Repost: A Fiery Landing

This post first appeared on October 2, 2015.

Nine planes took off for Utarom, a Japanese air base on the west coast of Dutch New Guinea, on the morning of September 28, 1944. The mission was soon cancelled due to bad weather over their target and the A-20 crews headed back to base. Shortly into the return journey, 2/Lt. Kenneth S. DuFour lost oil pressure in one engine of his plane. He shut it down, jettisoned his bombs and told his gunner, S/Sgt. Thomas E. Smith, to bail out if the other engine quit. For the time being, things were stable, and DuFour continued flying back to Hollandia. Above him, 2/Lt. Walter F. Hill kept a watchful eye on DuFour’s A-20.

As DuFour approached Tanahmerah Bay, he followed the common landing procedure of switching from the bomb bay tanks to the wing tanks, only to have vapor lock shut down the remaining working engine. His A-20 went into a spiral dive and DuFour worked furiously to regain control of his plane by easing off the rudder trim and switching on the booster pumps. The engine restarted and the pilot got his plane back in control. For a short time, Hill thought DuFour’s A-20 would plunge into the water and was relieved after he pulled out of the dive. During the chaos, Smith bailed out with Hill watching him float towards the cliffs on the west side of the bay.

DuFour slowly took his aircraft up to 3000 feet in order to clear the mountains that stood between him and Hollandia. When he could not contact the tower, he decided to land on a dirt strip next to the runway. As he attempted to lower his landing gear, only the nose wheel came down. DuFour aborted the landing, determining that he would be better off ditching in nearby Sentani Lake. The descent to the lake was too difficult to control, leading the A-20 to crash into nearby trees instead. During the landing, the pilot was knocked unconscious.

When he woke up, he was surrounded by fuel and fire. DuFour attempted to escape the inferno through the canopy, but it wouldn’t open. Instead, he used a pistol to break the Plexiglas and climbed out of the plane. Soon after getting out, he heard the ammunition exploding. This worried the pilot, as he was unaware that his gunner had bailed out and thought Smith was still trapped.

Meanwhile, Hill landed at Hollandia and headed for a PT boat where he and others would search for Smith. A member of the 25th Liaison Squadron, T/Sgt. James D. Nichols, would help him with the search from the air. As they began looking, they saw a native canoe with Smith sitting in it. Other than minor cuts and bruises, he was uninjured after landing at Cape Korongwabb.

Back in the jungle, DuFour was certain that he landed near Hollandia and walked back in the direction of the base, which happened to be five miles away. After a six hour walk that included several stream crossings, the pilot heard an engine and began walking towards the sound for about 25 yards before he emerged from the jungle surrounding the base. DuFour walked into the closest tent, waking the occupant from a sound slumber.

The soldier drove the pilot to the hospital where he was treated for first, second and third degree burns over 30% of his body. All of his hair and part of his ears were burned off, as well as half the skin on his forehead. His hands and arms were also badly burned. At the hospital, skin grafts failed and he was transferred to the plastic surgery center at Northington Hospital in Alabama, where he stayed for six months. Once he recovered, he returned to flying status near the end of the war.

This story can be found in Rampage of the Roarin’ 20’s.

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9 Photos of Dogs in the Pacific Theater during World War II

We thought we’d do something a little different this week and show you some of the furry, four-legged friends that were adopted by various men as pets during their stay in the Pacific Theater.

Lt. Robert L. Mosely at Hollandia with dog

In 1944, 1/Lt. Robert L. Mosely of the 89th Squadron, 3rd Bomb Group stands in front of his A-20G, RAPID ROBERT, in Hollandia. The name of the dog is unknown. (Robert L. Mosely Collection)

 

Ralph Cheli with a Puppy

Sometime during the 38th Bomb Group’s stay in New Guinea in 1943, this picture of Ralph Cheli sitting in a Jeep with a puppy was taken. We do not know to whom the puppy belonged. (Garrett Middlebrook Collection)

 

Taking a Breather

1/Lt. John D. Cooper, Jr., pilot, 1/Lt. Raymond Bringle, navigator, and Capt. Franklin S. Allen, Jr., pilot–all from the 19th Squadron–and Blondie, the Squadron bulldog who flew many missions. The men are resting on a gas tank after a mission to Buna on August 27, 1942.

