VOL. X NO. 2 SPRING 2000 1ST ATAF FTR/BMR: 50, 324, 371 415 NFTR SQ: UNITS FRENCH 1ST AF. PLAQUE DEPICTING NINTH AIR FORCE HISTORY PRESENTED TO LT. GEN. CHARLES F. W ALDJ COMMANDER) NINTH AIR FORCE SEE PAGE 5 Published Quarterly by the Ninth Air Force Association, Inc. Headquarters Raymond P. Lowman, President The Ninth Air Force Association is chartered as a Not-For-Profit Veterans Corporation in Tennessee and registered with the I.RS. as a 501-c-19 organization NINTH AIR FORCE ASSOCIATION GOALS To preserve and publicize the history of the Ninth Air Force from its beginning in World War II until today. To honor and memorialize the sacrifices of our comrades and families. To promote fellowship among the survivors, families and descendants of all people assigned to the Ninth Air Force at any time. To foster the continuing quest for individual liberty and love of our country. THE NINTH FLYER STAFF EDITOR EDITORIAL ASSISTANTS CIRCULATION THE NINTH FLYER Jean M. Wildern Fern Mann ArtWildern Frank Carnaggio • President's Comer . . . . . . . . . .' . . . . . 3 • Letters To The Editor... . . . . . . . . . . . . 6 • Folded Wings . . . . . . . . . . . . . . . . . . . . 15 • Looking For ..................... 16 Exchange ...................... 17, 18 • Reunions . . . . . . . . . . . . . . . . . . . . . . 19 * * * * Readers are urged to submit articles and photos to the Editor. The Ninth Flyer is published in January, April, July and October. Materials should reach the Editor at least 30 days prior to publishing month for consideration. Clear copies of documents, typed manuscripts or floppy discs compatible with Lotus Word Pro or Microsoft Word are acceptable. No responsibility is assumed for unsolicited materials nor can receipt of manuscripts be acknowledge. Please include your name, address and telephone number with all submitted materials. Photos will be returned if requested and a SASE is supplied. Items appearing in The Ninth Flyer do not reflect the opinions of the Editor, the Officers or the Board of Directors of the Ninth Air Force Association unless it is so stated. The Ninth Flyer is intended as a forum for individual members' views of Ninth Air Force history from its inception in 1942 to the present day. Permission is granted to reproduce any part of this publication except portions which may bear specific copyrights and are so noted as bearing those copyrights. Credit must be given to The Ninth Flyer and any sources which The Ninth Flyer acknowledges as the originator of any reproduced material. Component unit newsletters provide some of The Ninth Flyer's content. Individuals .whose letters tell us how we are doing or what we can do to give better service to our membership are highly valued. * * * * * ADDRESS CHANGES should be sent promptly on USPS Form 3575 to Larry Gaughran, The Ninth Air Force Association now has an 800 number. For information about membership pr current events scheduled by the Association, call John Peterson at 1-800-383-0521. Annual dues within the U.S. are $20 due and payable Jan. 1 of each year. Dues for those residing outside the U.S. are $25. 2 SPRING 2000 i Ill We recently conducted our Spring Board of Directors Meeting at Shaw AFB. We were given a warm welcome by Lt. Gen. Charles F. Wald, commander of the Ninth Air Force. Gen.Wald briefed us on some of his many responsibilities. This was followed by a detailed briefing from Col. Tom Verbecko on the Central Command in Southwest Asia. I mention this to emphasize the outstanding support we enjoy from the Ninth Air Force Command and Staff. They recognize the importance of our goals to preserve and publicize the Ninth Air Force's rich heritage and to honor all who have or are serving. Dr. Stanley Akers of the University of Akron attended our meeting and gave an update on the 9th AF A Archives. He urged that Ninth Air Force personnel, both former and present, send or stipulate that their memorabilia be sent to the Akron Archives. Folks, I want to encourage you to take advantage of this golden opportunity. Your part in history will be in perpetuity for your descendants and all interested. The cost is zero, except for the initial shipping to get it there. DO ITNOW! ! ! ! Attracting new and retaining present members is a constant challenge to all organizations. Ours is no exception. We lost 23 member to death since Jan. 1, 2000. Shocking but hopefully a wake up call to us all --- we need to make contacts and sign new members. They are out there and YOU can sign them up with a little effort. PLEASE HELP. Your family members are all eligible for Association memberships. Why not give a gift membership to a daughter, son and spouse? They would appreciate being part of this prestigious organization. Kudos to Directqr Stan Stepnitz who has worked long and hard to establish our internet web site. This is certainly a first class and professional presentation. You that have internet access can check it out at <www.ninthairforceassoc.org>. Others are urged to have a computer friend bring it up for your review. Make your plans now to attend our Tenth Anniversary Convention. This will be in Memphis Tennesssee, from September 28 to 30, 2000. Fern Mann has it all planned and emphasis will be on the Air National Guard and Air Force Reserve. It could just be the best one yet and with you there, it will be. God Bless, SPRING 2000 3 THE NINTH FLYER Jack Barensfeld, chairman of our Association's Archives Committee, wants to remind members that the Ninth Air Force Association Archives at the University of Akron is the perfect place for all those old orders, pictures, newspaper clippings and other memorabilia that you have treasured over the years and now don't know what to do to preserve them. "There is a tremendous amount of invaluable material out there in the possession of our members," says Jack. "Sadly, it may be discarded in a haphazard manner by heirs after our passing." He points out that many who will be taking care of our personal effects may not be aware of the value of such materials to researchers, historians, authors and others who attempt to document history after the fact. "It seems that our major thrust now should be to make the archives more viable for scholars and other interested parties," he continued. "We need to speed up the delivery of more archival materials from our members. This all was brought to Barenfeld' s mind by a recent letter from Col. Joe Laughlin, who served as a Commander of the 362nd Fighter Group. Laughlin was inquiring about the University of Akron Archives as a safe depository for his momentous collection of military records Thinking what a "valuable treasure-trove that would be" Barensfeld contacted Dr. Stan Akers and asked him to get in touch with Col. Laughlin. The following is Dr. Akers March 22 response which Barensfeld received permission to have printed in THE NINTH FLYER from both Col. Laughlin and Dr. Akers. Dear Col. Laughlin: I am writing at the request of Jack Barensfeld, the liaison officer between the 9th Air Force Association and The Univeristy of Akron. Jack has filled me in on the recent conversation that you had with him and the exciting possibility of placing your collection with the 9th Air Force Association Archives. First, let me emphasize that we are committed to preserving the 9th Air Force history in perpetuity The University of Akron was established in 1870 and is THE NINTH FLYER a State university of 25, 000 students. We offer over 150 undergraduate programs and 14 doctoral programs, and we are the third largest university in Ohio. Our archival collections in total number in the hundreds and cover not only World War II history, but also industrial history, music and the arts, genealogical materials and psychology. We are one of the largest research facilities in Ohio and our collections, particularly the World War II collections with which I yvork, are consulted regularly. As for myself, I am technically retired after 31 years here, but am still working with the collections on a daily basis along with my colleagues. My doctoral dissertation concerned World War IL and materials such as yours, as Jack described them, are the sort of thing that make groundbreaking scholarship possible. The "official" records held by the government are one thing, but it is unique to be able to see the broad subject through the collection of one person, and it offers the researcher a rare insight into the human