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This file contains correspondence from President George H.W. Bush at the time of his service in the United States Navy during World War II.
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400240257
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Lou Grab Correspondence
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400240257
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Lou Grab Correspondence
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This file contains correspondence from President George H.W. Bush at the time of his service in the United States Navy during World War II.
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George H. W. Bush Papers
World War II Correspondence
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Originally Processed With FOIA(s):
FOIA Number:
S
2011-2184-F
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MARKER
This is not a textual record. This is used as an
administrative marker by the George Bush Presidential
Library Staff.
Record Group/Collection:
Donated Historical Materials
Collection/Office of Origin:
Bush, George H.W., Collection
Series:
Personal Papers
Subseries:
World War II Correspondence
OA/ID Number:
25833
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25833-011
Folder Title:
Lou Grab Correspondence
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G
35
1
1
2
PHOTOCOPY
GB HANDWRITING
From the desk of
George Bush
DON
-
OK
PHOTOCOPY
GB HANDWRITING
4 March 1997
Don Rhodes
10000 Memorial Drive
Suite 900
Houston, Texas 773024
Hi Don
This is the letter I called you about. Do with it what ever
seems best. Also enclosed is a sure cure for insomnia.
Regards,
lov
Lou Grab
BOSH
for Lops
File
PHOTOCOPY
GB HANDWRITING
Dear Lou,
Don Rhodes was in my office a minute ago bearing his copy of Flyboy.
I couldn't put it down -so many happy and sad memories came flooding back.
This is about the best piece I have seen written on our days aboard the San Jac. I am
often asked what it was like out there in the Pacific. I am sure you are, too. Your
Flyboy says it all.
Thanks so very much for sharing that and for sending along that letter which will be
a vital part of our archives. Some day you'll have to come see our Library -
hopefully on opening day -Nov. 6, 1997; but if that doesn't click for you come any
time.
Warmest personal regards,
an
PHOTOCOPY
GB HANDWRITING
H-Louic a but- CHART,
Your le The was exceedingly Fine
Gracie is a little Land 5 get along with with
at presents has then "hard noze" but it all
good well I'll 2tich this in the letter his
writing. He has Isld you about ow prospective
nice squadron, about Bull Boren, etc so. their
is little wft for - I bought a can
up here 0'41 Physmonth 2 door zedays-
a grand car it only the paint would
quit tlaking off. we propose to drive
to Maive is on wheever our need outfit
Famo -
Grozze I/C 1 woul That the 200ml has
gove to way, is not bad at all- in fact ;aside
from the local shit the idvidual equalions
Land out, it is pretty nice!
we have a Fore times and have
completed and are interent course (6 hops)
which gives up a "pink card" - that cutithes
you to tabe off it 2 guys are swoking cigars
on the duty alway - 1 a Far enj from
the master instrument card which
Melien had,
2.
PHOTOCOPY
GB HANDWRITING
Give my best to the Loopy one Tell him I
rally appreciated his letter of a wonth or two
ago. Tell 2ach a pan II want to must
has wife and tell Richy to give my best
To Marge Also if Richy on Rag need
"squaring" work with Em You 2 guys
are too est to get discouraged you loze
zight 55 the long range objective for which
we are string word with i'cm nite oday
It is a great Faching to note an
improvement Lo which you are 567 probible
Even as I write Gracie is beoide we as
physical proof (holes) - of couse he slips
into sixty outs every 20 often, but for
the most part my work has reaped its
neward And 20 my final word in -
"keep up the Fight - it Reg says cards
count 8 in casino and spades don't
count for 20ur owl poop - humor him
along and There DECK Him /- the kid'll
leaver.
Rumor has it we may go to Last
me but 20 miles from
heaven this it we're there That
for
PHOTOCOPY
GB HANDWRITING
long. You
Your 3 arpper record be a = "dogger"
it a only has The Croez D/ A. Medal
and was in the Lex Air Soup-
well, GIVE my best = "Hot Connie"
and "Hot Pamela"- keep that old FHA
home five burning -
well zend you our address when it
is definite arlive we go-
aswers
beonge
PHOTOCOPY
GB HANDWRITING
FL YBO Y
by
Lou Grab
A Torpedo Squadron 51 Pilot
GRO/
PHOTOCOPY
GB HANDWRITING
THE NAVY FLYING CAREER OF LOU GRAB
This is an autobiographical review
of my flying days which originated
in November of 1941 when I signed
up for civilian pilot training, and
ended when I left the service in
September of 1945. My huge
scrapbook which was mainly put
together in 1946, accounts for my
incredible memory. I am especially
grateful to my daughter, Kathleen
Grab, for her editing skills.
George Bush and I became classmates
in June of 1943. We went on to
become original squadron members of
Torpedo Squadron 51, and we flew
together until November of 1944.
He went home to marry Barbara, and
I went home to marry Connie.
CALL TO ARMS
PHOTOCOPY
GB HANDWRITING
On December 7, 1941, I had turned nineteen in November, I was in my
second year at Sacramento Junior College, a happy fraternity
member, a proud owner of a good Model A, a wearer of nice clothes,
earning spending money working at my Dad's service station, and
also looking forward to learning to fly. A friend, Mel Hayes, who
would later be best man at my wedding, had gotten me to join his
fraternity, Omega Alpha Kappa, OAK. Big band music had just been
enhanced by a new tune, Glenn Miller's String Of Pearls.
Fraternity dances were popular on weekends.
The previous years of working had imbued me with a. bit of business
acumen, and I assumed I would someday be a businessman. I had
completed accounting classes and other business-like subjects.