 

The 13th Squadron Mascot

At some point during the war, the 3rd Bomb Group’s 13th Squadron adopted this dog as their mascot. (Joseph Brown Jr. Collection)

 

Lt. Phillip B. Baldwin and Duffy

Lieutenant Phillip Baldwin poses with his dog Duffy for a picture in October 1945 at Fukuoka, the 38th Bomb Group’s final base in Japan. (Phillip Baldwin Collection)

 

B-17 Ground Crewmen with Dog

These men in front of the 43rd Bomb Group B-17 nicknamed BLACK JACK/JOKER’S WILD have a cute addition to their ground crew sitting on someone’s shoulders. The names of all four are unknown. (Charles R. Woods Collection)

 

Col. Davies and Pappy Gunn with a dog

Colonel Jim Davies and “Pappy” Gunn give this happy dog some attention at Charters Towers in early 1942. (Alexander Evanoff Collection)

 

Maj Marzolf and Ack Ack

Here, Major George Marzolf sits in a 38th Bomb Group B-25 at Lae with his dog Ack Ack in 1943. (George Marzolf Collection)

 

Butch the dog

Pilots on leave in Australia might return to New Guinea with dogs as pets. Butch, a German shepherd belonging to 1/Lt. John D. Field of the 89th Squadron, was a favorite of the pilots, especially Robert L. Mosley. Once, Mosley even took Butch on a medium-altitude mission to Manokwari when he was the pilot of the B-25 leading the A-20s over the target. Butch was fine until he was startled by the noise from the bomb bay doors opening and he began barking. Butch’s antics helped to relieve the tension, claims Mosley. “Here I was getting shot at, trying to blow up a bunch of airplanes and people below … and I’m in hysterics, looking back at Butch and his antics. The only dying that went on that day was me dying laughing at Butch. The bombs probably went into the ocean. We used to call that ‘bombing the sea plane runway’”. [sic] (Robert L. Mosley Collection)

Tough Day at Utarom

By August 1944, months of Allied advancement in the Southwest Pacific had forced the Japanese back to the port town of Utarom and its airdrome, Kaimana, their only major airfield left on New Guinea. On the 11th of that month, 24 A-20 crews from the 386th and 387th Squadrons were briefed by Maj. William Pagh, who told the men that there were multiple antiaircraft guns guarding Kaimana and pointed out their locations. He recommended that they stay out of the range of the guns. Targets for the mission were mainly barges just off the Utarom coastline.

Arriving over Utarom with Pagh in the lead position, the pilots spread out as they looked for targets. Pagh spotted a couple of barges off Kaimana’s shoreline, and, ignoring his own advice from earlier, made a run on them. As he pulled up and exposed the belly of his aircraft, an antiaircraft position on the north end of the runway opened up. The right engine of Pagh’s A-20 was fatally damaged, leading the plane to drop and cartwheel into the water. Pilots who watched the scene said that the “hill north of the strip looked like a solid sheet of flame from 8 to 10 M/G machine gun] positions there.”

Kaimana Drome at Utarom

By August 1944, Utarom was the last major Japanese operational airdrome in Dutch New Guinea. On August 11, 1944, Maj. William S. Pagh, the Group Operations Officer, led the 386th and 387th Squadrons in an attack against it and was shot down and killed. (Claud C. Haisley Collection)

Utarom was nothing but chaos. Pilots were flying in every direction, making it more difficult to make any sort of attack run without worrying about being hit by an antiaircraft gunner from below or accidentally damaging a fellow crew’s A-20. At some point, the A-20 flown by 1/Lt. Frank W. Wells was hit and he issued a mayday call. While 1/Lt. Frank Hogan had spotted Wells’ plane about half a mile ahead of his own, he did not note any hits. Hogan lost sight of the A-20 soon after and it is speculated that Wells crashed into the sea.