side of the situation. In short, the University and the Ninth Air Force Association would be honored if you would place your materials here. I realize that this is a major decision for you to make, and I would be happy to answer any questions you might have. 4 Sincerely, Stanley W. Akers Asst. Professor Emeritus Anyone interested in contributing to the Archives may write to Dr. Akers at the University of Akron, Archival Services, Polsky Building, Akron, OH 44325-1702. Editor's Note: Keeping the story and the history straight and true is a responsibility we all must share. Those who were not there when the historical events of our time took place will not be able to discover the truth unless we provide them with the tools and the place. We have the place. You can supply the tools for others to use in seeking truth. SPRING 2000 OF THE BOARD meeting at Shaw Air Force Base with the Ninth Air Force Commander, Lt. Gen. Charles F. Wald are (from the left) President Ray Lowman, Treasurer Larry Gaughran, Chairman of the Board Lloyd Johnson, Directors Mark Horgan, MaNin Rosvold, Stanley Stepnitz and Secretary Fern Mann. WALD was presented with a plaque in appreciation of the support given to the Association by the Ninth Air Force. (Photo to the right) Lloyd Johnson, Chairman of the Board , did the honors. The plaque was designed and produced by Earl L. Keilgass of Tempe, Arizona. During WW II he was a Jug pilot and member of the 368th Fighter Group, 396th Fighter Squadron. Top portion of the plaque features the Ninth Air Force patch as well as planes flown by the Ninth. The lower portion lists the various units of the Ninth Air Force which seNed in England, Continental Europe and the Mid'"East during WW II. NEXT will be held during the convention in Memphis. You are welcome to bring any concerns you may have about the Ninth Air Force Association and its programs to the attention of the Board prior to that meeting by contacting Ray Lowman, our President; Lloyd Johnson, Board Chairman, or other members of the Board. SPRING 2000 5 Ray Lowman Photos s '" Please consider serving your Association as a Director. We need your expertise in guiding our great organization in the new millennium. You will find serving both challenging and rewarding. For information, please contact Director Richard Denison, Chairman, Election Committee, at His telephone is E-Mail may be sent to THE NINTH FLYER Editor's Note: The following statement comes from Raymond P. Lowman, president of the Ninth Air Force Association, . in resp01ise to queries and correspondence . World War II Troop Carrier Personnel are and have, for five years, been seeking redress from author Dr. Stephen E. Ambrose for derogatory statements in his book "D-Day, June 6, 1944, The C/imati~ Battle of WW JI". Briefly, on page 198, paragraph 5, he states that the C-4 7 pilots were not trained for night flying - or bad weather. This is blatantly not true nor is it supported by historic facts as has been documented by many who were directly involved. There is much more that space and a publishing deadline prevents presenting at this time. Detailed information may be obtained from Ray Ottomann, a Troop Carrier D-Day Pilot a recipient of our Great Wa~or Award and a present 9th AF A director· His address and telephone number are in our directory. For a packet containing the letters written to the veterans and varied official documents which clarify the role of Troop Carrier Command . on the D-Day mission, contact Michael N. Ingrisano Jr., As your President, I have pledged the support of our Association in resolving this matter. Ray Lowman (Signed) THE NINTH FLYER Dear Editor: I thought you might like to know that because of a chance reading of the membership list, two close and valued friends were reunited after some 40 years. I was an assistant crew chief on a Douglas A-26 Invader Serial # 637 attached to the 114th Bomb Squadron (M) at New y ork Air National Guard at Floyd Bennett NAS, New York, in the late 50' s to early 60' s. The Pilot-In-Command was Major Frank Coffey, now a retired Lt. Colonel, and we developed a close relationship as such. After a while, we both went our ways and we lost touch with each other until just recently. I happened to scan the Ninth Air ~orce Association's membership hst and found his address. Not knowing for sure if it was whom I was searching, I chanced a letter. Lo and behold it was he. . . We immediately started wntmg each other and finally we met again, in person. We had lunch when Col. Coffey came East on .one of his business trips. It was as if our relationship never skipped a .beat and, for that, I thank the Nmth and want to tell all of the members to keep in touch with each other. It provides closure for each other as there's nothing like old friends. Again, thanks one and all! Respectfully, SSgt. Alex Crane Pearl River, New York 6 VETERANS PLAN MEMORIAL Veterans of the Battle of the Bulge will hold a memorial service at West Point Academy. New York December 13, to honor all who fought and died in that winter struggle that marked a major breakthrough for the Allied Forces in their march across Europe. Carl Christ, of the 344th Bomb Group (M), will provide information on the B-26 Maurauder air support for the ground forces during the Ardennes Campaign. This will accompany the story of the ground forces written and presented by David Saltman, president,Long Islan~ C~apter of the sponsoring orgamzation, Veterans of the Battle of the Bulge. . Following the ceremony copies of the proceedings will be given to the West Point Library as well as other permanent military archives. West Point tour buses will pick up participants and guests at the Marine Base in Garden City, Long Island. First stop will be at the Old Chapel for the memorial ceremony supported by an organist, the Army Chaplain, and Color Guard. Taps will be played and a volley of rifle shots fired to close the memorial service. From the Old Chapel everyone will be transported by bu~ to the West Point Club for lunch followed by an hour's tour of th~ Post. Final stop before returning to Long Island will be at the Visitors Center and Museum. All Ninth Air Force veterans and their guests are welcome to attend. For particulars you may contact Carl and Edna Christ SPRING 2000 Memphis has a rich history, but Ninth Air Force Association members will recall some of their own history there when they arrive to celebrate the organization's founding ten years ago. Our Tenth Birthday Celebration and Convention will be headquartered at the Ridgeway Inn in East Memphis, September 28,29, and 30. Fem Mann, Convention Chairperson, has a wonderful programs planned. While most of us like to arrive a little early to rest from travel and have more time to visit with friends, the first official function will be a Happy Birthday and Welcome Reception Thursday evening featuring entertainment, a cash bar and appetizers. We get down to business Friday morning with an 8 AM general membership meeting. This will be followed by a 3-hour bus tour of Memphis to Beale Street, the Mississippi River, Cotton Row, St. Jude Hospital, A. Schwab's Store, Graceland, the Center for Southern Folklore, the Gibson Guitar Factory, Antebellum homes, and (Don't laugh. It's for real!) the Peabody Hotel Duck March. Friday evening we'll wish ourselves Happy Birthday with a little more formality. It will be banquet time! The Tennessee Air National Guard will be our focus on Saturday as they host our memorial service at their headquarters and provide us with a base tour. We will have a catered luncheon at the base before we leave for an afternoon visit to the Memphis Belle, the B-17 of WW II fame~ then go out to the De Witt Spain Airport to see beautifully restored AT-6s and visit Harbor Town on the River. Saturday evening will be left open so that the individual units of the Ninth Air Force may plan their own gatherings. Beale Street or the casinos might entice various groups. Ridgeway Inn is located at the intersection of Poplar Ave. and Interstate 240 in East Memphis. Take Exit 15 B off the Interstate if you are driving. There is complimentary parking at the hotel, which also provides Airport Shuttle Service from 7 AM to l 1 PM daily. Ladies will be happy to know that there are irons, ironing boards and hair dryers in each room, while computer aficionados will appreciate the modems in all guest rooms. Members will soon receive a mailing with a schedule of events, Convention Registration form and hotel information. The convention officially will close with a Continental Breakfast at the hotel on Sunday morning. SPRING 2000 However . . . for those of you who want an unusual cruise experience, Fem has contacted Edgar Grant at Cruise Market, Inc. (1-800-223-1946) and made arrangements for special 9th AF A rates on the "American Queen" sailing from Memphis to St. Louis. The "Queen" will leave Memphis at 7:30 PM Sunday night, October 1 and arrive in St. Louis on Thursday, October 5, at 9 AM. Rates for 9th APA members will range between $1,083 and $1,533 per person. For full details contact Edgar Grant at the number given above. 