.

It was for an escort mission to Budapest, Hungary, area that I selected Frank Mertely to be my wingman. I knew it was the first combat mission flown by Frank, a good looking young man who had joined our squadron that week. I briefed him on what I expected, and he listened carefully.

The mission was a good one. We ran into scores of enemy aircraft eager to attack the bombers and make the mission a failure. Our entire group went on the attack, and immediately gaggles of German and U.S. fighters mixed it up in a confused conglomeration of twisting, turning planes.

I latched on to a Me-109, began firing, and enjoyed seeing numerous hits as my .50 caliber, armor piercing, incendiary slugs slammed into the enemy’s fuselage and engine area. Smoke boiled out of the Me-109, and its pilot pushed it over into a steep dive. I followed closely behind and watched as the German plane hit the ground and disappeared in a big explosion.

Then, happy at my good fortune, I began a climb back to altitude to rejoin the rest of our group. I looked to the right and was surprised to see Frank Mertely tucked in under my wing. During debriefing, I congratulated Frank on being the first wingman ever to stay with me through an entire fight.

‘Dave’, he responded, ‘I have to confess. I didn’t even know we were in a fight until I saw the Messerschmitt hit the ground and explode! I was too busy trying to stay with you!"

Frank retired as a colonel after a distinguished career with the Air Force after World War II."

(I LOVED THE P-39 AIRACOBRA)

I recall reading in your first book ‘IN THEIR OWN WORDS’, Major William Allen’s writing of his fitting his 6’2 frame in a P-39. It was a close fit for my 5’9, and I had a tent mate overseas who was 6’3 and told me of getting caught in turbulent weather while flying the Airacobra. He was bounced around so violently that his head was bruised severely bumping against the canopy. For a couple of months, my assignment was ferrying P-39s across North Africa, and I flew them again while stationed at Las Vegas. I LOVED the plane! It was underpowered but a joy to fly."

Col PERRY J. (PEE WEE) DAHL

(Born February 18, 1923 in North Battlefield, Saskatchewan, Canada)

432 FS / 475 FG Satan’s Angels 9 Victories

Perry Dahl achieved victories in his P-38 Lightning Ski Doo over 4 Zekes, 2 Oscars, 1 Tony, 1 Helen and a Hamp. He evaded capture for 30 days after a mid-air collision over Ormoc Bay. Later he served two combat tours in Vietnam. His Awards include the DFC and 10 Air Medals.

(A BIG STEP UP)

"The P-38 Lightning was our ultimate fighting machine against the Japanese. It was the first fighter designed to exceed 400 mph, well before the Mustang. It replaced the P-39 Airacobra and the P-40 Warhawk that we had been using. They were the best we had at the time. The P-40 could hold their own with the Japanese fighters if the right tactics were used. Claire Chenault and the AVG ‘Flying Tigers’ proved that. Our 475th FG was the only all P-38 group at the time I flew with them. It was also the first unit to be formed while overseas. Our three fighter squadrons were the 431/432/ and 433.

The P-38 was a big step up from the P-39 and P-40. If flown properly it was a match for the Zero. The Zero was very quick and maneuverable but didn’t have armor or self sealing fuel tanks. Our four .50 caliber machine guns could each throw out 900 rounds a minute and at 300 meters made a deadly cone of fire six inches in diameter. It was enough fire power to sink a destroyer and more than enough to tear a Zero apart. Plus we had a deadly 20mm cannon as an added bonus.

Our first mission of October in 1943 was from New Guinea to Rabaul. There were nearly 200 enemy fighters there and much shipping activity. Though the Japanese were nearly beaten by this time, they didn’t know it and fought furiously.

To have a chance to score on the lighter Zero you had to maintain at least 250 knots at all times. You could not successfully turn with them you had to have altitude on them, dive through to attack and then zoom up for altitude and do it again. These were the same tactics the ‘Flying Tigers’ had utilized to such advantage over two years before.

Charles Lindberg came to Biak to teach us how to conserve fuel and extend our flight radius. He was such a natural pilot he could have flown the box our fighters came packed in. Lindbergh shot down a Rufe against orders from command and our leader Charles MacDonald got in hot water for allowing a national hero to fly a combat mission. Lindberg didn’t have much flying time in the P-38 but could really handle the complex fighter. He taught us fuel management by dropping our rpm’s to just above stalling speed which was around 1,600 rpm’s. We were able to increase our mission lengths from 4-5 hours to 8-10.

Having two engines on our P-38 Lightning was really an advantage. This was especially true when flying long distance missions over the ocean. On two occasions I had to return home on only one engine. On one mission I was having engine problems and couldn’t gain altitude to keep up with our flight. I called ‘Clover Red Leader I have an engine problem’. He radioed back and said; ‘O.K. take her home.’ Flying by myself on the way back I spotted a lone Zero at two o’clock. I cleared my guns and started to fire when I spotted a second Zero in my peripheral vision at three o’clock. I threw my right wing up and when he fired I caught all his rounds in my starboard engine. I dove toward the deck streaming fluid all the way down. When the damaged engine’s coolant temperature hit the red-line I feathered the prop and returned on only my left engine. There were so many holes in my P-38 when I landed that they towed it off the field and scrapped it. If I had been flying a single engine fighter I would have been shot down or killed in this combat. In my 187 combat missions I lost four aircraft.

On a mission to Wewak I was again flying as wingman to my flight leader John Loisel. We were above the overcast when a call came over the radio stating that more of our fighters were flying below the clouds and were in a big fight. We drove down through the overcast with our flight of four P-38s and encountered an open sky filled with Zeros. Loisel and I had gotten separated from the rest of our flight and we were alone in a sky full of red meatballs! John called me and said; ‘We better get the Hell out of here!’ Our P-38s were on the deck with wide open throttles and were really moving for home. I looked in my rear view mirror and was shocked to see a Tony with his big red spinner no more than 40 or 50 feet behind me. He had me cold so I did the only thing I could think of. I kicked full right rudder and hard right aileron and chopped both throttles as I brought my nose up. The Tony shot by me and I recovered, added power and shot him down. Loisel later asked me how I was able to accomplish such a maneuver and still keep flying.

Our later model Lightnings had special dive and maneuvering flaps that quickened our turning radius in combat and dogfights. However, their main use was to slow and steady our fast diving P-38s during dive bombing attacks. They kept us in control of our aircraft and allowed us to be very accurate with our ordinance."

(MY MILITARY FLIGHT TRAINING)

"My primary aviation training was at Santa Ana California flying Stearmans. Our Basic Flight School aircraft was the BT-13 ‘Vultee Vibrator’. Not everyone who entered the military flight training program was chosen to be future fighter pilots, though everyone I knew wanted this assignment.

Luckily, I never received any pink slips during my