Another friend, Bob Barr, whom I had known since we were in the
sixth grade, convinced me I should enroll in the civilian pilot
training program offered at the college. Bob had a strong interest
in aviation, and went on to have a long and enjoyable private
flying career.
My Dad's little neighborhood store and service station was a
gathering place for our neighborhood, called Sutterville Heights.
Our business was known as the Sutterville Service Station. Our
customers were represented by long established families, including
a few Japanese families such as the Yakotas, the Yasudas, and the
Hamamotos. Goro Yasuda was my age and a good friend.
The Japanese attack on Pearl Harbor caused everyone to suddenly
change one's focus on the future. We were at war. But the draft
board [Selective Service] wasn't calling up nineteen year olds, and
I had really been looking forward to learning to fly. I continued
with my current activities.
The government decided to impose a ban on private flying within 150.
miles of the coast. This caused the college to have to alter our
class schedules. We met our regular class requirements while
attending classes Monday through Thursday, and on Thursday evenings
we would board a school bus bound for Truckee. Friday through
Sunday was devoted to flying. This changed my weekend activities
considerably.
At first, flight operations at Truckee were limited. We were
expected to fly planes equipped with skis because of the snow.
Landing with skis was difficult for our instructors, let alone the
students, SO more planes than normal required repairs. None the
less, Bob Barr and I went on to successfully complete the ground
school at the college and the flight school at Truckee. As a
result, we earned our private pilot licenses which were good until
revoked, and I don't think they ever were.
1
PHOTOCOPY
GB HANDWRITING
In the meantime, Japanese families were relocated to places that
were at least 150 miles from the coast. One of my Japanese friends
gave me his deer rifle to keep for him, but the Sheriff made me
turn it in.
The country had become totally emersed in the war effort. Everyone
had to decide on a means of helping to win the war. The prospect
of my ever flying off a carrier seemed to me to be out of reach,
but worth a try. The Navy required two years of college; my Junior
College time met that requirement. So, on June 2, 1942, with my
Dad's permission and two letters of recommendation, I went to the
Navy recruiting office located in the Sacramento main post office.
The local recruiting office arranged for me to go by train and
ferry to the Naval Aviation recruiting office located in the Ferry
Building in San Francisco. I passed all the tests, barely getting
through hearing screening. I returned to Sacramento, a Seaman
Second Class, with orders to Brigham Young University, and to
complete the Secondary Civilian Pilot Training Program.
A short time later, the Navy made rating and program changes.
Seaman Second ratings were changed to Naval Aviation Cadet, and the
flight training program was changed to the Naval Aviation Cadet
Training Program. This was called the V-5 program. I proudly wore
a V-5 lapel pin and actively encouraged my friends to enlist in V-
5.
2
PHOTOCOPY
GB HANDWRITING
FROM CIVILIAN TO G.I.
I drove my Model A to Provo where I stayed in a dormitory at the
University. We flew Travelairs at a small airport just south of
town. It took about ten weeks to complete the program. All the
people in the class were members of the V-5 program. We had a
great time at Provo. The instructors wanted us to do well, and the
local people were also interested in our progress. Those of us in
the program were getting anxious to be involved in active Navy
duty. I think each of us passed everything.
I drove back to Sacramento, and after a short stay at home, I
reported to St Mary's Pre-Flight School in Maraga, California. The
program there was a cut above the traditional Navy Boot Camp. We
began with Immunization shots, had close hair cuts, were issued
uniforms and athletic gear, and were on the receiving end of much
instruction about the right way, the only way; the Navy way. We
marched everywhere we went. We drilled quite a bit, but there was
a very heavy emphasis on physical fitness. More people probably
left because they couldn't meet fitness requirements than for any
other reason. We also acquired a whole new vocabulary which
included such words as bulkhead, head, port, starboard, fore, aft,
etc.
We ran the obstacle course. We climbed ropes, and cargo nets. We
had boxing instruction as well as hand to hand self-defense
instruction. I had played football in high school, and decided to
elect football as my intramural sport. I wasn't much in high
school, but in Pre-Flight I wasn't half bad. Classroom instruction
included Navy regulations, Navy history, and plane and ship
recognition drills.
Toward the end of our two months stay we were invited to attend a
tea dance at nearby Mills College. Even though Sacramento wasn't
far away there just wasn't free time to go home. My foster mother,
Mom Wiseman, came to visit me on a Sunday afternoon. She brought
a batch of chocolate chip cookies. Two months at St. Mary's seemed
like an eternity, but I managed to pass all the requirements. The
Navy swim card was the most difficult objective for me to obtain.
Treading water for five minutes was next to impossible.
3
PHOTOCOPY
GB HANDWRITING
FROM BOOT CAMP TO E BASE
Livermore Naval Air Station was a Primary Flight Training Base.
Previously, this kind of facility was called an Elimination Base,
or "E" Base. The goal had been to eliminate all trainees who were
not good at flying. I felt that removal of the negative label
hadn't changed much, but then I was in no position to make a
comparison. Instructors gave you an "up" or a "down", and it
seemed to me that some instructors had reputations supporting up or
down attitudes. Cadets did wash out. My Civilian Pilot Training
(CPT) experience really paid off. Because the war was going on
during the time we were enrolled in CPT, instructors made an extra
effort to get us ready for military flying. They knew we weren't
going to be flying Piper Cubs on weekend cross country trips.
Discipline in general was not as rigid as it had been at St.
Mary's. Ground school required good study skills and navigation
was stressed. Physical fitness was also all important.