7 Founded in 1819 by John Overton, James Winchester and Andrew Jackson, Memphis was destined to become a major port halfway between the rich Ohio Valley and New Orleans. By the 1840s flatboats and riverboats brought their loads to the river front for trade. Front Street's Cotton Row was lined with bales of "white gold". By the 1900s, Memphis had become one of the world's leading lumber markets as well as a source of hardware supplies and farm tools. W. C. Handy's innovative music made Beale Street a mecca for musicians and music lovers captured by the "blues" .. The Main Street Trolley and its Riverfront Loop give visitors an opportunity to tour central Memphis inexpensively and at leisure aboard vintage trolley cars, all restored to their original splendor. Stops make it possible to get off, shop, eat or sight see, then hop back on to continue your journey. Today's Main Street Trolley follows the path of its mule-drawn predecessor. Among the attractions on this route are the Pinch District, Peabody Place, Beale Street, the National Civil Rights Museum and the Historic District. The Riverfront Loop will take you along River Walk, to the Mississippi River Museum and the Memphis Belle. Fares range from 50 cents (25 cents for seniors or persons with disabilities) at each boarding to $2.00 for a day pass or $5.00 for a 3-day pass. The Main Street Trolley stations (12) are all lift-equipped for persons unable to use the steps. At Riverfront stations (6), the trolleys are ramp accessible. THE NINTH FLYER I By Carl C. Sterling Editor's Note: One of the purposes of a publication such as THE NINTH FLYER is to bring people together again so that experiences and memories can be recalled and shared in friendship once more. This piece by Carl Sterling speaks to that purpose. The characters of my story are as follows: Horace Himbert from Philadelphia, Pennsylvania, an A-20 tunnel gunner out of 410th Bomb Group, 64 7th Squadron with 40 missions over France and Germany. Terry Gladwell of Halstead, England, a young mascot of the 410th Bomb Group during the war and prior to the Group's move to France. He had much knowledge of the 410th Bomb Group as well as other groups. Bill Keim of Marietta, Ohio, a bombardier with the 4 lOth Bomb Group, 645th Squadron. He had 65 missions and served as a finance officer from the 410th Group Association. Dave Osborne also of Halstead, England, and a friend of the 410th Bomb Group Association with much knowledge of the Group's history. Carl Sterling of Seaside Park, New Jersey, also an A-21 tunnel gunner. He flew 30 missions with the 410th Bomb Group's 644th Squadron. My trip to England and France two years ago was much more than viewing airfields, air shows, battlegrounds, museum, visiting castles and getting familiar with the beautiful green countryside of England or spending all night in the Hog Breath Pub with Horace and Terry. All this is great but the main purpose of the trip was to pay tribute to our fallen comrades and to participate in the Cambridge Memorial Service that Terry Gladwell handles so well, year after year, for the 410th Bomb Group. It is a project that I feel close to and I was proud to have the opportunity to do the honors. Terry had started the memorial presentation at his own expense. Bill Keim learned of this and mentioned it at our Las Vegas business meeting. I immediately felt this was an opportunity for me to do something for our organization and at the same time relieve Terry of the financial obligation he had. I told Bill Keim I would sponsor the Cambridge memorial each year and without calling on the council, Bill said "Done deal. Proceed." THE NINTH FLYER 8 Jean Wildem Photo Cambridge American Cemetery Horace suggested it would be nice to complement the Cambridge project by making an appearance at the memorial and at the same time we could pick up pieces of the 410th encampment that we missed during the war. I accepted as it sounded like a good idea. The Engand trip was timed to meet our requirements. The morning of the memorial we picked up the wreath at a local florist in Halstead, who always does a nice job. With Terry at the wheel and another good friend of the 410th, Dave Osborne, Horace and myself, we headed up the highway through the turnabouts for a nice country drive to Cambridgeshire. We · arrived on time at the Cambridge American Cemetery and Memorial which is a breathtaking sight.. With an American Navy Band playing, speeches and introductions were made. It soon came time for me to advance to a point where I was Continued on page 14 SPRING 2000 I ~I By Wallace N. King My story is not the purpose of this piece. The purpose is to tell the story of my wing man on March 24, 1945 who was shot down while supporting the air drop over the Rhine near Wesel. Just in recent years have I had the time and interest to contact men who shared wartime experiences. My combat flying experience was with the 513th Fighter Squadron of the 406th Fighter Group, dating from late summer 1944 to April 18, 1945, when I was downed by flak while flying my last scheduled mission, my 75th. I was captured and spent the final days of the war being carted around by a medical unit evading the advancing Russians. Jack Delaney's address was obtained upon joining the 406th Fighter Group Association a couple years ago and several letters were exchanged. Letters weren 't enough. I determined to hear his story first hand. The following paragraphs are taken from a letter to another friend detailing our face to face meeting. Several years ago I made a very interesting solo trip to New Jersey. The purpose was to visit a former flying buddy. Jack Delaney came to our squadron in November, 1944 and was assigned to the same flight as I was. He flew my wing on many occasions, which is the way a new pilot broke into combat. By March of 1945 the Allied Armies were aligned along the west bank of the Rhine River. Our group was located just west of Mastricht, Belgium, using a temporary airstrip and housed mostly in tents. To give the pilots some comforts of home, the Army rented rooms in local homes nearby. When I was assigned to the early morning mission I would sleep at the field rather than worry about transportation to the briefing from town. On the night of March 23 I stayed in my tent. Delaney chose to go into the village and sleep. His host family colild speak good English, which was not the case with my hosts. He told the couple about the necessity of arising early the next morning. Whereupon the wife told him that a Rhine crossing was scheduled for the next day. Early morning briefing confirmed this Belgian housewife's guess. Delaney was assigned to fly my wing. Photos disclosed the many flak positions on the east bank of the Rhine, just south of Wesel. We were assigned a specific group of flak guns. Our SPRING 2000 9 mission was to dive bomb them using white phosphorus bombs and follow up with rockets and machine gun passes in advance of the paratroop drop. The object was to drive the flak gunners into their bunkers while the airborne troops descended. I believe the action was scheduled for 8:30 AM. We arrived over the Rhine a few minutes early and selected our target. We circled the area at about 10,000 feet from where we could already see the waves of cargo planes approaching from the west, low on the horizon. When the mass of drop aircraft were about five miles distance we dove at the gun positions. White phosphorus bombs resemble gigantic fireworks. Fingers of white smoke and chemicals shot out like tentacles of a great octopus, obscuring the ground. As the last of the 12 Thunderbolts pulled up from the target, the first swooped in for the rocket pass. The next pass filled the gloomy, smoke filled