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Celebrating a New Book from Our Friend Daniel Jackson Flying Brothers

Every once in a while, a book comes along that shines a light on a chapter of aviation history that deserves far more attention. I’m excited to congratulate our friend Daniel Jackson on the upcoming release of his new book, Flying Brothers.

If you enjoy military aviation, Cold War history, or stories of the remarkable men who built allied air forces in Southeast Asia, this is one you’ll want to preorder.

Rather than retelling the familiar story of Vietnam, Flying Brothers explores the often-overlooked air wars and strategic partnerships that shaped the Cold War across Taiwan, Thailand, and the Philippines.

Daniel takes readers directly into history:

• F-5 Freedom Fighters intercepting rebel “Tora-Toras” over Manila during the 1989 coup attempt.
• F-86 Sabres firing the first AIM-9 Sidewinder missiles against Communist MiG-17s over the Taiwan Strait in 1958.
• AT-6 Texans attacking a mutinous warship on a river through downtown Bangkok in 1951.

For me, this book has an especially personal connection.

After flying combat missions with the Burma Banshees during World War II, my father, Philip Adair, continued serving in Asia during the Cold War. As an American advisor, he helped train the newly formed Republic of China (Taiwan) Air Force, passing along the combat experience he had gained over Burma to a new generation of fighter pilots.

That training proved invaluable.

The Taiwanese pilots he helped prepare would go on to make history during the 1958 Taiwan Strait Crisis, when Republic of China Air Force F-86 Sabres scored the first successful combat victories using the newly introduced AIM-9 Sidewinder missile against Communist MiG-17s. It was a watershed moment in aerial warfare and demonstrated how the lessons learned during World War II continued to shape the Cold War.

This is one of the reasons I’m so excited about Flying Brothers. Daniel Jackson tells the broader story of the American advisors—true “diplomats in flight suits”—who didn’t simply deliver aircraft. They flew with their counterparts, trained pilots and maintainers, shared combat experience, and helped build capable allied air forces throughout Southeast Asia.

Many, like Philip Adair, continued serving, mentoring allied pilots, and helping shape the next generation of airpower during the Cold War.

Congratulations, Dan, on what promises to be an outstanding contribution to aviation history.

If you’re passionate about military aviation, Cold War history, or the untold stories of the men who built America’s alliances in Asia, I encourage you to preorder your copy of Flying Brothers. I know I’ll be reading it the moment it arrives.

Preorder here: https://www.amazon.com/dp/1501789007?ref=ppx_yo2ov_dt_b_fed_asin_title

The post New Book Alert -> Flying Brothers: From Dogfights to Diplomacy in Cold War Southeast Asia appeared first on Burma Banshees.

Long before the 89th Fighter Squadron ever saw the Assam Valley, the men who would become the Burma Banshees were learning their trade on home soil — at Mitchell Field, New York.

The footage below captures a piece of that training: pilots working on wing shooting, using shotguns on clay targets to sharpen the same skills of lead and deflection they’d need firing .50 calibers at moving aircraft. It’s a small detail, but it says a lot about how the Army Air Forces built fighter pilots — teaching the eye and the hand to track a moving target long before a man ever climbed into a P-40’s cockpit.

This is also where the bonds were formed. Pilots like E.R. McMillin, W.F. Duke, and P.R. Adair trained side by side here, months before they’d fly together over Burma. The friendships — and the trust — that carried them through combat missions like Operations Order 32 started on this field.

Take a look at the footage above

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For weeks the 89th Fighter Squadron had been going after the spans across Burma — the rail lines, the river crossings, the choke points that kept the Japanese army fed and moving. But war in the China-Burma-India theater wasn’t only made of the missions that made it into the history books. It was also made of days like October 17th — long, unglamorous, absolutely essential — when the job wasn’t to destroy anything at all. It was to watch.

Operations Order Number 32 called for nine missions. Twenty-nine pilots. Eight hours of P-40s climbing off the strip and settling into the sky over the Assam Valley, from before eight in the morning until the light was starting to go long in the afternoon. No bombs falling. No bridges dropping into rivers. Just squadron mates, in pairs and fours, doing the unglamorous work of making sure the valley stayed theirs.

It started at 0750, before most of the camp had finished breakfast. Captain S. Combs and 2nd Lt. W.H. Warren took two aircraft up under the call sign F-170 — a weather check. Somebody had to go up first and read what the sky was going to do before anybody trusted it with a patrol.

The sky must have checked out, because at 0845, F-171 rolled out four more: 1st Lt. E.R. McMillin Jr., 2nd Lt. P.R. Adair, 1st Lt. W.F. Duke, and 2nd Lt. J.P. Smith. McMillin, Duke, and Adair had trained together back at Mitchell Field, before any of them had seen the Hump or the valley below them now — before Burma was anything more than a name on a map they’d have to learn. Now they were flying patrol together over it, same as they’d flown together back home.

Ten minutes behind them came F-172 — Captain R.L. McQuillen Jr. leading 2nd Lt. W.K. Snyder, 1st Lt. J.C. Moore Jr., and 2nd Lt. C.B. Hardy out on a parallel line. Two patrols in the air at once now, watching two different pieces of sky.

At 0915, F-173 went up — Captain L.D. Howie, Captain A.J. Ortmeyer Jr., and 2nd Lt. R.D. Bell, three ships on patrol while the morning wore on.