Once it was time to head back to Hollandia, Hogan looked for the other A-20s in his squadron, picking up Capt. Joseph B. Bilitzke flying in BABY BLITZ. Both pilots circled the area, looking for any sign of Wells or any other 386th aircraft that still might be in the area. BABY BLITZ was suddenly hit by flak, damaging both the rudder and vertical stabilizer, and knocking out most of Bilitzke’s instrument panel. Hogan and Bilitzke then headed for the nearest base, Owi, and Bilitzke made a hair-raising landing with four armed bombs still in his bomb bay. The bombs, three of which were secure and the fourth hanging precariously, were defused the next day.

Reflecting on the day’s losses, pilots realized that the location of the barges may have been a trap meant to lure pilots towards shore gun installations. While the briefing prior to the mission discussed the locations of the biggest antiaircraft guns, it’s possible that the locations of other nearby antiaircraft guns had not been mentioned. Pilots were also inadvertently putting their lives and the lives of their gunners at risk by exposing aircraft bellies to antiaircraft fire. Overall, the mission to Utarom was painful for the 312th.

Mission to Babo

Jack Fellows A-20 art titled Mission to Babo

Babo Airdrome was a key base for Japanese operations on the Vogelkop Peninsula of Dutch New Guinea. Lieutenant General George C. Kenney, commander of Fifth Air Force, hoped that this attack would catch Babo’s aircraft on the ground, but with about fifty antiaircraft positions, the Japanese base was still a formidable challenge for any attacker, especially at low level. On July 9, 1944, Col. Strauss led 24 A-20s from the 388th and 389th Squadrons against Babo. The surprise attack was highly successful, but it came at a steep price to the 389th: five men and three aircraft.

One flight leader, 1/Lt. Kenneth I. Hedges, shown here in THE QUEEN OF SPADES, lost both of his wingmen on this raid. On his left wing, at the upper right in the painting, was 1/Lt. Earl G. Hill, with his gunner Sgt. Ray Glacken. Their A-20 is shown on fire before beginning a fatal descent. A short time later, the wing spar burned through and the plane plummeted into Bentoni Bay. The explosion on the ground at the upper left shows the A-20G of 1/Lt. Walter H. Van and his gunner, S/Sgt. Gilbert V. Cooper, exploding on a taxiway on the airdrome, a victim of the antiaircraft gunners. This artwork is published in our book Rampage of the Roarin’ 20’s.

This print can be purchased on our website.

Attacking Clark Field

As 1945 opened in the Pacific Theater, the Allies were advancing through the Philippines. Their next major target would be a three-unit attack on the Japanese stronghold of Clark Field on January 7th. At the time, the Japanese had put more than 400 antiaircraft guns in the area, which would make the planned 120+ A-20 and B-25 raid more challenging. Three bomb groups, the 345th, 312th and 417th, would split into formations and fly an “X” pattern over Clark Field. Above them, two P-38 squadrons would keep an eye out for enemy planes.

Upon arriving at the mountain pass that stood between the crews and Clark Field, heavy clouds blocked their path. The formation split up in the thick clouds as pilots navigated through the pass, temporarily invisible to each other. Emerging on the other side of the clouds, the 312th’s flight leader, Lt. Joseph Rutter, and his wingman, Lt. Jones, arrived at Clark Field without the rest of their formation. Rutter feared that he might have arrived late and began his run on Clark Field—alone. Jones had chosen to circle back and rejoin the formation, which was about a mile behind him and Rutter.

As Rutter made his pass over the target area, he heard machine gun fire hit the tail of his A-20 and his gunner, M/Sgt. Wilfred Boyd, alerted him of the B-25s coming in from the left. One of the B-25 pilots, Capt. Floyd Fox, watched with growing alarm as Rutter, dropping parafrags, was about to cross his path. Just in time, the parafrags ran out and Fox was able to continue his run without incident. Rutter finished his run and joined several A-20s for the flight back to Tanauan. Reflecting on the events, Rutter said, “Strangely, no question was ever raised about the A-20 which got in front of the parade and the pilot responsible. Considerable wonder was expressed, however, about the interesting pictures recorded by Boyd’s camera when the series of 24 exposures were posted on the wall of the 389th Squadron’s intelligence office.”