sky with streams of tracers. The flak gunners recovered from the bombing and began returning a greater stream of flak. When we pulled up from the third pass on the target, the white puffs of parachutes filled the sky in all quadrants. The troop drop was from about the altitude of 1, 000 feet or less, which meant the cargo planes were several thousand feet below us. I selected what seemed to be a clear lane between planes and dove for another strafing pass. On breakaway, I nearly hit a paratrooper in his chute. It was obvious we could do no more without putting our guys at risk. The sky was filled with flak, burning C-4 7 s, gliders falling with wings shot off and thousands of parachutes. But the wave of cargo planes continued like giant caterpillars crawling toward the raging inferno. From my position , it seemed like a horrendous failure. Since we could do no more we returned to base. Delaney didn't join the squadron, nor did the squadron commander. The next day we learned that Major Gordon Fowler's body had been recovered by our guys. His throat had been cut! Delaney's fate was unknown. What seemed to me that morning as a colossal screw-up, history records as a brilliant victory. This action was the largest air drop of the war and the mass of troops overwhelmed the Germans. Within the day, pontoon bridges over the Rhine were constructed and a Continued on page 10 THE NINTH FLYER Continued from page 9 day later the tanks moved east, reaching the Elbe River in about two weeks. In 1965 or1966 Republic Aviation threw a big bash at its plant on Long Islannd to celebrate the 25th anniversary of the acceptance of the Thunderbolt by the Army. All P-47 pilots were invited. I happened to be working on assignment in Philadelphia at the time and made the weekend trip to the Big Apple. There I ran into Jack Delaney, as well as several other pilots from the 513th. I knew that Jack made it through the war, but no details. Another 30 years passed before I had contact with Jack. The past few years I have been contacting members of the 513th. This past year Jack and I have exchanged several letters. Some details of his "adventure" came in the letters, but not enough to satisfy my curiosity. Hence the effort to visit him. During our two days of exhaustive reminiscing, with little sleep, I learned Jack's intriguing experience. Jack followed me down on my last strafing pass on March 24, 1945. Part way down something hit his canopy, knocking it off. The noise was deafening. Jack recovered from the shock and felt he could make another pass. The descending troops were getting shot up badly and he felt duty bound to make a contribution. He pulled his plane around, lined up on a target and started down. Unfortunately, his speed had diminished and his altitude was low. Not good things for starting a strafing pass. Within seconds he took several flak hits, one behind the cockpit that probably blew out his turbocharger. He could not control the plane which started into a slow roll. Time to get out. Jack struggled through the slip stream and when part way out, was sucked from the cockpit. The next thing he knew, he was back in the cockpit, head first. The plane, descending and rolling, must have rolled under him at just the precise moment. By now he was very low and lost no time extricating himself from this awkward position and got out of the plane once more. The tail hit him this time, breaking his leg. He descended in his chute directly into a German infantry position, which was engaged in a fire fight with the Allied troops. Jack came down along a railroad embankment, rolling head over heels to the bottom, where he tried to clear the haze from his brain. His next recollection was of a German calling to him in English, "Lieutenant, stand up." Jack, not seeing anyone, continued prone on the ground. Finally, after two more calls, the German said, "Lieutenant, stand up or I will shoot you." THE NINTH FLYER 10 Jack struggled to his feet, not too easy with a broken leg , to recognize a German soldier on the tracks above. No way could Jack climb up the incline. Whereupon the German soldier called for several of his men to bring him up. This they did with harshness, dragging him up the slope by the collar of his flying jacket. The German unit kept Jack with them for several days as they retreated from the advancing Americans. Many of the enlisted men were surly and made threatening gestures to Jack from time to time. His guardian angel took the form of a German captain who told the men that Jack was his responsibility and to keep away from him. He told Jack to stay close to him. The soldiers were sleeping in vacated buildings, schools, etc., as they moved east. Every night one or more of the men would die from wounds. Jack's protector was dead one morning and his men just covered him with a blanket and moved out. The German unit reached Munster after a week and deposited Jack in a hospital which was being operated by a Catholic religious order. Two nuns, one French and one Belgian, could speak English. They came to Jack in late afternoon and told him to escape when darkness came. They knew the hospital unit was being moved that night because of the American advance. They felt the Germans would execute prisoners unable to walk. Further, they told him that another American pilot was in the hospital and he should get to him and tell him to escape also. They gave Jack details of where to hide until the Americans arrived on the scene. Jack somehow made his way to the other pilot and related his story. The other pilot refused to go, believing that the Germans would not shoot prisoners and, anyway, there was considerable risk in attempting escape. After dark, the nuns exchanged Jack's red bordered diagnosis tag for one bordered in blue. Obviously, red indicated a prisoner and blue, a German patient. (Incidentally, I still have my red bordered tag. Its survival during my ordeal and the intervening years is a minor miracle.) The nuns gave Jack two walking sticks and spirited him out a back door. He proceeded down the street, calmly walking past German soldiers, until he reached a bombed out post office building. There he found the rear door described by his benefactors and waited out the cold, damp night with only his leather flying jacket for warmth. He thought he would freeze to death. Continued on page 11 SPRING 2000 •Continued from page 10 The Allied Army fought its way through Munster that night and Jack emerged from his hiding place into the friendly arms of his own troops at dawn. Within hours he was in an American evacuation hospital. Not a moment too soon, as his vision became blurred and he became disoriented. The nurse summoned a doctor and they guessed that Jack was having a violent reaction to the tetanus serum administered by the German doctors the previous afternoon. The doctor told Jack of his desperate situation. The doctor's only course was to give Jack a massive dose of adrenaline, which posed some danger. A few hours later Jack was no better and the doctor explained that as a last resort he would give Jack another jolt, which was extremely risky, and he wanted him to know the facts. The second shot proved successful and Jack began his slow recovery. His broken bone had started to heal, but imperfectly. Jack recalls the doctor coming to him and calmly telling him that the leg would have to be rebroken. Without hesitation, the doc hit the leg with a mallet. Shortly, with a walking cast on the leg, Jack began a campaign to return to the 513th. After persistent persuasion, a nurse signed him out (without authority) and he made his way back to the squadron, which, by now, was based just outside Munster! The squadron executive officer took one look at Jack and told him that he could not remain there in this condition and sent him off to England and eventually, home. I was unaware of his return because I was on rest leave in southern France at the time. Before anyone could. tell me about Jack, I flew my final mission and was captured myself. An unusual incident occurred during the brief time Jack returned to the squadron. When Jack failed to return from his fateful mission, an officer went to the Belgium home and collected Jack's personal belongings. The Belgian housewife became hysterical upon learning of Jacks' s loss, claiming she was responsible because she foretold the action of the 24th. In the same conversation.the evening of