Then, at 1115, something different. F-174 wasn’t a patrol — it was a search. Captain W.S. Harrell and 2nd Lt. W.H. Warren, back up again after his early weather run, went out looking for something the record doesn’t name. Maybe a downed transport. Maybe a report of Japanese aircraft that never amounted to anything. The operations order doesn’t say, and eighty years on, there’s no one left to ask. Whatever it was, two P-40s went looking for it, and half an hour later F-175 followed with another weather check — Captain J.H. Hunt and 1st Lt. J.J. Ferguson, up to read the afternoon sky the way Combs and Warren had read the morning’s.

The early afternoon belonged to F-176, at 1320 — four more into the air: 2nd Lt. R.T. Rhodes, 2nd Lt. D.V. Shepard, F/O D.W. Troy, and 1st Lt. D.P. Taylor, back on patrol over the valley. Half an hour after that, F-177 sent Captain W.J. Webb and Captain J.E. Ward out on the day’s second search mission — two more captains, two more P-40s, looking for whatever it was the squadron needed found.

And at 1550, as the afternoon started leaning toward evening, the last mission of the day lifted off. F-178 — four aircraft, one last patrol: 1st Lt. R. Braucher, 2nd Lt. J.P. Smith, 1st Lt. W.F. Duke, and 2nd Lt. P.R. Adair. Duke and Adair again, same as they’d flown that morning, closing out the day the way they’d opened it.

By the time F-178 came home, twenty-nine pilots had flown nine missions and logged eight hours of Assam Valley sky between them — and not one line in the operations record mentions combat. That was the point. Somewhere over that valley, on any given day, the transports were flying the Hump, carrying the fuel and the ammunition and the everything-else that kept China in the war. The 89th’s job on October 17th wasn’t to make headlines. It was to make sure those transports got where they were going, and that if the Japanese came looking for them, somebody would already be up there, watching.

No bridges fell that day. No headlines were written. Just twenty-nine men doing the long, quiet work of keeping the sky honest — the kind of day that, added up a hundred times over, is most of what a war actually looks like.

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For WWII aviation fans—and specifically followers of the legendary Burma Banshees (80th Fighter Group)—this book is an absolute treasure.

Before flying dangerous missions in the China-Burma-India (CBI) Theater, the 80th Pursuit Group was organized right here on Long Island at Mitchel Field and Farmingdale in 1942. Faces From Mitchel Field highlights key figures tied to that history, including:

• Lt. Phil Adair: Famous for his legendary heroism in the CBI Theater, Adair’s early history and personal photos connect deeply to the airfield’s legacy.
• Lt. Dick Nellis: The heroic “Forgotten Eagle” whose selfless story is remembered by aviation historians. In January 1943, while testing a P-47 Thunderbolt out of Mitchel Field, Nellis steered his flaming aircraft away from populated areas out over Jones Beach before bailing out—sacrificing his life to protect the community below.

📖 What is Faces From Mitchel Field About?

This landmark book explores the rich 44-year history of Mitchel Field, the legendary airfield on Long Island, New York. Rather than just listing dates and statistics, the author brings the airfield to life through the eyes, experiences, and personal stories of 38 individuals who served there.

Profusely illustrated throughout, the book features hundreds of rare photographs—most pulled directly from the Cradle of Aviation Museum’s extensive archives, alongside fascinating selections from private and public sources.

🏛️ A Journey Through Five Eras

To capture the true scope of Mitchel Field’s legacy, the book is thoughtfully divided into five distinct sections, with a special, in-depth focus on the pivotal World War II years:

• 1908–1917: The early “Cradle of Aviation” pioneer era
• World War I: Early mobilization and training
• Between the Wars: Golden age exploits and aviation development
• World War II: The height of operation, defense, and wartime training (including the 80th Fighter Group’s early days)
• Post-War Era to 1961: The Cold War years leading up to the airfield’s eventual closure

Drawing directly from primary archival sources, official military and government records, and historical newspapers, this volume offers unprecedented accuracy and depth.

📌 Book at a Glance

• Title: Faces From Mitchel Field: Portraits and Stories 1917–1961
• Subtitle: Forgotten Eagles (Beneath the Shadows of Wings)
• Format: Volume 1 (Richly illustrated non-fiction)
• Key Highlights: 38 personal stories (including Adair and Nellis), hundreds of archival photos from the Cradle of Aviation Museum, deep historical documentation.

🌟 Why This Matters for Our Community

Mitchel Field played a massive role in shaping both aviation history and the local fabric of Long Island. Works like this ensure that the sacrifices, triumphs, and daily lives of the men and women who passed through its gates are never forgotten.

It stands as a testament to what passion and painstaking research can accomplish—bringing “Forgotten Eagles” back into the light.

It’s available at Amazon here:

https://a.co/d/09jCw1XW

The post Faces From Mitchel Field: Portraits and Stories 1917-1961 Forgotten Eagles (Beneath the Shadows of Wings) appeared first on Burma Banshees.

Fifty-two pilots. Ten missions. Takeoffs beginning at 0910 and running through 1435 in the afternoon.

The day started with Captain S. Combs (89th) leading Mission F-230 off the strip at 0910 — eight aircraft in the Bomb and Strafe role: 1st Lt. D.A. Coll (89th), 1st Lt. E.R. McMillin Jr. (89th), 2nd Lt. S. Dare (89th), Captain W.S. Harrell (89th), 2nd Lt. J.P. Smith (89th), 2nd Lt. P.R. Adair (89th), and 2nd Lt. J.M. Matulovicz (89th). Eight men lifting out of Nagaghuli in the grey morning and turning south toward Burma.

Twenty minutes later, F-231 followed — 1st Lt. J.J. Ferguson (89th) leading a four-ship patrol: 2nd Lt. B.G. Milne (89th), 2nd Lt. M.A. Morgan (89th), and 2nd Lt. J.R. Brooks (89th).