Evasive Maneuvers

Lt. Rutter’s A-20 took this photograph of the B-25 flown by Floyd N. Fox of the 499th Bomb Squadron maneuvering to avoid the parafrags released from Rutter’s aircraft.

Finally, the first formation of the 312th began a run over Clark Field. “At the turn-in point the B-25s wound up between us,” 386th Squadron 2/Lt. Bill A. Montgomery wrote, “The result was that I came in behind several, and as I traversed the target area, I overran them en route. It was a mess.” The slower B-25s were being overshot by the A-20s and ended up on the receiving end of the parafrags being dropped from above. “…after getting ahead it was my turn to receive [the B-25’s] bouncing tracers, not to mention the parafrags and various assortment of other bombs being delivered.” In short, it was pure chaos.

Strafer Attack on Clark Field

Aircraft from the first wave are seen attacking Clark Field on January 7th. The tail of a wrecked G4M Betty bomber from 261 Kokutai is at center left. The gray wreck at lower center is a Ki-46 Dinah reconnaissance aircraft.

Not only were the bombers being shot at by the Japanese from below, Zeros were dropping phosphorus bombs on them from above. Fortunately for the bombers, the phosphorus bombs did not explode until after the planes had already flown out of harm’s way. Soon enough, it was time to leave Clark Field and turn for home. Congested air space and chaos aside, the attack was determined to be a success. A total of 19 Japanese fighters and 12 bombers were destroyed. Clark Field was no longer a major obstacle for the Allies. Between all three groups, 11 planes were lost. Two days later with little opposition, the American invasion force landed at Lingayen Gulf.

Building The Steak and Egg Special

For the men stationed in New Guinea during 1942 and 1943, a variety of fresh food was not easy to come by. There were plenty of coconuts, although the men grew tired of eating them, and the occasional banana, but no other fresh fruits or vegetables. Whatever came through was canned. By the end of 1942, they decided that they had had enough of the canned fruits and vegetables and began working on their own plane that would ferry fresh food from Australia.

This plane, an A-20, was being built from scrapped pieces by T/Sgt. Kip Hawkins and a few other mechanics from the 89th Bomb Squadron. The fuselage was taken from LITTLE HELLION, which belly-landed on November 1, 1942, and the wing sections from THE COMET, which was scrapped after the nose wheel collapsed while the plane was being towed on December 15, 1942.

Wings for THE "STEAK & EGG" SPECIAL

An A-20 named THE COMET was scrapped after its nose gear collapsed. The wings from the aircraft were taken and propped up on barrels, ready for a new fuselage of the aircraft that would become THE “STEAK & EGG” SPECIAL.

 

THE "STEAK & EGG" SPECIAL's new fuselage

Here, the scrapped fuselage from the A-20 formerly known as LITTLE HELLION is being slid between the waiting wings propped up on barrels.

It was a slow reconstruction that lasted all of January 1943, as the mechanics had to go through a lot of scrap piles around Port Moresby for various parts. At one point, a wing that was propped up on barrels fell right on the head of a mechanic. Luckily, he escaped without serious injury. Soon enough, the fuselage was slid between the wings and the aircraft was put together. The A-20, now named THE “STEAK & EGG” SPECIAL, was christened with eggs on February 4th.

THE "STEAK & EGG" SPECIAL christening

T/Sgt. Clifton H. Hawkins and Cpl. Schraam sit in the A-20 after its dedication on February 4, 1943. Notice the splattered egg above the name.

Given the nature of how this A-20 came to exist, there were a few mechanical problems to work out. Once fixed though, the aircraft regularly made trips from Port Moresby to Australia. The Squadron enjoyed the fresh food and meat immensely. In August, the paint was stripped and the aircraft was renamed STEAK & EGGS, then later STEAK AND EGGS (without the ampersand). On June 11, 1944, STEAK AND EGGS was low on fuel when it flew into bad weather. Both factors led to a forced landing on an Australian beach and the subsequent end of the aircraft. No one was seriously injured in the landing. Parts of the aircraft were salvaged, with the rest still on the beach today.

Read more about the missions of this aircraft, including a stories from a veteran who flew the plane, at Australia @ War.