the 23rd,-she told Jack not to worry because they couldn't kill a bad weed. At least that is the best translation of the cliche Jack could manage. The officer told Jack that he had to return to Belgium and assuage his host family. Whereupon a Jeep and driver were summoned and back to Belgium went Jack. SPRING 2000 11 The Belgian family's joy was tremendous Jack kept in touch with the family over the years and when he went to Europe for the D-Day plus forty years trip, he met the family. Both husband and wife are now dead. There is even a more unusual story to tell that involves me. We pilots knew that Fowler had been killed within a few days of the event. Word was passed back from the front somehow and we knew there was some foul play involved. One story was that Major Fowler was bayoneted in the back. Several years ago when I attended the 406th Fighter Group reunion in Mesa, Arizona, I ran into a former pilot in the squadron hospitality room. The hour was late (for me) and the beer guzzling, slightly built man wove his way up to me and asked if I knew the date of Major Fowler's death. Fortunately, I did and told him it was March 24, 1945. I knew this date because I have a citation framed on my "trophy wall" which resulted from this mission. This small man then began to ramble on about seeing Fowler's body the day he was killed. I am a little unclear, but perhaps my informant was not making much sense. I got the impression he was flying an L-5 (a liaison plane like a Piper Cub) and he must have landed on the battlefield. It did not make much sense to me at the time, because P-4 7 pilots were not called on to do these things. The visit with Delaney provided some links. Delaney volunteered a story about meeting a former 406h Fighter Group pilot in the evacuation hospital who told him about finding Major Fowler. Seems this small guy had screwed up with the 5 l 2th Squadron, running into the squadron commander's plane on a taxi way and chewing the tail off. The next day he found himself reassigned to an artillery spotting unit flying L-5s. This explained his presence on the battlefield and his knowledge of Fowler, even though Fowler was commander of a squadron in the 406th other than the one he flew with. He might have seen the wreckage of Fowler's plane, recognized the squadron markings and landed to investigate. It is not likely that he would have known the commander of another squadron by name. In any event, the L-5 pilot's story was that Fowler died of a slit throat with no other wounds visible. Jack's life and career following service is of interest also, but I will save that for another time. THE NINTH FLYER By Col. Morton D. Magoffin Editor's Note: At the time of this action Col. Magoffin Commanded the 362nd Fighter Group, which was initially stationed at Wormingford, then Headcorn, England, before moving to airstrips across France and Germany and working in support of Gen. Patton 's Third Army as part of the XIXth TAC. For the morning of April 24, 1944, we received a good mission --- a deep escort of heavy bombers on a full-scale strategic mission into Southern Germany, in the area of Kaiserslautern. Of course, I felt I had to go. Normally the Eighth Fighter Command took the most lucrative missions and left the dregs or milk runs for us in the Ninth as we waited for the invasion, our principal reason for being there. Arriving just in time for "start engines", I had to finish my preflight as we taxied out. To my dismay, I found that my electric gun sight did not work, but I planned to change the bulb en route and let the matter ride. Nine times out of 10, that would solve the problem just as it does at your desk lamp or kitchen light. Well, it didn't this time. I shrugged my shoulders and said to myself, "Well, I probably won't· need it anyhow. I've never aborted the leadership and can't now for that piddling matter." So I promptly forgot about it. Nothing eventful happened during our period of escorting a segment of the string of B-17s so that upon remaining about five minutes overtime, I called for the Group to head for home. Within a very few minutes, we got word that some of the B-24s were under attack by :ME 109s and would appreciate help from any little friends available. After a quick calculation and more desire to see some action than prudence, I called out, "Everyone with 185 gallons or more, who wants to, do 3: 180 and come with me. Turk (Maj. Teschner, 378th Squadron Commander), take the rest of the Group home." I figured that we could hurry back east for about fifty miles, get involved for a few minutes, and still have about two hours gas to get home. In retrospect, I was a bit foolhardy in not showing appropriate concern for the usual head winds all the way back to England. Upon looking around I found that my flight of four was still intact and four volunteers followed us as an additional flight. THE NINTH FLYER Col. Morton D. Magoffin Anyhow, after about 10 minutes of increased speed back east, we could see the B-24s in the distance. Suddenly, several Me 109s dove right through us. "Drop extra tanks. Red Flight will attack. Yellow Flight , stay up high for cover," I radioed as down we went, rapidly closing on the 109s When I pushed my "Guns & Camera" toggle switch, to my horror no sight came on and then a funny, fortunate thing happened. As I skidded about 3 Oyards off to the Jerry's right rear I smiled and waved; then he waved back and steepened his dive away from me to the left. What a break, as the P-4 7 would out dive anything so that I was a cinch to overhaul him again. On the other hand, had he hit his right rudder to skid over behind me, I might not be writing this account. Certainly, I'd have had to kick hard left rudder to dive under and behind him at full power to avoid being an easy target. In no time at all I found myself relentlessly pursuing a dodging target just above the trees. I hoped my wingman was protecting my tail as I fired two poorly aimed short burst at less that 100 yards. I was quite sure I didn't hit him, but my shooting cause him to look back repeatedly so that he soon ran into a hill. Later on I learned that in the skirmishing behind me, my No. 4 man had been hit and bailed out early. My wingman had shot a 109 off my tail while my No. 3 man had gone past me in pursuit of a Jerry. Reflecting that we'd done what we could and perhaps shouldn't even have gone back to help the Continued on page 15 12 SPRING 2000 ' QI By Richard W. Tillery I share the frustration felt by James A. Gustafson at the lack of respect the P-4 7 has received relative to the P-51, expressed in his letter to Steven Spielberg in The Ninth Flyer, Summer, 1999, in which he took offense at the quote near the end of the film, Saving Private Ryan, "Tank Buster, sir. The P-51." And I share his pride at having been fortunate enough to spend a good deal of time in both of these marvelous birds. Hey! There might have been better things than being maybe, 20 years old, a fighter pilot and one fortunate enough to fly combat in both the great P-47 and the great P-51 in the great Ninth Air Force .. but WHAT? Realistically, flyable P-47s are in short supply. And archived WW II footage of P-47 fly-bys in invasion stripes and in color, if available, would not be very Spielbergian. But make no mistake, P-5 ls were great tank busters, too. Their presence over the bridge was in keeping with what they did. There just weren't that many of them doing ground support. But Mr. Spielberg's writers and military advisers - superior at almost everything else to do with this monumental film - apparently were not familiar enough with tactical aviation at that point in history to not realize that the P-47, of all steeds, was THE tank buster. So the line is the offender, not the reality of P-51s busting tanks. If the soldier had spoken something like "Jabos, sir ... , or "Our boys, sir. Tank Busters." there would probably be no foaming at the mouth amongst us Ninth Air Force types - except to point out that not one of us would have been idiotic enough to go after a tank with Americans and Germans fighting only yards apart. It was a great scene, but unrealistic. Mr. Spielberg's advisers were also remiss in not knowing that company commanders do not go into battle with bars gleaming. But that's another story. The P-47, along with such as the t-6, C-47, B-25 and the German HE-111, was one of the most honest birds ever designed. Utterly