At 0950 two flights lifted simultaneously. F-232 put eight aircraft into the air split between top cover and strafe. Leading top cover: Captain K.M. George (89th), with 1st Lt. R.W. Rowntree (89th), 2nd Lt. G.E. Sparling (89th), and 2nd Lt. J.S. Grinnan (89th). Leading strafe: Major A.L. Evans Jr. (88th), with 1st Lt. J.R. Gring (88th), Captain O.K. Allred (88th), and 2nd Lt. A.T. Curtis (88th) — four men from the 88th going low while four from the 89th watched from above. F-233 put Captain R.H. Powell (90th) up with 2nd Lt. G.P. Weller Jr. (90th), 2nd Lt. R.E. Ward (90th), and 2nd Lt. J.N. Wright Jr. (90th) on a parallel patrol thirty miles to the north.

F-234 followed at 1020 — Captain B.L.W. McQuillen (89th) leading eight more on Bomb and Strafe: 1st Lt. C.G. Whitley (89th), 2nd Lt. J.A. Hartswick (89th), 1st Lt. D.P. Taylor (89th), 2nd Lt. E.C. O’Connor (89th), 2nd Lt. W.C. Orr (89th), 2nd Lt. R.L. McCarthy (89th), and 2nd Lt. N.K. Snyder (89th). By now there were thirty aircraft in the air or recently returned, and the day was not half over.

At noon, F-235 lifted — 1st Lt. C.D. Evans (89th) leading 2nd Lt. E.F. Johnson (89th), 1st Lt. O.M. Smith Jr. (89th), and 2nd Lt. J. Wilson (89th) on the midday patrol.

At 1355 a two-ship escort — Captain M.J. Cobb (89th) and 1st Lt. W.F. Duke (89th) — climbed out of Nagaghuli and headed for whatever they had been assigned to protect.

The last of the bombing missions was F-237 at 1455 — eight aircraft. Leading top cover: 1st Lt. S.J. Miller (89th), with 2nd Lt. R.L. Burns (89th), 1st Lt. A. Boldman (89th), and 2nd Lt. E.A. Gomo (89th) above. Leading bombing and strafe: Major D.M. Terry Jr. (89th), with 2nd Lt. C.H. Sisler (89th), 1st Lt. V.C. Burpe (89th), and 1st Lt. H.C. Broadfoot (89th).

Then, at 1400, two more aircraft lifted off on a VHF radio test — F-238: 2nd Lt. H.F. Johnson (89th) and 2nd Lt. D.C. Roane Jr. (89th), each in a P-40N-1, climbing to check the communications equipment that kept the day’s operations tied together.

The final mission of the day was F-239 at 1435 — four P-40s on patrol: Captain J.M. Roberts (89th), Captain J.V. Milke (89th), 1st Lt. H.C. Staulcup (89th), and 2nd Lt. J.B. Patton (89th), watching the sky above the routes while the bombing flights returned and the mechanics began their work.

By the time Patton cut his engine on the strip at Nagaghuli, the 80th Fighter Group had put fifty-two men over Burma in a single October day — pilots from the 89th, the 88th, and the 90th, flying ten separate missions from first light to mid-afternoon. The operations officer marked the order complete. The intelligence officer began the debriefs. The mechanics started the post-flight inspections. The mess hall served whatever it was serving.

Tomorrow’s schedule was already being written.

The post A Day in the Life of a Burma Banshee appeared first on Burma Banshees.

Daybreak on the 13th of December 1943 was crisp and cool, and no clouds in the sky, but a high level haze cut the visibility down appreciably. The 89th squadron was assigned patrol duty for the”Hump Route” that day, and some interdiction missions as well. One of the other squadrons in the 80th group was assigned air defense for the valley, and the other squadron was on forward interdiction missions.

Although I was still a 2nd Lt at the time, I was commander of D flight, and with 42 combat missions at the time, was ahead of the other pilots, as far as completed missions was concerned. I drew the lot for first combat patrol over the Hump for that day, and was off in my plane, “Lulubelle”, leading a flight of four P-40s, with Lt May as my element leader. The previous week had brought encounters with Japanese fighters in the patrol area, by other members of the 89th squadron, and we had been warned to be particularly alert, as the intelligence section had been told to expect more raids. In spite of this, mission 43 proved uneventful, and three hours later, found us back at Nagaghuli, where all the other serviceable aircraft were off on missions. I was also assistant engineering officer, and Carol Peake, my crew chief and I, took a lot of pride in making Lulubelle the best plane in the squadron. I had scrounged an electric starter to replace the hand cranked one some eager Curtiss-Wright engineer had put in to save weight.I had brought a can of whitewall tire paint from the US, and as far as I know Lulubelle was the only combat P-40 with whitewall tires.

Immediately after landing from the 43rd mission, I got Peak started on servicing, and told him not to stop until it was finished. I then went to the alert tent, waiting for the rest of the flight to come in. I had just started to relax when the red alert warning was sounded, and took off on the run for my plane, which was about 100 feet away. Peake had just finished servicing, and was in the cockpit, filling out the forms, when the alert sounded. He immediately hit the electric start switch, and had the engine running by the time I reached the plane. He jumped out the right side, and I jumped in from the left, and hit the throttle, without bothering with the chute, or safety belt, and went by the ops building airborne in less than a minute.