One day a torpedo bomber (a TBF) flew in to Livermore and parked on
the flight line among the Stearman Yellow Perils. The TBF is 40
feet long, 16 feet high, and it has a wing span of 52 feet. The
Stearman, a biplane, has a wing span of 32 feet. I was impressed,
and after spending some time examining that huge machine, I decided
that I wanted to be a TBF pilot. That's the plane I would ask to
fly, if the time came when the question was asked.
After successfully completing Primary Flight Training, which took
about eight weeks, I was given orders to report to the Corpus
Christi Naval Air Station. I had my Model A parked outside
Livermore, so I drove home to see my Dad and my sister. I also saw
my foster parents, Mom and Pop Wiseman, and I had a date or two
with Connie West who lived next door to Mom and Pop. At this time
I made a very big mistake. I decided I would not be stationed
anyplace where my Modle A would be available to me. So, I had my
Dad sell it.
4
PHOTOCOPY
GB HANDWRITING
WINGS OF GOLD
The train from Sacramento to Corpus Christi took forever. Crossing
the lower southwest part of the country was very slow going. The
railroads gave track priority to trains other than the one I was
on, which was part of the war situation.
Cadet life was an improvement at the Corpus Christi Naval Air
Station. We still had to drill, pass inspections, and work on
physical fitness. Washing out was always a concern; but, in
general, things were better. Sandy Gumm, a former Sacramento
Junior College classmate, and I would buy an extra large Hershey
bar, skip evening chow, and attend the base movie theater every
time the feature changed. We all generally felt much closer to
graduation.
We flew SNV's in Basic Training at Cabanass Field. The SNV was a
Basic trainer for the Army as well as the Navy, manufactured by the
Vultee Corporation; hence, the "V" designation, for Vultee. This
plane had a top speed of 180 miles per hour.
Advanced training was great. We flew SNJ's with their retractable
landing gear and excellent flight characteristics.
The SNJ was
manufactured by the North American Corporation. It was high
powered and very fast. In fact, it was not uncommon for fighter
trainees to win their wings and report to operational training, and
the planes flown would be SNJ's. Advanced training for cadets was
conducted at Waldron Field and later instrument instruction was
conducted at the main station. We also had instrument flying
instruction in Link trainers, in conjunction with instrument flight
in SNJ's.
May was kind of a culminating month. We proceeded to check out in
all the ground school and flight school requirements, and we
ordered our officer uniforms from a selling company located on base
in the Cadet Recreation Mess building. I went all out. I ordered
Blues, Whites, Khakis, and Greens. Every day brought us closer to
learning where our next station would be.
June 9, 1943, was graduation day. We marched to the presentations
accompanied by a real live Navy band, which played Anchors Aweigh
and Wild Blue Yonder. I won my wings of gold, and I received
orders to the Ft. Lauderdale Naval Air Station, where I was to
learn to fly the TBF. Former President George Bush, whom I did not
know at the time, was in the same graduating class, and he also
received orders to Lauderdale. He was eighteen on graduation day
and his nineteenth birthday was a few days later. It was not
common knowledge at the time, but he had the distinction of being
the youngest pilot in the Navy.
5
PHOTOCOPY
GB HANDWRITING
THE AVENGER
Two other ensigns and I went by train across the rest of the United
States, stopping at New Orleans, prior to reporting in to the Ft.
Lauderdale Naval Air Station. I was assigned to Flight 44, which
was composed of ten pilots and crewmen trainees. George Bush was
also one of the ten pilots assigned to Flight 44.
Our instructor was Tex Ellison who had just returned from combat in
the Pacific. After we had plane familiarization in ground school,
Tex stood on the wing and made sure each of us knew enough to solo.
After a few take offs and landings our experiences expanded to
include bombing flights over Lake Okeechobee, navigation over the
Atlantic, formation practice, gunnery runs on a towed sleeve, and
night flying. All of this was orchestrated by Tex Ellison.
In ground school, we continued to do the same kinds of things we
had been doing at Corpus, except that everything had to do with the
TBF. Survival training and navigation were stressed. Physical
fitness turned out to be going to the beach to swim.
A tragedy occurred which shocked all of us. We had all gone
through the ground school pressure chamber, learning about the
importance of the use of oxygen at high altitude. Each pilot then
took a flight to 20,000 feet to experience changes in the
characteristics of the TBF and to use oxygen. One plane returned
with a crewman who had died from lack of oxygen.
We lived in the Junior Bachelor Officers Quarters (JBOQ) Life was
now truly a cut above that of a cadet. The JBOQ building has
recently been demolished, but a whole room was saved. It is to be
installed in what was the Link Trainer building, and it will be
known as the George Bush Room.
The TBF was manufactured by the Grumman Corporation and first
became operational about the time of the Japanese attack on Pearl
Harbor. The manufacturer suggested the plane be given the name
Avenger and the Navy concurred. The base paper at Ft. Lauderdale
was called The Avenger. Eventually, production of the TBF was
turned over to General Motors Corporation and the plane's
designation was changed to TBM. Same plane, same name, different
Navy designation.
6
PHOTOCOPY
GB HANDWRITING
Two months at Ft. Lauderdale went by real fast. From there we had
an overnight train trip to the Carrier Air Training Unit in
Glenview, Illinois, where we were to do carrier landing
qualifications. After a few days of field carrier landing practice
with a landing signal officer, we flew out to the USS Sayble,
located on Lake Michigan and made five daylight landings. Our
final experience was to make two landings on the Sayble at night.
I had quite a surprise.
After my first night landing, the deck crew rolled my plane back to
the aft part of the deck for a take off. I went to full throttle
with my brakes on until I had a signal to take off. I went down
the deck attempting a take off. Suddenly I found myself stopped at
the bow at full throttle, going nowhere. The tailhook had dropped
down and latched on to one of the deck cables. I took off and
returned to make my second landing.