reliable. Straight arrow. Friend unto death. Those of use who trained on it are thankful for such predictability, particularly on those foggy mornings when our young pickled brains were attempting to solve the calculus of descending firma vs. ascending terra. Try walking a P-51 down like you could a Jug. It would ruin your day --- forever. SPRING 2000 Nothing could compare with the Jug in size, power, destructiveness or just plain meanness. But, we love all our children equally, right? One might kick a ball further. Another is a better speller. A third has whiter teeth. But does that make one more equal than the others? So Mr. Gustafson's letter leaves me a bit uncomfortable in that there could have been an inadvertent skewing toward the P-4 7 in the comparisons of our two great airplane friends. Specifically, when anyone speaks of the P-51 as a warplane, it's undoubtedly as the Merlin mark. The early Allison-powered model and A-36 were pretty good low altitude support/recon types, an improvement on the P-40. But it is only after the British bolted on a Rolls Royce Merlin of 1,500 or so horsepower (My logbook says 1,520 for our P-51D20 Packard version ; the Air Force Museum says 1,695.) that it became the supreme fighter plane of legend. So the 1,100 to 1,520 horsepower is misleading, as is the highly optimistic "2,300 to 2,800 Horsepower quoted for the P-47's P & W R-2800. Both engines did evolve. The Merlin developed well over 3, 000 HP later in air races, but that was with exotic fuels for short periods of time. If we are speaking of war birds, the kind we actually flew and in which we busted tanks and other hardware, let's say the P-47 had about 500 more takeoff horsepower. So? The P-51 still had everything quicker, with less horsepower, on fewer cylinders and with considerably fewer trips to the gas station. Six. 50s? Eight . 50s? I doubt that the enemy cared. Like choosing between a .356 Magnum or a .45 Colt stuck in the ear. The ground observer procedure was shared by all fighter groups in the Ninth Air Force, as I understand it, including the one P-51 fighter outfit, the 354th - the "Pioneer Mustang Group" which supported Patton all the way to .... Moscow, if he had had his way. The Jugs and Mustangs both supported the Third Army. And lest we forget, there were many Eighth Air Force boys in P-51s who did a lot of beating up of ground targets in Patton territory on their way back from escorting the bombers. And it would seem that the turbo supercharger reference might also be somewhat immaterial. The P-47 had a service ceiling of 40,000 feet with its turbo, Continued on Page 14 13 THE NINTH FLYER Cont. from page 13 the P-51 of 41,900 with its mechanically driven supercharger, this again according to the USAF Museum data. It is an anomaly that each plane ended up as the supreme example of what the other was designed for: the P-51/A-36 design for a super low level fighter and the P-47 for a dominant high altitude fighter. The roles were reversed with the wedding made in heaven of the P-51 frame and Merlin engine. It could fly higher and faster and further - much further - than the Jug. So it became the protector that could hang with our bombers to Berlin and back. Except for that fact, the roles could have been reversed and the poor guys stuck in the tanks and locomotives and marshaling yards and flak towers and bomber whackers might never have know the difference. Both planes were superior dive bombers and/or high altitude fighters. Like Ali/Foreman. Both were superb all-around fighters. World champions. Foreman was bigger and heavier and could dish out and take more punishment and scarf down more Big Macs. But he was slower. It cost him. And there's the rub. The P-51 could not sustain hits on its coolant system and keep flying for long. Nor could the P-47 from well placed hits on it oil lines or ones that bisected the pilot's Colabars. The bottom line is that the P-51 didn't get hit as much. That was the word in the 354th Fighter Group, which was forced to exchange its P-5 ls for P-47s after the Normandy invasion, then, by some high-powered politicking, was able to get the P-5ls back in February, 1945. The old heads (Not me. I had just started flying combat) who had beau coup time in both marks were ecstatic: "Now we can get in faster! Get out faster! Take fewer hits!" I can't prove this - but I'm sure there are are number crunchers out there with access to pertinent records. aut I would offer that the survival rate of the P-51 per run on the enemy at low altitude versus that of the P-4 7 would fav_or the Mustang. This isn't meant to be argumentative. Just trying to balance a tilted playing field. Peace, brothers. We kept it. Editor' s Note: Bill Tillery flew as both a Jug and Mustang pilot with the 356th Fighter Squadron of the 354th Fighter Group, Ninth Air Force in Ardennes, the Rhineland and across Cental Europe in 1945. He now lives in Knoxville, Tennessee. THE NINTH FLYER Cont. from page 8 handed the 410th wreath by an American Air Force Staff Sergeant. There were 102 wreaths to be placed at the cemetery this day. The chaplain gave the prayer and we all made our presentation at the base of a huge flag staff. There was so much beauty at this point. Much ran through my mind as I looked out over the cemetery at the thousands of crosses that marked the final resting place of each veteraa."'1. It was very sad for me. I really hurt. After we walked through the vast acres of crosses reading the names, their ages and the States they were from, we visited the graves of two of our own 4 lOth fliers to pay our tribute. At the main memorial building near the flag staff, there is a huge wall approximately two soccer fields long and 13 feet high which contains names of the many missing in action. I ran across a similar impressive memorial at Duxford. A room in the museum with names, ceiling to floor, of airmen that did not complete their last mission. In my perusal I ran across the name of a boyhood friend, George Gephart, from the Oxford Circle section of Philadelphia. His family spent the summers in my New Jersey seashore town of Seaside Park during our growing up years. George was a waist gunner on a B-17. During a bad day his plane never returned to England, Seeing his name on the wall was a tearjerker for me as I recalled our past. He was · a wonderful young man , as they all were. The memorial trip was a great experience for me. When you look back on all the things you accomplished over the past 5 5 years that was not available to the many that did not return, you understand the real loss that a war creates. May we never forget. The Air National Guard is a full partner in the total Air Force. According to the Air Force Magazine, its mission is twofold: to "provide trained units and individuals in support of national military objectives, as a full partner in the Total Air Force" and to "support governors by providing equipment and trained individuals to help preserve peace, order and public safety." It has provided operational support for Yugoslavia, Central and South America, Bosnia and Iraq as well as relief missions for victims of several major hurricanes and partnership programs with nations of the former Soviet Union. 