There had been no chance to debrief, but we had a standing SOP that on Red Alert, we would all scramble and rendezvous over the field at 20,000 feet, maintaining radio silence to avoid warning possible intruders. After becoming airborne, I buckled up, and started climbing over the field, watching for the other flight members to get off and join up. By the time I had reached 12,000 feet over the field, none were off yet, but I could see what looked like a flight of four aircraft in the distance but couldn’t identify them. However, on the next circle it became apparent that what I was seeing was not a flight of four, but something considerably larger. At this point, I called Control, and reported sighting unknown aircraft, and asked if there were any friends in the area. Control returned with a negative but said they had a report of unknowns about 40 miles to the east, from ground observer stations. I responded back that the unknowns were much closer; about 15 miles or so east of the base complex, and appeared to be on a north-west heading, giving the approximate grid location. Control Came back and said NO–the unknowns were much farther east as reported by the ground

observers. I then informed Control that their report was way off, and that I was leaving the rendezvous point to investigate, as none of my flight were airborne yet, and no friendlies in the area. Shortly after leaving my spot above the field, and getting much closer to the unknowns, I could see that instead of four aircraft, there were four flights. I kept climbing, and took up a course to bring me behind and above the formation, and could see that each flight was composed of two Vs of three each, and the four flights were in a V, with the fourth in an echelon to the right, which in the distance, and haze had initially appeared to be four aircraft, but was actually a large formation of 24 bombers, and from their heading, it seemed that they were heading north of the base complex, so they could make a 180, and line up their bomb run so they would be outbound after they had dropped their bombs,. I so informed Control, and was really angry when they came back with a “Negative-Negative”, they had reliable reports from ground stations that the unknowns were far to the east, and as far as I could tell, any fighters they had airborne were being sent there The other squadrons were on a different frequency, and I did not know what was going on.

By this time, I was about 18,000 feet, and above the bombers, and closing from behind, so that I could monitor

their progress. Watching the bombers, and with the haze that cut visibility, I had not seen the Japanese fighters yet, but soon discovered that they were all over the place, and flying individually, instead of in pairs, or other arrangements. I had actually climbed up almost in the middle of the trailing fighters, and they had not seen me, probably for the same reason that I had not seen them. I figured that if I kept my course, I would soon be on top of everything, which I did, and as far as I could tell, the enemy was completely unaware of my presence. I simply trailed the formation, and as I thought, they went north far enough to make their turn to come back over the target complex. When they started their turn, the sun struck them at a different angle, and the whole gaggle came into much sharper focus. There were so many fighters and so scattered that the only way I could begin to count was to divide them into quarters, and count what was in the quarters, as they were moving around all the time. It appeared that each quarter would average about ten fighters, for a total of forty, making sixty-four enemy aircraft in all–the biggest formation of planes I had ever seen, including any of ours.

When they rolled out of their turn, and took up a course, it was clear that I had guessed right about their intentions, and I called Control, and gave them the bad news, and an ETA for the enemy force, and asked if our fighters were near enough to help. I got a negative on that also, and there I sat, on top by myself. I had a decision to make, and it was one I didn’t particularly like to think about.

About 20 miles was my home base, on the outskirts of Mohanbari, the Air Depot Group HQ. Nagaghuli was also 80th Ftr Group HQ, and the Chabua/Dinjan complex was 10th Air Force HQ, the Hospital, Rail Terminal, and various other targets. I didn’t have much hope of being able to do anything by myself that was likely to affect the course of the attack, but decided that I simply had to do my best to hinder the attack in any way that I could. It would have been simple to pick off a fighter or two–maybe more before being discovered; but the fighters were not the threat at that time. They were just defending the bomber force, and were not likely to leave them. The bombers were the threat and I knew that if I took one shot at a fighter,I would lose the advantage of surprise; so my attack if there was any hope of success, had to be against the bombers. Defense against bombers was what I had trained for, and that was what was important at the time. I simply could not sit up there with a bird’s eye view, and watch the Japanese bomb the primary target complex for our area, and my home base, without doing everything possible to prevent it.

So at this point, I called Control, and advised them of my estimate of bomb release time, and that I was going to attack the formation, and try to disrupt their bombing run. I carefully positioned myself above the fighters, and the bomber formation, so that I could hit the bombers just before I thought they would reach their bomb release point. I decided on an attack from high above on the left, trying to get some shots into the lead flight at maximum range, dropping back to the left echelon flight, then swing around behind to shoot at the third & fourth flights on the right echelon. This was a pretty wild scheme, and I knew there wasn’t much chance of any

real damage, but I hoped to get enough tracers across their bow, to mess things up enough to affect their bombing accuracy. I also figured that if I could start undetected, I had a good chance of getting around behind the last flight before they had a chance to recover from their surprise, and it worked out pretty well. I could see some bouncing around in the formation, but things went so quickly, I was around behind the last flight without being able to see what damage if any, I was doing. I concentrated on the last bomber in the fourth flight, zeroing in on his left engine, and could see hits on the fuselage and the engine, and some flashes as my overtake forced me to go under and past him. I started a break to the right, but as soon as I cleared the bombers, I saw several zeros coming at me, and I immediately went into my planned escape maneuver, which was stick full forward in the left corner, and into a negative G, out-side roll, and into a high speed dive. I stayed in the dive until I figured I had gone far enough to shake the fighters; pulled out and looked around and saw I was by myself. The zeros were going back to the bomber formation.

As soon as I could see that I was not being followed, I climbed back on top, and behind the formation again. I don’t know if they didn’t see me in the haze, but nobody made a move to cut me off, so I started another pass on

the bombers, but before I could get near them, it looked like every zero in the sky was turning into me. It was obvious that I wasn’t going to get a shot at the bombers, but there were plenty of zeros, and with a good speed advantage from my dive, I just went through them,taking deflection shots at whatever I could get my sights on. I could see that I was getting some good hits in, and the engine on one of the zeros I hit, looked like it was on fire, but being by myself,I could not afford to dwell on what happened to the ones I was shooting at, and had to concentrate on what than what was behind, believing that my overtake speed would get me out of range quickly.