It isn't any wonder that, today, the bottom of Lake Michigan is a
great source of restorable Navy WW II planes.
After qualifying, many carrier pilots were sent directly West to
replacement pools, to replenish combat losses all over the Pacific.
Looking back, I am SO glad I was sent to the East Coast to join a
brand new small squadron with it's good leadership and to have
belonged to a new air group on a brand new ship. This additional
training made us all better at what we did.
This TBF trained, carrier qualified ensign, was given leave from
Glenview and ordered to report after leave, to the Norfolk Naval
Air Station. I went by train to Sacramento, visited with my Dad,
my sister, and Mom and Pop, and had a few dates with Connie.
7
PHOTOCOPY
GB HANDWRITING
TORPEDO SQUADRON 51
After another trip across the nation, I reported to the Duty
Officer at the Norfolk Naval Air Station on September 22, 1943. I
was assigned to Composite Squadron 51, or VC 51. This was to have
been a squadron consisting of nine TBF's, nine SBD's, and twelve
F6F's. The planes and the crews of the TBF's and the SBD's moved
from Norfolk to the Chincoteague Naval Air Station on September 27.
The F6F's went elsewhere to train. The TBF's and the SBD's trained
for about a week, when we learned that our organization had been
changed. The SBD's were sent elsewhere. The SBD was a good dive
bomber. In fact, Bill Mooney, a dive bomber pilot who stayed with
us as a fighter pilot, gave me a ride in an SBD. It was quite a
thrill. He opened the dive brakes and dove the plane almost
completely vertical. The nine TBF's became Torpedo Squadron 51, or
VT 51, and we became part of Air Group 51. The Air Group now
included twenty-four F6F's and nine TBF's.
The skipper of Torpedo Squadron 51 was Lieutenant Commander Don
Melvin. He was a skilled pilot, with good knowledge about aerial
tactics, and an aeronautical engineer in his own right. He
followed a Navy curriculum and he taught us a great deal over and
above Navy requirements. Our Executive Officer was Lieutenant
Legare Hole who was a very good pilot and well liked. He was a
good role model for the eight boot ensigns in the squadron.
Another lieutenant was Dick Houle, a transfer from instructor duty.
When we flew wing on him while flying over the Chesapeake, we could
usually look forward to returning to the base flying about ten feet
off the water. Lieutenant Junior Grade Dick. Plaisted, another
pilot, had served briefly aboard the USS Monterey, a CVL. Ensign
Moose Nemsak had more service time than the other ensigns. George
Bush was one of the eight ensigns, as was Stan Butchart. Butch and
I become acquainted at St Mary's.
We became roommates, at
Chincoteague, which continued until we left active duty. We had an
Administrative Officer, Bush Daniels, an Ordinance Officer, Ted
White, and an Air Intelligence Officer, Ross Allen. We also shared
a flight surgeon, Dr. Battenfield, with the fighter squadron. The
enlisted compliment included three Petty Officers, thirty-nine Air
Crewmen, one Yeoman, and we shared a parachute rigger, Sayers, with
the fighters.
VT 51 had exclusive use of the Chincoteague Base. While there, we
flew to the Philadelphia Navy Yard, to attend the commissioning
ceremonies of the Uss San Jacinto which was to be our ship. We
remained at Chincoteague until January except for short stays at
Hyannis and Charlestown.
8
PHOTOCOPY
GB HANDWRITING
We went to Hyannis Naval Air Station to learn how to drop
torpedoes. Each pilot made four live drops. We went from Hyannis
to the Charlestown Naval Air Station for gunnery practice and live
bomb drops. The TBF has two fifty caliber guns in the wings, and
we made firing runs on a towed sleeve.
The fighter squadron joined us at Charlestown to practice making
coordinated attacks. The San Jacinto was operating in the
Chesapeake and we made our practice attacks on it.
Ralph Bagwell, the ship's Landing Signal Officer joined us at
Chincoteague where he worked with us as we practiced making field
carrier landings. We did this especially when the ceilings were SO
low we couldn't do anything else. George Bush washed out a TBF
while practicing field carrier landings.
The loss of our own combat planes was a common occurrence in all
air groups. We returned from the Pacific with only one torpedo
pilot not having actually lost a TBF. That was Stan Butchart. On
the other hand, he came back from a strike with one side of the
tail horizontal stabilizer shot off. To this day, I tell Nat
Adams, a VF 51 fighter pilot, that the Japanese Government should
recognize him as some kind of an Ace. He lost five F6F's. I
remember a combat situation when one of the big carriers had taken
a bomb hit and there was no way they could bring their planes
aboard. The Admiral told the Captain of the San Jacinto to take
the planes aboard no matter what. Our deck crew lined up six F6F's
and pushed each of them off the fantail to make room for the other
carrier's planes. While they were being rolled aft, a mechanic
removed a clock from one of the cockpits. He gave it to me and I
still have it.
Skipper Melvin instilled a strong sense of pride in our formation
flying. This was especially true when we approached the task force
to land. We always looked good and we always had an exact interval
in the landing circle SO that our landings took a minimum amount of
time. We also made all our take offs in a steady climb. It would
have been sloppy flying to dip down after leaving the bow.
The Air Group went aboard the San Jacinto at the Norfolk Navy Base
in January. Our Chincoteague days were over. We had worked hard
together, but we also had enjoyed leaves in New York, as well as
local liberty in towns like Pocamoke and Salisbury. Stan Butchart
met his wife, Miriam, in Salisbury. My twenty-first birthday
occurred on November 19th, and Connie sent a telegram. Tom Burns
and Andy Barbera became my regular crewmen and they flew with me
until I left the Navy. Tom was the radioman, and Andy was the
service. turret gunner. I will always be grateful for their loyalty and
9
PHOTOCOPY
GB HANDWRITING
THE USS SAN JACINTO
The San Jacinto was one of nine ships in the Independence Class.