14 SPRING 2000 MARVIN 371st 8, CURRY, WILLIAM LEWIS Orlando, FL 36th HQ 1, JORDAN, JOHN. Lighthouse Point, FL No Unit Given No Date Given FRED R. WA KUHN, A. Littleton, ELMER Clarendon Hills, IL E. Whitewater, WI MILTON Bellevue, OH Continued from page 12 bombers, I called out, "Well, we' re a long way into Germany. Let's go home." A quick retort from my element leader changed things. He said, "Piss on you , Colonel. You beat me to that last guy and I'm going to get this one if I have to chase him to Berlin" I replied, "Hayden, we' re coming after you". Although I chuckled at his aggressive determination, I was concerned about the need to disengage him as soon as possible. For one thing, our gas supply was being exhausted rapidly in a high speed chase. For another, the P-47 D, without a paddle prop and the water injection was no match for the Me-109 at low level. We were too late! As I closed to about a quarter of a mile, my No. 3 man and the German went into a lufberry circle dog fight and before I could fire, Hayden pulled too tightly and crashed in flames. The Jerry turned more or less into me so I called, " Red Two, tum left and I'll tum right. He'll have to choose, then the other can go after him." The Jerry, who had markings on his side, went after my wingman and I quickly turned back to get a shot at him. Evidently I was not in time to prevent him from hitting one wing tip of my wingman's plane. He saw me coming, broke off and headed east. My handicap of no gun sight kept me from firing a parting SPRING 2000 15 1 370th Fighter 332nd Dec 5, 406th 5,1 394th Bomb Group Feb. 18, shot. The dreaded gas shortage caused me to cut the throttle and start a slow climb into the clouds as I headed west and called for Red Two to tuck it in and save all the gas he could. I figured that we could surely get beyond the Belgian coast in two hours, but it would be nip and tuck to get home if the head winds were strong. Whereas a high altitude was desirable for low gas consumption, it took more gas to climb up there --and then the head winds would be very likely to increase proportionately. As I recall, I went to about 22,000 ft. as a compromise and started a long let down as we crossed over Belgium. We lucked out and made it safely into our base at Headcorn, near Maidstone in Kent in about 2 hours and 10 minutes. As an aftermath, I fretted a lot about this mission. Should I have gone or aborted? We lost two good men. Ultimately, I felt better when we learned that Kelly was a prisoner. Surely we helped the B-24s versus attacking Me 109s by pulling some away on a diversion and that was the main mission of escorting fighters. Hayden's tragic loss was largely his own fault, it's true, but I had caused it to some degree. It cemented our thinking on tactics to dive, hit and run against more maneuverable enemy at low altitude. Somehow my crew chief and armorer never seemed to pull guard duty thereafter when I was scheduled to fly a mission and frequently, there was a spare airplane available. THE NINTH FLYER LETHAL LYNN I am searching for a photo of a WW II plane called "Lethal Lynn". Sorry, no other information is presently available. Does anyone know of a listing of WW II planes by their nose art names? Please contact Shane Starr 482nd AIR SERVICE GROUP My father, Robert E. Gough, who died when I was 5, served in the Ninth Air Force during WW II. In his discharge papers I find that he was HQ Squadron, 482nd Service Group and served as a medical technician. He entered service at Providence, Rhode Island in February , 1943 and departed for FRENCH Europe on December 5, 1943. He served there until shipping for the Bob Verdegaal, of Ripon, States on December 13, 1945. California is seeking information I know that he was in about a Capt. C. A. Austin, whom northern France, the Rhineland, he believes was in the Ninth Air and in Central Europe, but that's Force. Verdegaal writes: all I know. "I vacationed in France this Could you please suggest year and ran across a memorial to to me some archival material I him (Capt. Austin) in the city of might look at to find his division, Limetz-villez. It was between Paris regiment, battalion, company, etc. and Evreux and just a few miles so that I might trace his service from Monet's Garden, if you know more carefully. where that is. I thank you for all of your "This memorial was just for time and consideration. I also him and he was shot down on July 4, thank you for maintaining this 1944. It had the prop from his P-47 wonderful website. (He refers to mounted in cement there, quite a nice memorial for one man. You may E-Mail me at "Thanks for your help." Bob Verdegall 118th MP COMPANY I am looking for information on the 118th Military Police Company Avn, which served with the Ninth Air Force. My father was in this unit. Can you help me or refer me to someone who can. I thank you in advance. You may contact me at Bruce Hierstein THE NINTH FLYER Bob Gough I- need a drawing of the floor plan of a C-4 7. one that looks down from the top and shows the pilot compartment, the seating in the cabin compartment, the door back on the left hand side, and the tail section. Not a photograph, but a drawing. If you have one, please call me at Joe Yuhasz 16 DID YOU KNOW HIM? Frank Lewis, who manages our exchange, has been asked if anyone in our organization knows on what date 1st Lt. Eber J. Amoldwas killed or listed as missing in action. He was initially buried at Neuville, Belgium, but then his remains were sent to Ohio. His AAF s/n is 0-714595. Contact Frank at 2000 D-DA Y PLUS The New Forest Aviation Group in England is looking for any Ninth Air Force personnel who were based a airfields in Southern England in 1944 to help with a project about the Ninth Air Force for their "2000 D-Day plus 60" celebration. Among the Fighter Groups and their respective airfields are the 405th at Christchurch~ the 48th at Ibsley, the 404th at Winkton, the 50th at Lymington, the 365th at Beaulieu, the 37lst at Bisteme and the 367th at Stoney Cross. Bomb Groups include the 394th at Homsley South, the 397th at Hum, the 3 87th at Stoney Cross and the 323rd at Beaulieu. Personnel from any ground units attached to these fighter and bomber groups are also being sought. If you can help contact Peter Oliver via E-Mail at COME TO MEMPHIS ,_SEE OLD FRIENDS ,_ MAKE NEW FRIENDS SPRING 2000 Exchange Order Page ' ('# .,. .... Please use latest Exchange Page or copy when Ordering Stock No. Item Description Price Each Quantity Total BX-2 9AFA Pins Official 9AFA Membership Pin, 4-Color cloisonne gold tone w/clutch back (Available to members #2413 and higher) $5.00 BX-3 9AFA Decal Decal Inside 2-3/4" x 3-3/8 $1.00 BX-4 9AFA Bumper 3"x11" Top Quality white plastic Sticker, Sticker 4-color $1.00 BX-7 9AFA Patches 2 5/8"x2 718" 4-color embroidered patch for jacket or Cap $3.00 BX-9 9AFA Logo 1.5" 9AFA Logo Label Labels 3 cards (18 Stickers) $1.00 BX-11 9AFA Mug Rugged white ceramic coffee mug with 4-color logo glazed on side $5.00 BX-13 9AFA Bolo Tie Black plaited adjustable string Tie w/chrome tips and 1 1/2" 9AFA Logo medallion in chrome frame $15.00 BX-14 9AFA Belt Same 1.5" 4 color 9AFA Medallion Buckle as on Bolo Tie set in handsome chrome belt buckle $15.00 BX17 9AFA Polo shirt White with 2" 9AFA Logo on pocket, Polo Shirt Small-3, Large-6, XL-13, XX large-19, XXXL-3 $25.00 BX-19* Name Badge Permanent Name Badge with Name & Group Name Unit 3" x 3 1/2" 2 Lines Only (Please Tln~e Information on segarate sheet of j:2ager) (Special Order 4-6 weeks) $12.00 BX-20 9AFA Colored Postcards Assorted (5) of the 9AFA Airplanes $2.00 BX-24* 9AFA Key Chain D-Day Plus 50 years $5.00 BX-25 Clock Wall 10 3/4 dia.,Quality Quartz Movement 9AFA Logo, High Impact Styene Gold Toned Frame, 2 Year Guarantee $20.00 BX-26 Video Tape The Ninth Air Force, World War II Videotape in Color. See the 9th Air Force's finest planes roll down the runways of Europe and Fly through the blue skies; the P-51, P-38, P-47, P-61, A-20, A-26, B-26, C-47. (1 hour forty minutes) $29.95 BX-27 9AFA Cap CAP Fine quality, white cotton twill nylon mesh, adjustable visor CAP with_4-color silk screened 2" 9AFA insignia & "The Ninth Lives" $10.00 Ninth Flyer May, 2000 BX-28 Labels BX-29 Book BX-34 BX-30* 9AFATowel BX-35 *LIMITED QUANTITIES Return Address pressure sensitive personalized with your Name & Address in black ink and 9AFA logo in 3 colors 2 5/8"x1" 30 to a sheet allow 4 to 6 weeks for delivery Please PRINT or TYPE ORDER ON SEPARATE SHEET 1st Sheet $3.50 Each Additional sheet $2.00 Pn!!:ts:.1n~ on this item only $1.25 first sheet plus .25 for each 2 additional sheets) Postage for this item onlv. Donald's Story A new and wonderfully unique book that adds a different, human dimension to wartime literature has just been published about the 4th FG. "Donald's Story" presents a personal remembrance of author Sandra Merrill's uncle. a P-51 pilot and casualty of World War II Binding:Perfectbound 280 pages with illustrations $14.95 Inscribed by author on request Zippy Letter Opener 3 1/4 x 2 1/4 1 3/8 dia 9th Air Force Association Logo one end, 1 3/8 Magnifying Glass in other end $3.00 19" x 29" cotton Tea Towel with color drawings of P-38 Lockheed Lighting in different versions and Technical Data *The Martin B-26 Marauder by J. K. Havener 1988, personally autographed by author An in-depth look at one ofWWII's most famous combat aircraft 6" x 9"1988 Softbd $8.00 264 pages More than 150 previously unpublished b/w $15.00 photos *Army Air Force Lyrics by J. K. Havener 1985 personally autographed by author (Cartoons by Bob Stevens) A collection of WWII U.S.Army Air Force marching songs, poems and parodies to popular songs of the period and the past. 5 1/2 x 8 1/2 104 pages $5.00 Mouse Pad 9th Air Force WW 11 1942/1945 7 3/16 x 9 1/8 Foam Rubber 9th Air Force History and Photos of 9th Air Force Planes List of Units USA Mid East AF List of Units 9th AF United Kingdom/Europe $10.00 Name ____________ Membership No .. ____ _ Total Order Address _____________________ _ $ _ _ City __________ State Zip _____ _ Shipping & Handling $ _ _ Phone E-Mail Total Enclosed Add Shipping & Handling For Domestic Order ORDER TOTALS ADD ORDER TOTALS $1.00 to $5 to $20 to $30 to $40 $3.00 $3.50 $4.00 $5.00 to $50 to $75 to $100 Over $100 $ _ ADD $6.00 $7.50 $8.50 $10.00 Directions: Write price next to each item ordered on the page, add the cost of the ordered items. and place this amount on the cost line below those directions, add the postage and handling charge, write in the total, and PRINT your name and address. When ordering, please be sure to send the order pa~e or copy with your check to 9th Air Force Association Exchange. Make check payable in (US Funds) to 9AFA c/o Frank Lewis Ninth Flyer May 2000 315th TROOP ~A ............... ir:c.