A Convoy Meets Its End

Around the middle of March 1944, Allied intelligence was monitoring reports about the movements of the 21st Wewak Resupply Convoy. Three subchasers were escorting three medium-sized merchant ships and a small “sea truck” from the Palau Islands for Wewak. The convoy’s position was accidentally betrayed by the Japanese, who did not know that the Allies had intercepted their communications, then detected by a couple of radar-equipped B-24s that had been sent to destroy the convoy before it reached Hollandia. The B-24s put one ship out of commission and the rest continued on to Wewak, reaching the base on the 18th, six days after leaving the Palau Islands.

With their location compromised, the Japanese worked through the night to quickly unload supplies and nearly 400 troops, then reload the ships with soldiers moving rearward to Hollandia early on the 19th. They hoped to avoid any further run-ins with Allied aircraft, as the convoy was carrying valuable cargo. In addition to the large number of passengers (1000), aboard one of the ships was a new radar system to detect enemy aircraft that was being moved to Hollandia, where the Japanese were building up their forces. At that time, the Japanese had very few of these radar systems.

B-24 crews from the 90th Bomb Group arrived at Wewak later that morning, only to find an empty harbor. They flew on, staying near the New Guinea coastline, and eventually found the convoy about 50 miles west-northwest of Wewak. Bombing the convoy from a medium altitude turned out to be mostly unsuccessful, although the crews may have sunk one of the escorts. Crews from the 22nd Bomb Group caught up to the convoy later that morning and were greeted by puffs of flack that stood between them and the convoy.

A three-plane element from the 19th Bomb Squadron attacked the Yakumo Maru, dropping 72 bombs around the ship, some of which landed within 50 feet of the ship. The 19th’s first attack was followed by an attack by the 33rd Bomb Squadron, then the 19th once again. Japanese fighters joined the fray in an attempt to defend the convoy below. During the chaos, the B-24s of 2/Lts. Ralph L. Anderson and G. Hill and 1/Lt. Chester G. Williams were holed by fighters. Hill’s plane suffered the most damage with a hit to the turbo-supercharger, damage to the outer left engine, the left wing and vertical stabilizer, as well as damage from a 20mm cannon shell to the fuselage.

Destroying the 21st Wewak Resupply Convoy

Following the sinking of the Yakumo Maru by the 22nd Bomb Group on March 19, 1944, the Taiei Maru picked up survivors from the sunken ship, and, along with a small transport and two escorts, resumed the dash for Hollandia at top speed. A-20 and B-25 units back at Nadzab scrambled around noon and raced each other to the scene, where a wild engagement with almost no flight discipline. This photo shows the Taiei Maru after being set afire by bombs dropped by a B-25 from the 345th Bomb Group. Note the attacks from several directions at once.

After the fighters let up their attacks and the B-24s had dropped all their bombs, an explosion rocked the Yakumo Maru, which began listing dangerously. The two squadrons left the smoking convoy behind as they departed the area. Word of the convoy spread through Fifth Air Force and about 80 B-25s and A-20s converged on the convoy that afternoon. This time, the attacks on the convoy were completely uncoordinated. As an A-20 from the 3rd Bomb Group made its attack, it was accidentally shot down by an overexcited B-25. The 3rd also lost another A-20 after it hit the ship’s mast and had to ditch nearby. Both the pilot and gunner were rescued by a Catalina the following day.

In the end, the convoy was thoroughly destroyed, with only three members surviving the attack. As a result of the attack, the Japanese ceased sending convoys to reinforce the Japanese 18th Army, now trapped in northeastern New Guinea.

Sweet Willums II

First Lieutenant Claud C. Haisley named his P-40N SWEET WILLUMS after his wife, Margaret. A color photo of this artwork enlarged from an 8mm movie film can be found on page 194 of this book. The A-20G that he received at Port Moresby in February 1944, became SWEET WILLUMS II. Haisley flew the aircraft until his departure for the States in January 1945. By the end of his tour, he had 56 missions in this aircraft. Although there was not a specific gunner that always served on the crew with Haisley, Sgt. Albert V. Hanson often served in this capacity. Sgt. Edwin W. Peterson, was the crew chief assigned to the plane.