It was a converted light cruiser with the ship designation and
number, CVL 30. At the time of the attack on Pearl Harbor, the
Navy had nine light cruisers under construction. Carriers were
needed more, so construction was redirected and the light cruisers
became carriers. The first one was the USS Independence. The
number of people required to operate the ship was about 1500. Add
an air group to that and a full complement for each CVL came to
about 1700.
The people of Texas over subscribed in war bond drives intended to
raise enough money to replace the cruiser Houston which had been
sunk. The Navy responded by naming a CVL the USS San Jacinto. In
fact, the Texas flag was flown aboard the San Jacinto.
CVL's turned out to be hard working and very successful ships.
They were not unlike destroyers who seemed to be doing all kinds of
extra tasks larger ships were too big to do as well. CVL's were
often called upon to do more than the larger more cumbersome
carriers. Pilots flew more. All of the original air group pilots
returned from the Pacific with well over 100 carrier landings
aboard the San Jacinto. Stan Butchart had about 140 and I had 130.
Incidently, every time a pilot made the ship's 1000th landing, a
large cake was made, and the pilot who made the landing cut the
cake after dinner in the ward room. Jack Guy made landing number
1000, and Stan Butchart made landing number 2000.
Life while at sea wasn't bad. The torpedo squadron went to general
quarters in the after ready room every evening, and otherwise when
called. All the officers and enlisted men showed up ready to fly.
Seating was by rank from the front of the room to the rear. When
secured from general quarters and not involved in flying, time was
mostly one's own. We played cards and Acey Ducy, and listened to
big band recordings in the ward room. There was always coffee
available as well as the makings for toast with butter and jam.
The stateroom I shared with Stan Butchart was not crowded, and we
each had a desk where we could write letters, censor enlisted men's
mail, read, or work on crafts such as making shell jewelry. Ward
room food was served to us at tables covered with white table
cloths and set with plates and a full array of silverware. The
food was excellent; most often it consisted of things rationed at
home. There was a ship's ice cream store where we could obtain a
sundae which was called a gedunk. There was also a barber shop.
10
PHOTOCOPY
GB HANDWRITING
The ship's chaplin's office published a daily newspaper called the
San Jac Sun, which came complete with world news, sport's scores,
news about things happening on the ship, and cartoons and jokes.
Medical services were as you would imagine, first rate. Skilled
people were in abundance, SO having personal items repaired was
never a problem. Our parachute rigger, who's name was Sayer, made
each pilot a metal knee strap-on note pad holder which was very
useful when flying. He also made extra canvas parachute bags which
were very useful when we moved from one air station to another. I
still have my knee pad holder and a parachute bag.
When the task force retired to a safe anchorage or atoll for
provisions; we went ashore to swim, to hunt for sea shells, and to
enjoy our ration of two beers. In the evenings, we saw the latest
movies, which were shown on the hangar deck. The picture,
Casablanca, set us all to singing strange versions of, "Oh, you
must remember this, Sam, a kiss is but a kiss " We also enjoyed
playing volley ball in the lowered forward flight deck elevator.
George Bush and Jack Guy were good at spiking the ball. VT-51
pilot, Francis Waters, organized a ship's band which really had a
great big band sound when they played for us on the hangar deck.
Francis played the trombone and resembled Tommy Dorsey. We all
called him Tom. Jack Guy played base, and Bill Joyce, an air
crewman, played the drums. He later played professionally.
When the San Jac was brand new and her crew had just gone on board,
the ship sailed on the Chesapeake Bay until time to go on a
scheduled shake down cruise. The cruise was to be about a month's
duration in a relatively peaceful area SO that the crew could gain
experience working together and get ready to join the fleet. The
air group went aboard the San Jac at Norfolk Naval Base, for the
shake down cruise which took us to Port of Spain, Trinidad. We did
a lot of flying; not without mishaps. I crashed into the barriers
when I failed to get the throttle all the way back. Dick
Lazzarevich, a fighter pilot, landed on the forward elevator after
bouncing over the barriers. Jack Guy and Dick Houle made water
landings because of engine failures. After experiencing take offs
which brought our torpedo planes close to touching the water,
skipper Melvin decided that all of our take offs, in the future,
would be by catapult.
Our stay in Trinidad was highlighted by the enjoyment of Planter's
Punch at the Macqueripe Officer's Club and an evening of Calypso
music. Five torpedo squadron ensigns took a four passenger taxi to
a home where local people sang Calypso songs. Jim Wykes sat on the
floor of the cab SO the driver would take all five of us. George
Bush, Lou Grab, and Stan Butchart sat in seats. I can't remember
who the fifth person was. I do remember that the five of us
returned to the ship to annoy as many shipmates as possible with
our off-key self-styled Calypso singing.
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The air group had acquired valued extra training by going on the
shake down cruise. The ship returned to the Philadelphia Navy Yard
from the shake down cruise. The air group flew to the Norfolk
Naval Air Station and while there, each pilot qualified aboard the
USS Charger by making two night carrier landings. Captain Martin,
the captain of the San Jacinto, had some reservations about the
performance of the air group on the shake down cruise. I felt he
was wrong, and over time we became a respected contingent.
The San Jacinto went on to earn the Presidential Unit Citation for
its victorious accomplishments. Each member of the ship's company,
as well as the air group received a copy of the citation, a letter
of congratulations from the Secretary of the Navy, and a small
ribbon to add to one's breast collection.