After going through my escape maneuver again, I climbed back on top, and by this time, figured that if I stayed out of range of the bomber formation, I could work around the edges, against the zeros, without being pursued. I had to admire their determination in protecting the bombers, but since they had already dropped their bombs, it didn’t make much difference whether I worked on the zeros or the bombers. Because of this, it seemed like a good time to try for a zero. Going back in for the bombers was just like going into the hornets nest, but picking off a zero from the top looked like a good possibility. Picking the one at the top rear, I started a pass, but he knew I was there, and turned so there was no possibility of hitting him, so I just picked the next one. He started a turn

also, but not before I could get a shot at him. His gear started to drop; pulling back on the throttle, and getting firmly behind him, I could see that he seemed to lose control, and fell off into a spiral dive, and following him down, and moving off to one side to watch, saw him crash in the jungle, in the NAGA Hills.

As soon as the zero crashed, a climb was started back towards the formation, which was already over the NAGA Hills, on their way home, and approaching their own lines. Managing to get into position for another attack, I decided to go for broke with another whack at the bomber formation. This turned out to be a mistake as by then, the fighters apparently knew what I was trying to do, and before getting in range of the bombers, there were several zeros turning into me from the right, and shooting at me. Starting a break to the left, to escape, I found zeros coming from that direction too, and decided it was time to get out, and went into my escape maneuver, This must have been anticipated, because as soon as I rolled over, there were zeros coming straight up from underneath, shooting at me with what looked like a good lead angle. This gave me a very uncomfortable feeling, and full stick forward did not seem to get me out of the line of fire, so grabbing the elevator trim crank, wound full nose down trim in. About this time, tracers were whizzing by, and there were several strikes on Lulubelle, and a big explosion behind the cockpit. Fire came shooting forward around both sides of the armorplate, but it was just a flash, and went out right away. Well into a high speed dive by this time, I just held it there until the ground was coming up pretty fast. When I tried to pullout, the response to stick pressure was very sluggish, and remembering that full nose down trim had been applied, I grabbed the elevator trim crank, and started cranking. It turned freely, with no effect, so yanking

back on the throttle, and with both hands on the stick, was finally able to get the nose out of the jungle, and up into the sky. With a big sigh of relief, and thanking God for watching over my shoulder, pointed Lulubelle for home, about 125 miles away. It quickly became apparent that my troubles were not over, even though Lulubelle was purring like a kitten. The nose was so heavy that it took both hands on the stick, to hold the nose above the horizon. Also, I was not sure whether I was over friendly territory or not. To make matters worse, after a few minutes on course towards home, another aircraft appeared ahead of me, and headed in my direction. It was somewhat higher, and on a course that would take it about a quarter mile to my left. Not knowing what it was, and in my situation, was not a comfortable feeling. Very shortly, I could see that it was a zero, but it appeared to be smoking badly, and losing altitude. Keeping a sharp eyeball on it, showed no move in my direction. As he went by on my left, and appearing to be in worse straits than me, it seemed to be too good an opportunity to pass up. Checking my gun switches, and making a turn in behind him, and with throttle full on again, came screaming up behind. Even with both hands on the stick, it was hard to hold a good bead on, but at about 100 yards, and with the sight on dead center, a squeeze on the trigger brought nothing but a horrible silence. There was not even one round left, and with my overtake, it took a hard yank on the stick to keep from ramming him. It was very hard to turn, and shortly after going by, I could see some tracers off my left wing, but none hit, and that was the last I saw of the enemy that day. I have no idea whether that one made it home or not. I figured I was about 90 miles from home and had plenty of troubles of my own.

My arms were so tired by this time, that I could barely hold the nose above the horizon. As the adrenalin wore off, matters only became worse. Trying to get the seatbelt around the stick to hold it back was useless as it was too short. Not being able to get anything around the stick to help hold it back, it looked like I was going to have to bailout, or crash in the jungle.

Finally the thought flashed through my mind that with the nose so heavy, all I had to do was rollover, and Lulubelle would go into an inverted climb. It worked. The engine would run for what seemed like a couple of minutes before it loaded up so bad that it wanted to quit. A roll to right side up, would clear it up, after a few seconds, and this gave us back some altitude. I don’t know how many times we flipped, but eventually, I found myself about a half mile from Nagaghuli, and about a thousand feet of altitude. Turning in to approach the runway straight in from the south, and inverted, I came back on the power to bring me down to the runway, and at the last possible moment flipped the gear handle down, and squeezed the pump switch, and saw a down & locked; rolled Lulubelle over, hit the flap switch, and cut the throttle. It wasn’t my usual three pointer, and in the wrong direction, but I could have cared less; we were down, and in one piece.

The Red Alert was still on, and the place looked deserted
 when I landed, but very quickly, my ground crew was there to help me out of the aircraft. They told me that the Anti- Aircraft crew almost fired on me, since I was coming in from the wrong direction, and nobody seemed to recognize an inverted P-40, and especially one with the wheels on top.

On debriefing, I found out that the bomb pattern had fallen short of the target area, and was off a little to the

side of the target complex, and not much damage was done. The main target complex had been missed, and although some thought my attack may have contributed to the poor bombing, I doubted that I had made much of an impact–the odds were just too great. In any case, I was glad that we did not suffer much damage.

The other three flight members had gotten off eventually, but Lt May, the element leader was the only other pilot in the group to make contact with the enemy. He got in a good pass on the bombers, and shot one down, but in turn they shot the engine completely out of his aircraft, and he had to bailout. He suffered some burns on his face, but made it back OK.