SWEET WILLUMS II almost met with disaster as Haisley was returning in it from Dagua Airdrome, New Guinea, on May 14, 1944. He had felt sick that morning, but he still decided to fly the mission with his Squadron. Their target was the antiaircraft guns at Dagua, a 90-minute flight. On the return flight, Haisley became quite ill, and struggled to bring the plane back to the base at Gusap. Shortly after touchdown, Haisley passed out in the cockpit, and then he spent ten days in the hospital being treated for malaria.

Nose art of A-20 Sweet Willums II

Capt. Claud C. Haisley flew 56 missions in SWEET WILLUMS II. He named the aircraft after his wife, Margaret. On January 31, 1945, 2/Lt. Donald J. Livengood, the aircraftʼs next pilot, was practicing strafing near Ellmore Airdrome on Mindoro Island in the Philippines. When engine failure forced him to ditch in the ocean, he and his gunner, Sgt. Morris B. Wilson escaped without injuries. (W. Stuart Fudge Collection)

Except for the occasional bullet hole, SWEET WILLUMS II experienced only minor combat damage during its career. In January 1945, 2/Lt. Donald J. Livengood took over SWEET WILLUMS II, and on the last day of the month one of the engines failed as he practiced strafing near Ellmore Airdrome on Mindoro Island in the Philippines. Livengood ditched in the ocean, and he and his gunner, Sgt. Morris B. Wilson, were rescued from the water uninjured.

The profile painting shows the aircraft as it appeared in January 1945. Sgt. Edwin W. Peterson, the crew chief used the butter-substitute in the field rations to wax the plane which he believed marginally increased the speed. Other crew chiefs also sometimes did this. Otherwise, the appearance of the unit markings on this A-20 were standard, including the tail letter “L,” but there was no skull and crossbones on the nose. “Mary” appeared on the port outboard engine cowling, probably a wife or girlfriend, or the name of one of the children, of someone on the ground crew. The plane carried a standard white crew ID panel under the cockpit, with lettering in a flowery style: Pilot – Lt. C.C. Haisley, followed by c/c – S/Sgt. Peterson. The mission scoreboard was somewhat unusual as the black bomb-style mission markers were painted on a white background. These consisted of two rows of 35 each, followed by two more rows of 20 each, giving a total of 110 missions displayed. No details of specific missions are known for this aircraft.

This aircraft profile comes from Rampage of the Roarin’ 20’s.

A Fiery Landing

Nine planes took off for Utarom, a Japanese air base on the west coast of Dutch New Guinea, on the morning of September 28, 1944. The mission was soon cancelled due to bad weather over their target and the A-20 crews headed back to base. Shortly into the return journey, 2/Lt. Kenneth S. DuFour lost oil pressure in one engine of his plane. He shut it down, jettisoned his bombs and told his gunner, S/Sgt. Thomas E. Smith, to bail out if the other engine quit. For the time being, things were stable, and DuFour continued flying back to Hollandia. Above him, 2/Lt. Walter F. Hill kept a watchful eye on DuFour’s A-20.

As DuFour approached Tanahmerah Bay, he followed the common landing procedure of switching from the bomb bay tanks to the wing tanks, only to have vapor lock shut down the remaining working engine. His A-20 went into a spiral dive and DuFour worked furiously to regain control of his plane by easing off the rudder trim and switching on the booster pumps. The engine restarted and the pilot got his plane back in control. For a short time, Hill thought DuFour’s A-20 would plunge into the water and was relieved after he pulled out of the dive. During the chaos, Smith bailed out with Hill watching him float towards the cliffs on the west side of the bay.

DuFour slowly took his aircraft up to 3000 feet in order to clear the mountains that stood between him and Hollandia. When he could not contact the tower, he decided to land on a dirt strip next to the runway. As he attempted to lower his landing gear, only the nose wheel came down. DuFour aborted the landing, determining that he would be better off ditching in nearby Sentani Lake. The descent to the lake was too difficult to control, leading the A-20 to crash into nearby trees instead. During the landing, the pilot was knocked unconscious.