The success of the ship's air groups was proudly displayed on the
bulkhead below the bridge in the form of painted planes and ships
to indicate the numbers destroyed.
When Torpedo Squadron 51 went on board the ship, we had developed
into a self reliant unit. Each of us had an intimate awareness of
each other's flying abilities, likes, dislikes, and other
idiosyncracies. We could easily talk back and forth while flying
and while maintaining complete radio silence. Our hand signals and
gestures were rather good. We each had nicknames, and we
constantly related to. each other as members of a team. Flying
together had become a way of life. I suspect that we probably
caused a few of the ship's officers to have hidden desires to take
their ship off to war without these flyboys who had suddenly been
thrown in with the ship's company. We did not change. We probably
bonded even stronger. Over time everyone acquired a great amount
of respect for each other and to the commitment we all had to win
a war.
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FLYBOY AT WAR
On March 6, 1944, the San Jacinto sailed from the Norfolk Naval
Base for the Canal Zone and subsequently to San Diego. The noon
meal, which we ate as we left the dock, was spaghetti and meat
balls. As we entered the Atlantic, we encountered rough water.
Virtually everyone had some degree of sea sickness. It's crude,
but true, to say we had a complete puke-up fore and aft. We had a
brief liberty in Panama where I acquired Chanel #5 and silk hose,
which I sent to Connie.
Moose Nemsak left the ship at San Diego, and was replaced by Milt
Moore. We called him Gracie after the comedienne, Gracie Moore.
After liberty in San Diego, we sailed for Pearl Harbor with a full
load of planes, which the San Jacinto ferried to Pearl. The Air
Group just went along for the ride. On this trip we had Easter
services. The order of worship included the hymn, Eternal Father
Strong to Save, which chokes me up a little bit every time I hear
it.
Upon arrival at Pearl Harbor, the squadron was sent to the Kaneoe
Naval Air Station, where we practiced gunnery and bombing. The
ship conducted maneuvers with the USS Essex. The squadron spent
two days participating with the carriers. George Bush and I swam
at a beach guarded with barbed wire. We thought the wire was to
keep the enemy away, but, in reality, the wire was to keep people
from swimming in a treacherous place.
On May 2, 1944, our training days had come to an end. We sailed
from Pearl Harbor to join the fleet at the Majuro Harbor. Buster
Kilpatrick had replaced Ross Allen as our Air Intelligence Officer.
The Air Group 51 planes were identified by a large X on the tail.
I began my combat flying by flying anti-submarine patrols off and
on during about eight days early in May. This was called ASP, and
it required three TBM's, each flying in a separate area, out ahead
of the task force, armed with four 500 pound depth charges. On May
15th, Jim Wykes failed to return from an anti-submarine patrol.
This really grieved us, and it enhanced our anger at the enemy for
starting this war. We had now lost three friends.
I saw action on May 19th. We conducted searches in two plane
teams; an F6F and a TBM. We flew to within about 1000 miles from
Japan, looking for sampans or picket boats which we suspected were
sending messages home about our fleet operations. My team found a
small trawler which the fighter strafed with his six 50 caliber
guns, and I dropped several 100 pound bombs. It was a very minor
activity, but the fleet PR people had revealed it to the press.
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The Sacramento Bee printed an article, Capital Airman Raids Marcus.
The article states that we bombed Marcus Island for two days and
sunk a small trawler, and that our flights had taken us closer to
Japan than anyone since the Doolittle raid.
Prior to every strike, Buster Kilpatrick briefed us about our
targets. We were often provided with reconnaissance photos and
small maps, which we carried in our chart boards on the plane.
Buster also supplied us with maps, made of silk, which showed the
currents at the target area. He also gave us the locations of
rescue submarines. Skipper Melvin described the tactics and the
way we were to join up to return to the task force after making our
bomb runs.
We saw our first real action early in June when we bombed Siapan
prior to the invasion. After making pre-dawn take offs, we arrived
at the target area and were welcomed with heavy anti-aircraft fire.
There were the usual puffs of smoke, but because of the semi-
darkness tracers were much in evidence. After we had dropped our
bombs and returned to the ready room we were all very excited at
having had a real baptismal of fire. I flew twenty-four flights in
June, which included fourteen ASP's and nine strikes. I bombed
Siapan five times, Guam two times, and Rota once.
The skipper and Jack Guy were the only two pilots who were able to
participate in the First Philippine Sea Battle on June 19, 1944.
The rest of our planes were. involved in other flights. I was out
on ASP. The hour was late when the skipper and Jack took off,
which meant that they would be returning after dark. They did a
good job of bombing, which earned each of them a Navy Cross. When
the planes returned, the Admiral had the ships turn on their
lights, breaking the ordinary blackout requirement. The returning
pilots were very low on fuel, and they were told to land on the
first available carrier. Jack and the skipper managed to land
aboard the San Jacinto. Jack Cochrane, who had been in Flight 44,
also landed on our ship and spent the night on a cot in our
stateroom. The next morning when he flew back to his ship, a large
carrier, he made his first ever catapult take off. A Japanese
plane entered our landing pattern and attempted to land, but Ralph
Bagwell gave him a wave off. That led to all kinds of speculation
as to what ever became of him.
Al Warta, one of our fighter pilots, had a brother in the Marines
who went ashore as part of the invasion of Siapan. As soon as the
air field was taken, Al landed and saw his brother. Al returned
with a whole lot of Japanese money which he shared with all of us.
We all had a great admiration for the fighting the Marines were
doing. They would do an invasion, retire somewhere for R & R, and
then invade again at some other enemy stronghold. We were lucky;
we lived at the other end of the cleanliness spectrum and were able
to take showers every day.