For me, mission number 44 was my most exciting. I don’t know if I could stand that much excitement again, but after that, I was convinced that number 44 was my lucky number, as it was also the number painted on the side of Lulubelle. It took about three days to patch up Lulubelle, and about that much time for me to recover from sore muscles, and my arms to shrink back to their normal length. It was amazing that with so much upside down running, and a lot of time at war emergency power, no metal was found in the Cuno Filter from inside the engine. The P-40 was a reliable old bird a little slow maybe, but it is surprising how fast a scared P-40 can go.

The original engine went till the Squadron Commander made me pull it after the max overtime at 440 hours, and it was still better than the rebuilt one I got to replace it. Between Lulubelle I, and II, we made 113 combat missions before converting to P-47s, and the old WARHAWK never failed to bring me back. Credit for the mission was one zero destroyed, and one zero, and one bomber probably destroyed. Gun camera film, which had to be sent to Calcutta for processing was of poor quality, because of prolonged exposure to heat and moisture. It did however show fire streaming out behind the left engine on the bomber, and from the engine of the zero claimed as a probable. I was awarded the Silver Star for this effort.

The post My Most Memorable Flight – December 13, 1943 appeared first on Burma Banshees.

November would find the JAAF doubling it’s fighter presence in the area to over 50 fighters. On December 1, 1943 the combined Japanese Army and Navy Air Forces planned a large raid on Calcutta.

Near Rangoon, the Allied Strategic Air Force, StraAF would assemble a force of 15 P-38’s from the Burma Banshee’s 459th Fighter Squadron and 10 P-51’s from the 530th Squadron to protect a force of over 40 B24’s Liberators from the 7th and 308th Bomb group and the 490th’s B-25 Mitchell bombers.

Mustangs would arrive late to the target, delayed once again refueling, leaving the 459th alone to defend the bombers. The enemy attacked the 7th Bomber Group first, shooting down the formation leader, his wingman and a squadron leader. Another B-24 would go down as the remaining bombers closed the gap.

The 308th would lose the lead bomber and later a second as it would crash into the jungle. The Japanese would claim seven bombers this day and two P-51’s and a P-38. Actual loses to the US fighters was one P-51which was reported as failed to return.

Despite the heavy loses to the US bombers, the raid was ruled a success. This would mark the first of many days the 459th, the Twin Dragoons, would enter into aerial combat with Japanese fighters. As demonstrated on this day, the 459th would routinely find themselves out numbered by enemy fighters by 3 to 1 odds or more and would have to focus intently on the mission.

Success depended on a good combination of defensive skills and being able to switch to offensive at a moments notice, whenever the opportunity presented itself. Hampton Boggs would claim the first aerial victory for the 459th Fighter Squadron and the Burma Banshees this day, shooting down a “Hamp”. He would later return home as one of only 3 double Aces from the 80th Fighter Group.

Lt Walter Thompson would claim a Nick today , and Capt Kenneth E. George would report another as a probable.

Dec 1, 1943 marked an interesting time in the Burma Campaign. For the first time the Japanese would be forced to defend this part of their empire. The assembled forces would begin an offensive to drive the enemy forces from Burma. The 459th would support the bomber groups providing bomber escort as needed and launching offensive missions against enemy fighters whenever possible.

As the other squadrons of the 80th Fighter Group provided the aerial artillery for Merrill’s Marauders as they began the Battle for Myitkyina up north, the Twin Dragons of the 459th would conduct nastier fighter sweeps against Meiktila and Mandalay.

Often the 459th would find the Japanese fighters air borne and waiting for them, or intercept them as they conducted their own sweeps against US and British forces. It would take nearly a year for Hampton Boggs and others of the 459th to finally destroy enough of the enemy fighters to establish air superiority of Burma. The Japanese forces began with over 400 fighters in this theater. The 459th would claim over 66 of them in aerial combat and far more than that on the ground. By February of 1945 there was simply nothing left to shoot at in the air. The 459th would finish the war providing support for the ground forces.

More informtion can be found in the following:

Shores, Christopher. Air War for Burma: The Concluding Volume of The Bloody Shambles Series. The Allied Air Forces Fight Back in South-East Asia 1942-1945 (Kindle Locations 2638-2642). Grub Street Publishing.

Col Fielders 459th FS History

The post Enter the Dragons – December 1, 1943 Burma Banshees appeared first on Burma Banshees.

XXI MYITKYINA October 1944

1. Organizational Changes:

The end of the month brought the announcement of of the division of the C.B.I. theater into two separate theaters, the India – Burma theater and the China theater. At the same time it was announced that General Stillwell whose name has become synonymous with a C.B.I.had been recalled to the states to take over an important but as yet undisclosed new assignment General Sultan who had been Chief of Staff to General Stillwell was given command of the India Burma Theater while at the same time general Wedemeyer assumed command of the newly created China theater

Within the squadron itself the month saw a decrease in officer personnel from 61 to 53 and in enlisted personnel from 260 to 250. Reflected in this decrease and largely unaccountable for it was the return to the states of Captains Whitley and Adair and Lts. Rhodes, Coll,Kanatzar, McReynolds and Dare, all after approximately 18 months of service in the theater, and also the return to the states of nine enlisted men after 33 months of service the return of this large contingent help to revive faith in the existence of a rotation policy. Although apparently operating smoothly as regards pilots personnel, the squadron still has 18 enlisted men with from 24 to 32 months service. It is hoped that rotation will soon catch up with these deserving citizens. Also returned to the states on emergency furloughs or T/Sgt. M.G. Genes and Pfc. E.L.Johnson.