When he woke up, he was surrounded by fuel and fire. DuFour attempted to escape the inferno through the canopy, but it wouldn’t open. Instead, he used a pistol to break the Plexiglas and climbed out of the plane. Soon after getting out, he heard the ammunition exploding. This worried the pilot, as he was unaware that his gunner had bailed out and thought Smith was still trapped.

Meanwhile, Hill landed at Hollandia and headed for a PT boat where he and others would search for Smith. A member of the 25th Liaison Squadron, T/Sgt. James D. Nichols, would help him with the search from the air. As they began looking, they saw a native canoe with Smith sitting in it. Other than minor cuts and bruises, he was uninjured after landing at Cape Korongwabb.

Back in the jungle, DuFour was certain that he landed near Hollandia and walked back in the direction of the base, which happened to be five miles away. After a six hour walk that included several stream crossings, the pilot heard an engine and began walking towards the sound for about 25 yards before he emerged from the jungle surrounding the base. DuFour walked into the closest tent, waking the occupant from a sound slumber.

The soldier drove the pilot to the hospital where he was treated for first, second and third degree burns over 30% of his body. All of his hair and part of his ears were burned off, as well as half the skin on his forehead. His hands and arms were also badly burned. At the hospital, skin grafts failed and he was transferred to the plastic surgery center at Northington Hospital in Alabama, where he stayed for six months. Once he recovered, he returned to flying status near the end of the war.

This story can be found in Rampage of the Roarin’ 20’s.

The Durable A-20

This week, we’re bringing you another entry from the diary of Donald P. Hall, a member of the 3rd Bomb Group’s 89th Squadron.

11/10/42

Orders came through to attack 8 gun position of ack-ack at Soputa. Ed Larner and Klatt were on my wing. This would be a tough nut to crack as that close concentration of guns could be pretty mean. The B-26s were to come in after we dropped our parachute bombs and also bomb the position. The B-26s messed up as usual and bombed at 9:30, which was the exact time we were to bomb, so I had to delay a half minute until their string was out of the way. Some of them were still going up as we reached the target at about 50 ft altitude. All ack-ack started to shoot at us. I had turned on the movie camera that I had mounted in the ship, so I should get some beautiful shots.

On releasing our parachute bombs we dove for the trees but not before a large caliber gun hit me. The cockpit filled up with smoke and I thought surely I was on fire, but the controls felt OK.

An ack-ack shell exploded under Larner’s plane kicking the tail in the air which caused him to hit the trees. He ploughed along through the top of the trees for 150 feet and then got back into the air. He called me and said he was heading back to Port Moresby. I hoped he could make it. Klatt and I headed back on tops of trees for the Jap guns again. I could see that lots of them had been silenced. About four started shooting at us, so Klatt and I rode down the barrels of their guns and eliminated their crews. A photograph of the place indicated a dump at the end of the clearing so we decided to get it. I could see it was camouflaged, but a long burst caused the whole pile to explode. Huh! I thought, that wasn’t supplies. That was ammunition. So much the better.

Inspecting Margie's Damaged Wing

A man inspects the A-20’s wing damage after all the tree chunks were cleaned out.

Klatt and I made one more run to get the last gun firing which we did. Also shot up about 20 Japs in dive trenches. We were well on our way back home when Klatt, who was flying right beside me, called and said I had a large hole or two in my engine nacelle. He said it probably had hit my retraced landing gear. I hoped not, but waited to get to the field and then lowered it. Lt. Klatt then flew under me and looked at it. “It’s OK DP” he called.

After we landed we looked at the holes in my right nacelle, two of them about 8” across. I suppose being right over the gun muzzle hadn’t given the shell a chance to explode. Also, I was very lucky as the shell hadn’t hit any vital spot. My luck is still holding out as that was the 8th hole put through my ship.

Ed Larner landed shortly after we did and his ship was a mess. Nose section caved in, both leading edges of wings smashed, and engine cowling folded up. Big hunks of trees sticking in it. Also the bottom of the ship ripped out. He was a very lucky boy and nothing but an A-20 could take such treatment and fly. My gunner said, “Major only two people will know how scared I was—Me and the laundry man.”