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We participated in support of the Mariannas Occupation which took
place from July 17th to July 23rd. The Marianna's Turkey Shoot was
a great day for our fighter pilots. This was the day the enemy
assembled a large air strike force and headed for our task force.
As it turned out, the enemy was poorly organized, but with very
real intentions. We destroyed virtually every one of their planes.
The number of planes destroyed that day was outrageous.
The huge fleet of ships was really something to see, and when we
went on strikes we joined up with other air groups. The numbers of
planes was in the hundreds. Our fighters always flew air cover
over us when we went on strikes. They had to weave back and forth
because we were climbing for altitude. They would kid us about
going slow, and we would tell them they needed to stay with us
because our navigation was more reliable than theirs and without us
they couldn't make it back to the ship. We would approach our
target at about 14000 feet and try to be in position to attack from
out of the sun. The fighters would make a strafing run firing
their six 50 calibre guns. At the same time we would push over to
gain speed and then we would dive right behind the fighters and
drop our bomb load. We then joined up on our lead plane, rejoined
the larger group, and returned to our respective carriers. The
task force would turn into the wind, have 35 knots of wind across
the deck, and bring us aboard.
July was mostly a Guam month. I flew three strikes on Guam and
several ASP's in the area, near the end of the month I had two
strikes on Palau. At month's end I had flown thirteen ASP's and
five strikes. I had also flown a round trip to the USS Hornet to
pick up a replacement person. On July 27th, we lost Dick Houle and
his crew when he had a strike on Palau. Dick was SO likable, this
was friends. a terrible loss for all of us. Again we had lost three good
Some ASP's lasted over four hours. We sat on a parachute. On top
of the chute was a survival packet, containing a supply of canned
water and a one man life raft. Those water cans could become
mighty uncomfortable. Each of us also had his own parachute
harness which had a survival backpack in it. This contained C
rations, and a machete among other things. The backpack was not
uncomfortable. We clipped it to the parachute every time we
climbed into the cockpit. I still have my machete.
Most of our mail was delivered when we retired to a safe atoll. A
good sized letter arrived for me from my Dad which really was an
emotional surprise. My Dad had asked several of his regular
customers to send me a note. He gathered all their letters
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PHOTOCOPY
GB HANDWRITING
together and sent them off to me. I still have those letters and,
to this day, I get a little emotional thinking how nice those
people were.
Each of the torpedo pilots experienced at least one ride in a
breaches buoy. This included those who made water landings, and
were rescued by a destroyer. A destroyer would sail parallel to
and along side of the San Jacinto, while a harpoon-like gun sent a
light line from the hanger deck across the destroyer. The light
line was then used to connect the two ships with a heavy line. A
canvas bag with a pulley on it was then used to transport people
and things back and forth between the ships. This was called a
breaches buoy, Some bags had holes for legs to hang out, and
others were just bags.
I rode a breaches buoy when I went from the San Jacinto to a
destroyer, and when I went from the destroyer to the USS Steamer
Bay, a Jeep carrier. I returned to the San Jacinto with a
replacement plane and a replacement radioman whose name was Joe
Reichert. After I had parked the plane, the plane captain opened
the tunnel door and said to Joe, "Welcome to the San Jacinto."
Today, Joe tells this story, and he says he knew he was on a
friendly ship.
I had an unusual ASP. I had just taken off to go on station ahead
of the task force when the ship's Combat Information Center (CIC)
sent me behind the task force to circle over a destroyer which had
found a submarine. I spent the next three hours circling and
giving information to the destroyer about what I observed. The
destroyer succeeded in sinking the sub, and relieved me to return
to the task force. Meanwhile, the task force had sailed off over
the horizon to a location unknown to me. I was lost. I turned on
my identification signal, IFF, and the ship sent a fighter out to
lead me back to the carrier. I heard it from the fighter pilots
about how a hot shot torpedo pilot should know how to navigate.
Dick Plaisted was on ASP when a Japanese Jill flew by below him
real close to the water. He pushed his nose over and fired away at
him until he ran out of ammo. At the same time, one of our
fighters blazed away with all his guns, and the plane was shot
down. The two pilots shared in the shoot down. Every time we flew
ASP, our fighters also flew Combat Air Patrol (CAP).
The decline in the quality of Japanese pilots eventually led to
desperate measures. Kamikaze pilots began to attack, usually a few
planes at a time. Our combat air patrols couldn't always shoot
them down and those who penetrated our anti-aircraft really did
some damage. When they were able to dive on our ships, they
appeared to be headed directly at you. The San Jacinto had a near
miss just off the bow. No damage was done, but small pieces of
plane and a couple of fingers littered the flight deck.
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PHOTOCOPY
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August was restful. I flew eight ASP's and did not fly any
strikes. On the other hand, September was something else. I flew
seventeen flights and ten of those were strikes. Early on, we were
making strikes on the Bonin Islands, and on September 2nd, George
Bush was hit while making a bomb run on Chi Chi Jima. He had to
bail out and neither crewman survived. George got into his life
raft and was rescued by the submarine, USS Finback. Ted White, our
ordinance officer, was his gunner. Ted had done a great job making
sure we took off with proper ordinance, and everyone thought a lot
of him. John Delaney, George's radioman, was a well-liked air
crewman. George was distressed, but perhaps the long period of
time on the submarine was a time of release for him.
We bombed the hell out of Palau. I flew seven strikes on targets
on Palau from the 12th to the 18th. On September 15th, 1944, we
lost Francis Waters and his crew in action over Palau. This loss
was deeply felt throughout the ship because Tommy Water's band was
well-liked. Three more friends were gone.