To new pilots were assigned to the squadron during the month 2Lts. Royal V. Heith, Jr.and Carol E. Cook, and we lost on a transferred to the hospital Lt. Milton after a long period of illness and convalescence.

2. Operations

Although October was the first complete month of operations at full strength in Myitkyina, it proved also to be the most active month in the Squadron’s history. Operations for the month are reflected in the following:

900 hours flown in combat patrols 560 sorties

1001 offensive combat hours flown 419 sorties, 181 tons bombs dropped 256,045 rounds of ammo

October’s figures show approximately a one third increase in almost all departments over the high of any previous month with the most significant figure being those of 919 sorties flown as compared to 660 in December 1943, 161 tons of bombs dropped against hundred and 518.5 tons in March and 256,045 rounds of 50 caliber ammunition expanded as against hundred 192,722 rounds in April. Generally speaking the weather was favorable to the increased operational activities of the squadron. At the same time the number of sorties flown looms large particularly because during this period the squadron had assigned to it an average of only 21 aircraft of which only 83% were in tactical commission during the month those figures are appreciably lower than for any other month during which the squadron was on a full combat operational basis. As regards maintenance however they are not comparable with those of any prior period of intense operational activity due to the change in type of aircraft assigned as well as the more rigorous operating conditions imposed principally by the runway.

Having priority over all other types of missions for the overlapping patrols run in the mission area, in addition planes of the squadron flew 419 offensive combat sorties which number was exceeded only during our operations in April and May, of this 419 sorties, 195 involved attacks against reported Jap supply and troop dispositions and fighter sweeps along the Burma Road and against enemy airdromes. Two of the principal targets hit were Man Wing and Meng Mao. In each case the 15 to 20 fire started the column of grayish black smoke and the observed secondary explosions testified to the fact that large concentrations of Jap stores had been hit. In both missions 325 pound landmines were used, each plane carrying two of these bombs. In the mission against Meng Mao four planes carried for the first time 500 lb. incendiary bombs, two to each plane and they were used with telling effect against the target.

Twenty-nine missions involving, 117 sorties, were run in close support of the troops of the British 36th division driving south down the Mandalay-Mogaung- Myitkyina rail line. A commendation addressed to units of the Tenth Air Force participating in these operations was received from Major General Festing, commanding, and a copy is annexed as appendix 41

The balance of the missions run, 19 in number and comprising 107 sorties, run against road bridges located on the main enemy supply lines to Bhamo and Salween Front. In all a total of 10 bridges were destroyed six of them being main bridges, three of them bypasses constructed near where the main bridge had been destroyed and one a reconstructed bridge. A map showing the location of the principal bridges hit with the exception of the one at Agu, together with pictures of certain of them is annexed as appendix 42. There can be little doubt but the destruction of these bridges including also the Hinlong bridge destroyed by planes of this squadron in an attack on September 23rd, has done much to disrupt the enemy lines of communication. This is apparent not only from the strategic locations but as well from the rapidity which the enemy has sought either to repair the bridges or constructed by passes to replace them.

In missions run against bridge targets by planes of this squadron prior to this month the dive bombing approach had been used almost exclusively. It was this method of attack with 500 lb general-purpose bombs, instantaneous settings, released from 1800 to 2000 feet above the target, that accounted for five of the bridges destroyed during the early part of this month. During the latter part of this month a glide approach to the target from 30 – 45 degrees was employed with the release being approximately 200 feet above the target. The same type of bombs were used but with 8 to 11 second delay fuses. Although sufficient experience with the glide approach has not yet been had, it is the general consensus of opinion that where the target permits, a glide approach produces a greater degree of accuracy particularly among less experienced pilots. To the extent that it has been used a closer bomb pattern has been obtained in greater consistency and accuracy noted

During the past two months the offensive operations of the squadron have been confined principally to the Bhamo area and the Burma Road south of Lungling. It is for this reason that particular pride maybe taken in the commendation from General Stillwell addressed generally to units of the 10th Air Force operating in this area a copy of this commendation is annexed as appendix 43

3. Contact with the enemy

Another month passed without any contact being made by our planes with enemy aircraft.

One and possibly two enemy aircraft, believed to have been the Army light bomber Lily, did conduct a surprise raid on the base at 1845 hrs. on October 27. Approaching the field with lights on, at an altitude of about 300 feet, the raiders swept the field fired short bursts forward and upon reaching the south end of the strip drop delayed fused fragmentation bombs and a few demolition bombs. The area feeling the impact of the attack was also our dispersal area. Two P-47’s sustained major damage when receiving a direct hit in the wing root and another a direct hit on the engine accessory section and in the wing gun bay, and three more suffered minor damage. There were no casualties among personnel as a result of this trade.

4. Awards and Decorations

During the month awards were made to pilots of the squadron as follows:

Second Oakleaf Cluster To The Distinguished Flying Cross

Major William S Harrell

Captain Charles G Whitley

Second Oak Leaf Cluster to the Air Medal

Captain Charles G Whitley

1st Lt. James F May, Jr.

1st Lt. Edward C O’Connor (Deceased)

1st Lt. Ralph E Rhodes

First Oak Leaf Cluster to the Distinguished Flying Cross

Captain Elbert R. McMillan Jr.

1st Lt. Sherry Dare f

1st Lt. Austin F Freeman

1st Lt. James F May Jr.

1st Lt. Ralph E Rhodes

First Oak Leaf Cluster to the Air Metal

1st Lt. Fred S Evans

1st Lt. Austin F Freeman

1st Lt. James P Maguire Jr.