--. GROUP 367th FIGHTER GROUP Aug. 24 -28 Dayton, 14 .. 17 Wichita, Holiday Inn Wichita Marriott Hotel Contact: R. L. Cloer 98TH GROUP Sept. 5 ° 9 Philadelphia, PA Hilton Cherry Hill Contact: Stanley K. FleNtie & HQ SQUADRON -50th TROOP WING Sept. 6 .. 1 O Indianapolis, IN · Radisson Hotel Contact: Frank Ehrman 313th FIGHTER SQUADRON Sept. 8 .. 1 O Dayton, OH Contact: Chester J. Byrns 34th PHOTO RECON 8 .. 1 O Arlington, VA Gateway Marriott Hotel Contact: Harold Vaughn 387th Sept. 13 - 17 Orlando, FL Grosvenor Resort Hotel Contact: Davis J. Miller SPRING 2000 Contact: Vern Truemper FIGHTER GROUP 21 -25 Richmond, VA Contact: Bob Powell NINTH AIR ASSOC. Sept. 28-30 Memphis, TN Contact: Fem Mann WINGS/GLIDER Sept. 28-0ct. 1 Ft. Lauderdale, FL Contact: Guy Snyder 455th BOMB SQDN. ASSOC. Sept. 30 .. Oct. 4 Sheraton Albuquerque, NM Contact: Russ Hall 368th FIGHTER GROUP Oct. 12 - 15 Lexington, KY Contact: Randolph Goulding 19 Charleston, Contact: Joe Yuhasz JULYl &2 4&5 8&9 15 &16 22 &23 26 29&30 Moffett Field, CA Battle Creek, MI Moose Jaw, Canada Davenport, IA Pasco, WA Cheyenne, WY Billings, MT AUGUST 5 Fairchild AFB, WA 6 Mountain Home AFB, ID 12 & 13 Westover AFB, MA 26 & 27 Offutt AFB, NE SEPT 2&4 9 Cleveland, OH Peterson AFB,. CO Kirtland AFB, NM Klamath Falls, OR Burlington, VT Springfield, IL 10 16 & 17 23&24 30 Oct 1 7 8 14&15 21 22 28&29 Springfield, IL VanceAFB, OK Laughlin AFB, TX Vandenberg AFB, CA Shaw AFB, SC Langley AFB, VA Long Island, NY THE NINTH FLYER i ir 11;1'!~"'·'fF!f'l''U''llll'il P. Lowman William Porter Fem Mann UNTIL YEAR Lloyd L. Johnson, Chairman 2000 William Vice-Chairman 2000 John J. Burns Richard Denison Arnold Franco Larry Gaughran Michael C. Mnrn~1n Orville Iverson Lloyd L. Johnson Lowman n..r'!:::n,ffTfl/1"11"'"' H. Ottomann Marvin Rosvold Stanley Stepnitz 2002 2000 2002 2000 2000 2002 2002 ' I Nebraska Oklahoma Florida California New York Nebraska Florida California Nebraska Florida/Colorado Washington Nebraska Maryland THE NINTH AIR FORCE ASSOCIATION, INC. Raymond P. Lowman, President NONPROFIT ORG. U.S. POSTAGE PAID PERMIT N0.1887 The address label on THE NINTH FL YER shows the date through which dues are paid by the first set of numbers on the left top line . You will receive a dues statement at the beginning of the new year .. I di
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|Title||Ninth Flyer 10_2_2000|
|Creator||9th Air Force Association|
|Description||The quarterly newsletter, The Ninth Flyer, published by the Ninth Air Force Association, Inc. from 1991 through 2012.|
United States. Army. Air Corps. Air Force, 9th
The Ninth Flyer
|Publisher||Ninth Air Force Association, Inc.|
|Digital Publisher||University of Akron. Archival Services|
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|Source Collection||9th Air Force Association|
|Collection Category||World War II|
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VOL. X NO. 2 SPRING 2000
1ST ATAF FTR/BMR: 50, 324, 371
415 NFTR SQ: UNITS FRENCH 1ST AF.
PLAQUE DEPICTING NINTH AIR FORCE HISTORY PRESENTED TO
LT. GEN. CHARLES F. W ALDJ COMMANDER) NINTH AIR FORCE
SEE PAGE 5
Ninth Air Force Association, Inc.
Raymond P. Lowman, President
The Ninth Air Force Association is chartered as a
Not-For-Profit Veterans Corporation in Tennessee and
registered with the I.RS. as a 501-c-19 organization
NINTH AIR FORCE ASSOCIATION
To preserve and publicize the history of the
Ninth Air Force from its beginning in World War II
To honor and memorialize the sacrifices of
our comrades and families.
To promote fellowship among the survivors,
families and descendants of all people assigned to the
Ninth Air Force at any time.
To foster the continuing quest for individual
liberty and love of our country.
THE NINTH FLYER STAFF
THE NINTH FLYER
Jean M. Wildern
• President's Comer . . . . . . . . . .' . . . . . 3
• Letters To The Editor... . . . . . . . . . . . . 6
• Folded Wings . . . . . . . . . . . . . . . . . . . . 15
• Looking For ..................... 16
Exchange ...................... 17, 18
• Reunions . . . . . . . . . . . . . . . . . . . . . . 19
* * * *
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January, April, July and October. Materials should
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Items appearing in The Ninth Flyer do not
reflect the opinions of the Editor, the Officers or the
Board of Directors of the Ninth Air Force Association
unless it is so stated. The Ninth Flyer is intended as a
forum for individual members' views of Ninth Air
Force history from its inception in 1942 to the present
Permission is granted to reproduce any part of
this publication except portions which may bear specific
copyrights and are so noted as bearing those copyrights.
Credit must be given to The Ninth Flyer and any
sources which The Ninth Flyer acknowledges as the
originator of any reproduced material.
Component unit newsletters provide some of
The Ninth Flyer's content. Individuals .whose letters
tell us how we are doing or what we can do to give
better service to our membership are highly valued.
* * * * *
ADDRESS CHANGES should be sent promptly on
USPS Form 3575 to Larry Gaughran,
The Ninth Air Force Association now has an
800 number. For information about membership pr
current events scheduled by the Association, call John
Peterson at 1-800-383-0521. Annual dues within the
U.S. are $20 due and payable Jan. 1 of each year. Dues
for those residing outside the U.S. are $25.
2 SPRING 2000
We recently conducted our Spring Board of Directors
Meeting at Shaw AFB. We were given a warm welcome by
Lt. Gen. Charles F. Wald, commander of the Ninth Air Force.
Gen.Wald briefed us on some of his many responsibilities. This
was followed by a detailed briefing from Col. Tom Verbecko
on the Central Command in Southwest Asia. I mention this to
emphasize the outstanding support we enjoy from the Ninth Air Force Command and Staff. They
recognize the importance of our goals to preserve and publicize the Ninth Air Force's rich
heritage and to honor all who have or are serving.
Dr. Stanley Akers of the University of Akron attended our meeting and gave an update on
the 9th AF A Archives. He urged that Ninth Air Force personnel, both former and present, send
or stipulate that their memorabilia be sent to the Akron Archives. Folks, I want to encourage you
to take advantage of this golden opportunity. Your part in history will be in perpetuity for your
descendants and all interested. The cost is zero, except for the initial shipping to get it there. DO
ITNOW! ! ! !
Attracting new and retaining present members is a constant challenge to all organizations.
Ours is no exception. We lost 23 member to death since Jan. 1, 2000. Shocking but hopefully a
wake up call to us all --- we need to make contacts and sign new members. They are out there
and YOU can sign them up with a little effort. PLEASE HELP. Your family members are all
eligible for Association memberships. Why not give a gift membership to a daughter, son and
spouse? They would appreciate being part of this prestigious organization.
Kudos to Directqr Stan Stepnitz who has worked long and hard to establish our internet
web site. This is certainly a first class and professional presentation. You that have internet
access can check it out at