On the 20th of September, we crossed the equator. Everyone on the
ship was involved in the activities. There was no choice.
Pollywogs had to do the bidding of the Shellbacks. The San Jac Sun
published articles about each day's activities as we approached the
crossing. There was harmless hazing, and everyone had a good
experience. When we crossed the equator all the Pollywogs became
certified Shellbacks. I still have my Shellback certificate. I'm
not sure, but I think George missed out on this, and that he
rejoined us a short time later. On the other hand, George Bush
became a member of the Caterpillar Club, which is only for people
who make successful parachute jumps.
September 23, 1944, was the first birthday of Torpedo Squadron 51.
I have the edition of the San Jac Sun published on that day. It
does us proud, and I was impressed with it's cartoons about the
birthday.
October was kind of a grand finale. The invasion of Leyte was
underway in the Philippines when the Japanese fleet decided to show
up nearby. We went to general quarters and stayed that way all
day. This had an adverse impact on our eating habits, because the
people who prepared the meals were at their battle stations. Lunch
was probably K rations. I dropped one torpedo in the morning and
another one in the afternoon. Dick Plaisted did the same, except
that he found it harder to return to the carrier. On his afternoon
run his plane was hit, and he was forced to land in the drink.
Dick and his radioman, Wendall Tomes, sustained facial injuries.
Joe Smith, the gunner, had to help Wendall exit through the turret
hatch and then pull the life raft out from the side of the plane
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PHOTOCOPY
GB HANDWRITING
before it sank. Dick had trouble getting out of his parachute
harness and inflating his May West, but he did it. With Joe's
assistance, all three managed to get into the raft. Joe
administered first aid to Dick and Wendall. They spent about nine
hours drifting in the raft until the USS Caperton, a destroyer,
rescued them. This was a destroyer which had been busy sending
torpedoes into the enemy ships. The three men were returned to the
San Jac three days later.
The Navy had won the second Philippine Sea Battle. The results
were real justice. The enemy carriers which had made the attack on
Pearl Harbor and were still active were sunk that day. Prior to
the sea battle, we spent two days hitting Okinawa. I had one
strike. We hit their fuel storage and left huge fires as the fleet
headed south.
November saw the last of my combat flying. I had eight flights.
The actions of Torpedo Squadron 51 were typical of all torpedo
squadrons in the fast task forces during the period of time we were
there. We were proud to have been able to do what we had been
trained to do. I am personally grateful for having been selected
to fly from a carrier and I am also lucky to be alive.
There, but for the grace of God, go I
Ens. James J, Wykes, USNR, Detroit, Mich.
Robert E. Whalen, AMM 1/c, Joliet, Ill.
Charles L. Haggard, ARM 3/c, Winchester, Ky.
Missing while on routine ASP off Eniwetok; failed to return, 15 May
1944.
Lt. Roland R. Houle, USNR, White Bear, Minn.
Otis E. Ingram, ACOM, Little Rock, Ark.
Walter E. Mintus, ARM 3/c, Portage, Pa.
Missing in action at Palau, 27 July 1944.
Lt. (jg) William G. White, USNR, White Bear, Minn.
John L. Delaney, ARM 2/c, Providence, R.I.
Missing in action at Bonin Islands, 2 September 1944.
Lt. (jg) Francis M. Waters, USNR, Savannah, Ga.
Paul P. Bensman, AOM 2/c, Alton Ill.
Hyman Atun, ARM 2/c, New York, N.Y.
Killed in action over Palau, 15 September 1944.
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ON OUR WAY TO THE USA
In November, Air Group 51 was replaced. The San Jacinto had sailed
over 100,000 miles during the time we had been on board. We
disembarked at Guam, where we had time to walk around and admire
the B29's located there. The Air Force was making daily bombing
runs on Japan from there. We were easily able to collect assorted
small pieces of Japanese planes which were in abundance. I still
have a couple.
Our transportation home was on some kind of landing ship which had
been converted to a personnel hauler. Much time was spent waiting
in line for the next meal, which wasn't exactly what we were used
to. We didn't care, we were going home.
Upon arrival in California we were given thirty days leave and
orders to our next base. Several of us married in January. This
group included the Grabs, The Butcharts, and the Bushs. Some of us
exchanged wedding announcements and wedding gifts. Dick Plaisted,
who had been married to Marjorie at the time he fist joined the
squadron, was George Bush's best man.
Stan Butchart, Dick Plaisted, and I were given orders to the Sand
Point Naval Air Station in Seattle, and subsequently to the Pasco
Naval Air Station. We were to be a nucleus to a new Torpedo
Squadron 51. Early in May, pilots and air crewmen from the
Original VT-51 received their combat decorations at Pasco. There
were press releases and all kinds of picture taking. At about the
same time, Germany surrendered.
While stationed at Pasco, Connie and I shared a house with Miriam
and Stan Butchart. The house was located in a small town across
the river called Kenewick. We had joined the world of war time
rationing right along with everyone else.
The second VT-51 was decommissioned after a few months of
existence. Dick, Butch, and I spent a brief period of time, at the
Barbers Point Naval Air Station on Oahu, in a replacement pool.
The atomic bombs were dropped on Japan suddenly ending the war. A
point system releasing pilots from the Navy was established, and we
were on our way home without hesitation. Besides, Connie was
pregnant with Judith.
I stopped wearing j.g. bars in September, 1945, when I separated
from the Navy in San Diego. All veterans were given a lapel pin to
wear. I wore mine for awhile.
I was one very retired, very lucky flyboy.
Lou
96
19
July