1st Lt. Wharton E Moller

1st Lt. John Makar

2nd. Lt. Steven P Wheaton

Distinguished Flying Cross

Captain Alan P Rankin

1st. Lt. Hobart D Kanatzur

2nd. Lt. William M Cutler

2nd. Lt.Percy a Marshall

Air Medal

Captain Alan P Rankin

2nd. Lt. Donald P Maxwell

2nd Lt. John Mohr

A copy of the order confirming the above is annexed as appendix 44

In addition to the above awards Captain Donald A. Hansen who was killed in action in the operations in connection with the seizure of Myitkyina airdrome was awarded the Distinguished Flying Cross, posthumously, for heroism while participating in aerial flight. A copy of the citation confirming this award is annexed as appendix 45.

Mention is also made at this time of the particular commendation received by S Sergeant Alex F. Pytlak from Air Vice Marshall Weedon for his “valuable instruction and assistance to the R. A. F. in conjunction with the conversion of the Air Command Southeast Asia to the P-47 type aircraft. S/Sgt Pytlak spent considerable time on detached service with the British and the foregoing communication speaks well for the job he did. A copy of this commendation and related correspondence is annexed to appendix 46

5. Miscellaneous

During most of the month movies three times a week help to pass away the evenings. Also thrown in on one occasion was a USO show entitled “All Girl Review”. The raid on October 27 however appears to have put an end, at least temporarily, to all nightly gatherings. We are no longer enjoying the “flicks”, and for a time it also looked as if we might no longer enjoy the use of the recently installed electric lights. The thought of a blackout in the combat zone was more than most of us could take – that is all right for Mayor LaGuardia and civilians but not for Myitkyina. Present regulations however and still permit the use of lights and for that we are all grateful

Set up during the month and also used extensively has been hunting camp some 20 miles north of Myitkyina. Enthusiastic reports of fried chicken (jungle foul), fresh fish and other gourmet dishes trickle back to base but never any of the food itself. For less hardy individuals the forest camp at Shillong and a new one at Calcutta still function. Still another invitation has been the granting of 20 day furloughs to enlisted personnel, good for anywhere in India. It is time enlisted personnel were given such a break, and many of the men are taking advantage of it.

Promotions during the month were earned by Lts. Adair and Roylance to captains, and by 2nd Lts. Makar, Evans and Kanatzar to 1sts. Also 16 well-deserved promotions recorded the enlisted men

6.

It is with deep regret in the real sense of loss that we record the death on October 1 of Lieutenant John Matulavivz “Matool”, as he was known all in the squadron, ran off the end of the runway by taking off on a mission on September 30. At the time his plane was carrying wing tanks. Fire immediately broke out and although “ Matool” was able to get out of the plane he was severely burned and died of his injuries the following day in the Ledo hospital. An appropriate letter of condolence was sent to his next of kin and it is the Squadron’s wish that a copy of this letter be appended to this history as appendix number 47

The post XXI MYITKYINA – October 1944 appeared first on Burma Banshees.

Lt. John Matulavicz was a member of the 89th Fighter Squadron, the Burma Banshees. He flew over 100 missions and was awarded the Distinguished Flying Cross and the Air Medal with at least one Oak Leaf cluster. My father, Phil Adair, was very good friends with “Matool” as he was known and he spoke fondly of him, though he wouldn’t speak of the events that led to John’s death. He was the third bunkmate my dad lost. While I was usually pretty good at getting details out of him, he didn’t want to speak of this tragic event.

Lt. Matulavicz can

be seen in this photo as two flights of the 89th Fighter Squadron prepare for a mission in Burma.

Lt. Matulavicz is seen here with his buddy, Lt. Adair, perhaps this is his ship they are standing in front of. Could the name be Sarah?

From the Squadron Report: It is with deep regret in the real sense of loss that we record the death on October 1 of Lieutenant John Matulavicz “Matool”, as he was known all in the squadron, ran off the end of the runway by taking off on a mission on September 30. At the time his plane was carrying wing tanks. Fire immediately broke out and although “ Matool” was able to get out of the plane he was severely burned and died of his injuries the following day in the Ledo hospital. An appropriate letter of condolence was sent to his next of kin and it is the Squadron’s wish that a copy of this letter be appended to this history as appendix number 47.

Major Harrell’s heart-felt letter to Lt. Matulavicz’s parents:

My dear Mr. and Mrs. Matulavicz,

It is with sincere and deep regret that I write you of the tragic loss of your son, John Matulavicz, 1st Lt. Air Corps.

John died on 1 October 1944, as a result of a plane accident that occurred while he was taking off on a mission the previous day. The exact cause of the accident is not known. About all that can be said is that his plane failed to take to the air, ran off the runway and crashed.

I know that there is little I can say to atone for the loss which to you is irreparable but I could not do less than express to you my heart felt sympathy and that of the entire squadron of which John was a member.

John or “Matool ” as he was better known to all of us, came with the squadron just a year ago. During the time that he was with us he built for himself an enviable record of distinguished service which reflects not only the highest credit upon himself in the organization but also upon our air forces as a whole. Although of little consolation in your grief you may well be proud of his record and of his service to his country for which he gave his life he could not have done or given more.

In addition to his outstanding abilities as a pilot John has qualities of comradeship and good fellowship rarely found in many in such abundance. His always pleasing and engaging personality and the willingness and the cheerfulness with which he under took every task won him many true and fast friends among us. Each of these to whom his loss is so keenly felt, join with me in this humble tribute to him and sincere expression of sympathy to those who knew him best.

Very sincerely yours,

WILLIAM S. HARRELL

Major, Air Corps

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